IN THIS ISSUE
CYCLE TORQUE SEPTEMBER 2014 - 2
THIS month sees Cycle Torque move into the world of television with the launch of Cycle Torque TV on September 7. You can catch Cycle Torque TV on 4 ME (free to air digital station on channel 74 (metro) or 64 (country)) throughout most of Australia, and also on Aurora, which is available to every Foxtel subscriber. Cycle Torque TV was born out of Youtube and the iPad. We started making a few Youtube videos as companion pieces to go with the magazine and enhance the website (still going strong at www.cycletorque.com.au), but when we hit two million views we thought we might be onto something! So we will still have videos embedded in the iPad and now iPhone editions, but most of our video-making efforts are for Cycle Torque TV. So enjoy the reading in this issue but get more Cycle Torque now via the tube on Sundays at 6.30pm (4ME) or 8.30pm (Aurora). – Nigel Paterson publisher@cycletorque.com.au
CONTENTS
CYCLE TORQUE SEPTEMBER 2014 - 3
REGU LARS
RIDDEN 2015 DUCATI DIAVEL CARBON
YAMAHA SR400 LAUNCH
TEST
34
43
05 NEWS TORQUE 18 SMALL TORQUE 21 EDITORIAL 22 DIRTY TORQUE 23 RACE TORQUE 24 GUNTRIP
TRIUMPH THUNDERBIRD COMMANDER LAUNCH
KTM 1190 ADVENTURE TEST
52
60
72 BIKE STUFF 75 USED & REVIEWED 77 MARKET TORQUE 85 BOOK SHOP SALE 88 TORQUING BACK: LETTERS
FEATU RES
ON THE COVER: DUCATI BY PATERSON, YAMAHA BY CROW
ALEX PICKETT TT BLOG – PT 2
26
BARKBUSTERS FACTORY VIST
68
70
CYCLE TORQUE PEOPLE: KATE PECK
80
QUAD TORQUE ARCTIC CAT TEST
CYCLE TORQUE SEPTEMBER 2014 - 4
NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 5
The Scout Master INDIAN Motorcycles has reintroduced one of the most famous of motorcycle models, the Scout. The all-new Indian Scout was derived from a clean sheet design, but is a modern take on one of the most storied bikes of all time. A couple of features of the Scout are a lightweight but rigid cast aluminium frame and a low seat height of 642mm, just about spot on for a middleweight cruiser. It’s powered by a liquid-cooled, 1133cc 100 HP V-twin engine, so it should be a good fit for plenty of riders, whether new to the cruiser scene or not. This is the first truly new Indian Scout in more than 70 years, and marks the return of the legendary bikes that conquered the infamous ‘Wall of Death’, carried the legendary ‘Indian Wrecking Crew’ motorcycle race team to multiple victories, and the motorcycle Burt Munro used to produce the ‘world’s fastest Indian’. “Over the course of 30 years of countless innovations, racing wins, world records and industry firsts, the Scout has earned its reputation as a versatile, multifaceted bike that appeals to just about every rider and every riding style, with superior handling, balance, performance and craftsmanship,” said Peter Harvey – Indian Motorcycle Australia Country Manager. “Our designers and engineers have taken that heritage and those characteristics and fused it into the 2015 Indian Scout, and we think just about everyone who rides this incredible bike is going to feel like it was built just for them.” Of course while the styling harks back to another era, the technology is all 21st Century, with a ride-by-wire throttle and fuel injection. Priced at $17,995 ride away the bike is extremely well priced, and is expected to be available in Australia in the last quarter of 2014. Colours are Thunder Black,
Indian Motorcycle Red, Silver Smoke (matte finish) and Thunder Black Smoke (matte finish). But that’s not the only new Indian for 2014. While the Scout is all about being stripped down, the Roadmaster is the opposite. It’s a full dress tourer with the emphasis on two up luxury. Originally produced from 1947-1953, the Indian Roadmaster was widely recognised as one of America’s most reliable and comfortable touring bikes, and Indian Motorcycles believes the all-new Roadmaster is destined to reclaim that honour. The Roadmaster comes loaded with premium features for comfort, convenience and luxury, including expansive storage capacity and the grunty and gorgeous Thunder Stroke 111 engine. “It has truly been a privilege and an honour for our team to be a part of motorcycling history in designing and reintroducing the Roadmaster, which has such a legendary reputation as the king of luxury touring bikes,” said Steve Menneto, VP of Motorcycles for Polaris Industries. The all-new Indian Roadmaster is available from $38,995 Ride Away with expected arrival in Australia in late October early November. It is available in Thunder Black, Indian Motorcycle Red, and a two-tone Indian Motorcycle Red/ Ivory Cream paint scheme. For more info go to www.cycletorque.com.au/more. n
NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 6
ROAD GLIDE HARLEY-Davidson has confirmed the return of its Road Glide motorcycle, with the brand new Road Glide Special. With DNA from H-D’s Project Rushmore machines, the new Road Glide has already been revealed at major events in the USA. “Road Glide has always had an incredibly passionate following, which is why its return to the model line-up is exciting for our customers and our company,” said Matt Levatich, President and Chief Operating Officer of Harley-Davidson Motor Company. “With Project RUSHMORE technology, intuitive features and great new styling, we’re delivering an improved ride for the Road Glide faithful and the many others looking for more cool Project RUSHMORE motorcycle options.” “The Road Glide has always been a bike for a rider who’s cut from a different cloth, a person who wants to make a statement as they chase the freedom of the road,” said Mike Goche, Manager, Product Planning. “This new model respects that spirit while offering a significant improvement in comfort, and the full suite of Project RUSHMORE features that have been such a huge hit with touring riders around the world.” A number of features from Project Rushmore have made it to the Road Glide, like the LED Daymaker headlights, the Box 6.5GT infotainment system with touch screen and GPS navigation, Reflex Linked Brakes with ABS, and the High Output Twin Cam 103™ V-Twin engine that burbles through two chrome mufflers. The new model will start arriving at authorised Harley-Davidson dealerships in Australia from October 2014. n
Manufactured in Australia by Rideworx T 02 4271 8244 Find what fits your bike at:
www.barkbusters.net
TAP EACH PRODUCT ABOVE FOR MORE INFO
NEWS TORQUE
Lions TT
IT’S not often a group manages to get a road closed for a motorcycle event these days but the organisers of the Lions TT have. The Lions TT Motorcycle Festival is a three day event held from October 4-6, and includes a café racer sprint. It is open to all kinds of motorcycle brands, and all types of motorcycles too – classic, café racer, tourers, sports bikes, customs. All are welcome. The Lions TT Group, along with its partners and sponsors, aim to make this THE motorcycle event that enthusiasts dream of, making it an annual ‘must-do’ pilgrimage. They like to think of it as Sturgis meets the Isle of Man TT. In the heart of Kyogle, the festival will include industry vendors, a dealer paddock, all in a street carnival atmosphere with live music and show acts. A number of motorcycle industry celebrities and racers have also confirmed their attendance so there will be plenty to see and do. The headline event of the Lions TT is run on the Lions Road, which runs between Rathdowney and the Summerland Way, just north of Kyogle. This road will be closed for a 40 kilometre stretch on Saturday and Sunday and will have motorcycles only run in one direction. It’s not a race meeting, motorcycles will be expected to obey the speed limits and will be set off at intervals. The main idea is for riders on road registered motorcycles to experience this great road without the threat of oncoming traffic. The Lions TT Group is a not-for profit organisation, and all profits earned will be going back into the upkeep of the Lions Road. The Lions TT organisers have also announced an ‘IOMTT Dinner’ with Aussie Cameron Donald, which will be held on Tuesday, September 16, 2014 at Riverside Receptions in Brisbane. Cameron and special industry guests will talk about the thrills, challenges and dangers of TT racing. A limited number of signed items will also be auctioned off. Cost is $95 per head which includes a two-course meal. There will be a cash bar. The evening will commence at 6:00pm. For more information contact Mark Luxford on 0414 463 014 or email mark@powersportsmarketing.com.au. You can register your interest to be a part of the event, whether as a rider, spectator or as an industry vendor by visiting www.lionstt.com or https://www.facebook.com/lionstt. n
CYCLE TORQUE SEPTEMBER 2014 - 7
NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 8
BRITISH GP CHANGE
THE Circuit of Wales has announced a five-year deal with the owners of MotoGP – Dorna – to host the British GP, effectively taking it from the Silverstone cicuit.
Dorna announced that The Circuit of Wales will host the British round from 2015, with an option to extend the contract to 2024. The only problem for the Circuit of Wales is that they don’t yet have a circuit built, with the development site still covered in green grass and sheep. 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. We carry a -full range • 237 Great Eastern Highway Midland 08 p 9250 2522 of accessories, tyres and We. also w w w . m a c spare k 1 . parts. c o m a u have a loan bike service to keep you mobile.
While the $560m development will eventually be built on the 830-acre site, there is no chance of the circuit, facilities, or any infrastructure being in place for 2015. As a result the development company will now have to negotiate with either Silverstone or Donington Park – the only existing logical host circuits – to run the 2015 meeting, ahead of the completion of their own circuit. “Our agreement with Dorna is a significant landmark in the development of the Circuit of Wales,” said Michael Carrick, Chief Executive of the Circuit of Wales. “MotoGP is the pinnacle of global motorcycle racing and expectations within the series and of its millions of fans worldwide are for a truly world class event at iconic and stateof-the art venues. “We look forward to meeting those expectations when we welcome MotoGP to Wales from 2016 and we are now working closely with Dorna and the FIM, MotoGP’s governing body, with regard to the 2015 British round of the MotoGP World Championship.” Carmelo Ezpeleta, the Chief Executive Officer of Dorna Sport S.L., commented: “We are excited to be working closely with the Circuit of Wales after being involved with the project for more than four years. “The commitment to MotoGP is obviously a catalyst to a wide range of exciting projects aimed at contributing to the regeneration of the area, while we work together with MotoGP governing body the FIM in relation to the full homologation of the circuit.”
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Ezpeleta continued: “The commitment to youth, to employment opportunities for the area, to its academy plans – linked to our own FIM CEV Repsol series – and the general investment in motorsport infrastructure will ensure very exciting times are ahead for Blaenau Gwent and the surrounding areas.” The first phase of the multi-purpose development will be the construction of the international specification motor racing circuit, with hotel, commercial and retail complexes to follow. The facility is designed to host international motorsport events and to house motorsport-related industries. Other plans for the complex include motocross, trials and enduro venues, an international kart circuit and driver training facilities.n
MRB 2253
D/L 19719
NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 9
Cafe racer in the Werks CLEVELAND Cyclewerks has a 500cc cafe racer in the works and is aiming to have them available in Australia by October/November. The only image available is this engineering drawing. The bike will be a 500cc air cooled single cylinder with a fivespeed gearbox. The chassis is the same as the Cleveland Cyclewerks Heist chassis, made from DOM tubing. Cleveland is an OEM manufacturer selling bikes in 18 countries including Australia and Japan.
Ultimate Protection Better Performance Longer Lasting Over 90 years of oil development
For more information call (03) 9388 1158 or check out www.clevelandcyclewerks.com.au. n
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NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 10
YAMAHA COMPETITION YAMAHA Australia is offering two lucky riders a unique riding experience at Sydney Motorsports Park on Tuesday 18 Nov 2014.
The winner of a competition hosted on YMA’s Facebook page will score a money-can’t-buyopportunity to test Yamaha’s latest road bikes at Eastern Creek, NSW. One Yamaha Facebook fan plus one guest will spend a day at Sydney Motorsport Park during a Yamaha corporate ride day where a wide range of road bikes will be available to test around the famous road race circuit. The experience includes four 20 minute track sessions per person with safety riding gear provided. Yamaha’s corporate ride day is not open to the public. The event is organised to offer Yamaha’s business partners the opportunity to sample a range of products in a controlled environment. The ride day competition winners are able to select from a range of Yamaha models available depending on riding ability. Training will be provided by Stay Upright for beginner riders who will be given a 60 minute training session and one 20 minute track session. No motorcycle licence is required. Lunch will be included at the track above pit lane. The prize also includes flights from the winners’ nearest capital city, plus one night accommodation and transfers to and from Sydney Airport to Sydney Motorsport Park. To enter, simply upload a photo to YMA’s Facebook competition page highlighting your Yamaha lifestyle with a caption of 25 words or less explaining why Yamaha revs your heart. Competition closes at 5pm Sunday 31 Aug 2014, after Cycle Torque’s September issue goes to press so be quick, there’s not much time left. The winner will be announced on the Yamaha Facebook page on Monday 1 Sept 2014. See Yamaha’s Facebook page for further terms and conditions of entry. n
It’s not where you’re going, It’s how you get there!
http://www.kenma.com.au/motorcycle_luggage.html
NEWS TORQUE Polaris celebrates 60 years IN 1954 a rural farm equipment shop in the small town of Roseau in Minnesota USA discovered that it had the creativity and passion to produce “snow machines.” 60 years on Polaris Industries has become one of the leaders in the off-road vehicle industry by continually improving its off-road product offerings. In staying true to its 60-year heritage Polaris now a $3.8 billion dollar a year company is celebrating this anniversary milestone the best way they know how, with the release of a host of new Model Year 2015 models and updates to the existing range of class leading off-road vehicles. A massive 7000 people comprising Polaris dealers, distributors and subsidiaries from around the globe all travelled to the United States to celebrate 60 years of Polaris at the company’s birthplace in Minnesot. In anticipation for the Model Year 2015 product launch and testimony to the growth of the brand, the New York Stock Exchange listed company has increased its stock price by a record 965 percent since 2009 and last week the Polaris stock price rose by a further 9.3 percent to USD $145.52. These figures have seen the brand take a huge lead as the number one off-road vehicle brand both worldwide and in North America (the world’s largest market). “Polaris sets the bar for industry innovation in off-road vehicles and introduce new products that are relevant to our customers’ needs,” said David Longren, Polaris Off-Road Division’s Vice President. “From first-time users, to recreationalists, to those who rely on their vehicles for work, Polaris offers the most-complete, off-road vehicle lines on the market.” Polaris’ heritage begins in 1954 where employees of a small shop called Hetteen Hoist & Derrick in Roseau owned by Edgar Hetteen decided to create a vehicle that could travel through snow. The employees worked overtime to finish their concept in 1954 but after completing it Hetteen was skeptical in its value and sold the machine to cover the shops payroll. On July 21st 1954 Hetteen Hoist & Derrick was renamed Polaris Industries Inc. and not being easily deterred the employees David Johnson, Paul Knochenmus and Orlen Johnson continued to explore the concept and built a second snow machine called the “Polaris Sno Traveler.” The first production model rolled off the assembly line in Minnesota in 1956. n
CYCLE TORQUE SEPTEMBER 2014 - 11
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Cnr Central Coast Highway & Kangoo Road, Kariong, NSW, 2250.
* Finance available on selected models, to approved customers only on a 24month term expiring 30th of September. T&Cs apply. Sale ends 30th September 2014.
g n i r e i m e 7 r Pr e b I m e t p Se
CYCLE TORQUE SEPTEMBER 2014 - 12
Supported by the following sponsors
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how to watch
4ME is a digital TV channel - either 64 or 74 depending on where you live, but if your area has had a digital TV upgrade, you may need to retune your TV to receive 4ME (and you’ll get a heap of other channels when you do a retune, so it’s definitely worth the trouble). Check your TV owner’s manual for instructions, and if you can’t find that you can probably find one online with a Google search, or check out http://retune.digitalready.gov.au for more information. AURORA is channel 183 on Foxtel - first showing each week will be at 8.30pm on Sunday nights, with repeats later in the week. Check out www.aurora.tv for more information.
Tune in at 6.30pm Sundays on 4ME and 8.30pm Sundays on Aurora – from September 7th.
NEWS TORQUE
Ruttledge takes 2nd AFTER six gruelling rounds of racing, Kawasaki Australia’s Meghan Rutledge has finished the 2014 FIM Women’s World Motocross Championship in 2nd place overall at the MXGP of the Czech Republic in Loket over the weekend.
Trailing by only four points and still a strong championship contender heading into the final round, 18 year old Meghan Rutledge from Picton, NSW put in her best efforts and rode her KX250F well to secure the podium finish in the World Championship. Meghan’s two podium finishes in each of the motos at the final round means that the multiple Australian MX champion finished inside the top three in 10 out of the 12 races that made up the series. She also won three of the six rounds. Meghan’s outstanding results throughout the series with the Bud Racing Kawasaki Monster Energy Team combined with the efforts of Kawasaki Europe’s Livia Lancelot (who won the final round) meant Kawasaki won the Manufacturers Title in the FIM World Women’s Motocross Championship by an impressive 22 points. Meghan say’s, “Of course I’m a little bit disappointed to miss the title by just a few points, but being second in the World Championship is awesome as it’s only my second year in the series and I will have many more opportunities to get this title. I will come back next year and for sure I will be stronger as I will have more experience; for example I never rode before this weekend on a track like this one in Loket! It was tough to get used to it but I’m not looking for excuses; I made the best I could and I’m still happy”. n
CYCLE TORQUE SEPTEMBER 2014 - 13
NEWS TORQUE
CYCLE TORQUE SEPTEMBER 2014 - 14
Scrambling Duke DUCATI is playing the smoke and mirrors game with its new Scrambler, a new model for the Italian manufacturer. Well it depends on what you regard as new. While no official photos of the bike have been release, some artists renditions, and even an official plasticine model, show the bike in a similar colour scheme to the early 1960s when the first Ducati Scrambler was released. What we do know is the Scrambler will be officially released at the International Motorcycle Fair held in Cologne, Germany), ready for its subsequent arrival at Ducati dealerships all over the world early in 2015. Ducati has made a three part video for the web, with characters Franco and Elvira, astride the Scrambler. The video is based on Franco, a man from 2078, who is catapulted by a time machine back to the Woodstock festival of August 1969 where he meets and falls in love with both the Scrambler Ducati and Elvira. They joyously elope on the bike, yet before the two can even kiss the time machine hurls them forwards to the present day, to 2014. Franco and Elvira find themselves directly in front of the fabulous “yellow container” - first visited by Ducati employees and then the enthusiasts who flocked to World Ducati Week 2014 - from which they exit astride the new Scrambler Ducati. You’ll notice the original promo photo from back in the day is the inspiration. It’s all for fun, but it’s an interesting way to promote the new model, which we think will sell well, seeing the Street Scrambler ‘look’ is definitely in. Hipsters should head into their local Ducati dealer to order one right now! n
www.sharkleathers.com.au
NEWS TORQUE
Jett’s our youngest world champ
CYCLE TORQUE SEPTEMBER 2014 - 15 NEW BIKES
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KTM Junior Motocross Racing Team rider Jett Lawrence has earned the distinction of being Australia's youngest ever World Motocross Champion, at last weekend’s 2014 FIM Junior Motocross World Championship at Lierneux in Belgium.
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In wet and worsening conditions, Lawrence brought the 65cc world title to Team Australia, when he backed up a sensational Moto One victory with a second placing in the second and final Moto. It was something of a belated birthday present for Lawrence, who turned 11 just three days before the victory, and is young enough to return next year and compete for the same title. It was one of two brilliant podium appearances for Team Australia, with 2012 FIM World Junior Champion Caleb Grothues finishing second in the 85 cc class. Grothues dominated the first of two Motos, and was unlucky to miss out on a second world title after he fell while attempting to pass for the championship lead in Race Two and was forced to accept the runner-up position. For Jett's older brother Hunter Lawrence - himself a Vice-Champion in 2013 fortunes were not so kind. Hunter crashed awkwardly in the opening 125cc Moto and required hospitalisation, but was subsequently released in time to make his departing flight from Brussels. Among the other Aussies, Mitch Evans placed 32nd in the 125cc class, while Liam Andrews was 34th in the 65cc class. Australia finished fifth on the Junior Nations overall tally, which saw the USA narrowly defeat Germany with France coming home third. Team Manager Glenn MacDonald was ecstatic and justifiably proud of the result, and was quick to acknowledge the invaluable support of the German Kosak KTM Team, with whom the Australian team pitted. n
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NEWS TORQUE
Ducati in Caloundra DUCATI Australia has announced the first Ducati dealership in Caloundra – Motolife. Opening its doors to the public earlier this month, Motolife showcases the latest range of Ducati motorcycles, apparel and accessories as well as a fully trained service centre.
Headed up by Andrew Carmichael, the team at Motolife are very excited to meet the needs of current and future Ducatisiti in the area. “With a long and very successful background in premium and prestige automotive, we’re excited and confident that Andrew and his team will deliver dealership environments and levels of customer service consistent with both our customer’s expectations and the image of our brand.” said Warren Lee – CEO / Ducati Australia. n
CYCLE TORQUE SEPTEMBER 2014 - 16
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CYCLE TORQUE SEPTEMBER 2014 - 17
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SMALL TORQUE CONONDALE CUP
THE inaugural KTM Conondale Cup will be held over the weekend of the 4th and 5th of October with $10,000.00 in prize money up for grabs for Pro riders on 125cc, 250cc and 450cc machines while Vets, Clubmen and Junior riders will also get to share in the spoils over a three moto format. KTM, Husqvarna and Motorex are the naming rights sponsors while Loose Kid, Dirt Action, Moto Developments, Tate Engineers and Metal Link have come on board as class sponsors. On the full size national track there will be practice on Saturday with Junior racing on Saturday afternoon and the Senior racing on Sunday (1x sighting lap only). There will also be free camping Saturday night.
KTM EXTRAS
KTM’s 1190 Adventure already comes chocfull of high-tech equipment and premium components but for a limited time, KTM’s Add Venturing - Add Value promotion will get you left and right touring cases valued at $1400, a tall windscreen valued at $180, heated grip set valued at $255, and protective crash bars valued at $480 That’s an astonishing $2315 worth of added value at no extra cost.
VIETNAM FOR CHARITY
QUEENSLAND couple, Marc and Maria Mrsic, are off on an adventure of a lifetime, as they ride their Honda 150cc RR through Vietnam’s wild countryside raising money for Vietnamese school kids in need from August 21 to September 1. Mr Mrsic, Managing Director of Total Traffic Solutions, said the company will donate $1 for every kilometre ridden to the charity AFAP Action on Poverty as part of their K’s for Kids program. “We will be riding from Ho Chi Minh City and travelling north to Hanoi, and hope to cover about 1,000km. That means we’ll be raising
at least $1,000 by ourselves but we’re hoping the public will also get behind us and help raise at least another grand,” he said. Marc and Maria will be keeping everyone informed of their preparations and progress through regular updates via the TTS Group Facebook page. “At the end of the trip we’ll be hosting a fundraising event at TTS Group’s newest office in Hanoi,” said Mr Mrsic. If you would like to support Marc and Maria, all donations over $2 are tax deductible.
SEE AUSSIE GP IN STYLE
WITH less than three months until the Phillip Island race, places are now limited for the hottest Honda event of the year; the Honda VIP Marquee. Situated on Gardner Straight, the Honda VIP Marquee ensures guests don’t miss a second of the action with the greatest viewpoint for watching all the excitement that Phillip Island MotoGP has to offer. The Marquee boasts indoor, outdoor and grandstand seating, CCTV screens and sweeping views of the super screen. The Honda VIP Marquee is fully catered with hot lunches, morning and afternoon tea, free non-alcoholic drinks including a barista coffee facility, and a cash bar for alcoholic drinks. Guests will also receive a special Honda souvenir gift, an event program and daily VIP Pit Walk passes offering a special glimpse into the MotoGP team garages. Retaining the same affordable price of $790 for a three day pass, enjoy watching the world’s best motorcyclists go head to head in an electrifying atmosphere and premium comfort with Honda. Don’t miss a second of the action and buy tickets online now to avoid disappointment. For more information on any of these stories go to www.cycletorque.com.au/more. n
CYCLE TORQUE SEPTEMBER 2014 - 18
SMALL TORQUE NORTON DAY
THE Hunter Valley Norton Owners Club invites all classic and vintage motorcycle clubs / owners / enthusiasts to attend and display their machines at their annual Norton Day on Sunday 9th November 2014. Please note change of venue. This year’s display will be held at the Toronto Lions Club Park, Anzac Parade Toronto on the foreshore of beautiful Lake Macquarie, south side of Fennell Bay Bridge Bikes will be on display from 9.00am to 2.00pm, trophy presentation at approx. 12.30pm. Food and drinks available on site as well as raffles throughout the day.
ASIA RACER
THE 2015 Shell Advance Asia Talent Cup application period is open now and talented young riders are being invited to apply for selection, with candidates from Australia and New Zealand also eligible for participation for the second staging of the competition. Run by Dorna, it is co-managed by Alberto Puig, responsible for nurturing such talents as Casey Stoner and Dani Pedrosa and the leader of the successful MotoGP™ Academy. Riders will compete on Honda NSF250R Moto3 machines. Riders who make it through from the 2015 pre-selection event to be held at the Sepang International Circuit from 27th-28th October 2014, after this year’s Malaysian MotoGP round, will race in the second edition of the Shell Advance Asia Talent Cup next year. Riders born between 1st January 1994 and 1st February 2002 are eligible to apply, with the enrolment period for pre-
CYCLE TORQUE SEPTEMBER 2014 - 19
selection running from 1st August 2014 to 5th September 2014.
MULTISTRADA OFFER
BUYERS of all new Ducati Multistrada 1200 models will receive a three-year factory warranty package which includes roadside rider-assist. Go to your local Ducati dealer to see these amazing bikes in the flesh.
MONSTER JAM
MONSTER Jam® madness is set to smash into Australia, with the 5000 kilo trucks of the Monster Jam World Tour to wow fans in a three city rampage of Melbourne, Adelaide and Sydney, this October. With tickets from $25 for kids and from $40 for adults, Monster Jam tickets are priced for families and on sale nationally through Ticketek (Sydney/Melbourne shows) and Ticketmaster (for Adelaide). Monster Jam will fire up their engines and kick off in Melbourne with two performances on Saturday, October 4 ; then to Adelaide on October 11; with their final stop, Sydney on October 18. One of the headline acts is ex motocross racer turned MJ driver, Damon Bradshaw who’s obviously used to getting some serious ‘air’, only now he does it with four wheels and a lot more horsepower. Bradshaw was known as the ‘Beast from the East’ in his AMA MX and SX career. For more information on any of these stories go to www.cycletorque.com.au/ more. n
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CYCLE TORQUE SEPTEMBER 2014 - 20
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EDITORIAL
CYCLE TORQUE SEPTEMBER 2014 - 21
Special People
I WAS watching the footy show recently. Instead of being held in Sydney it was at the Newcastle Entertainment Centre. Most Rugby League fans would know it was part of the Rise For Alex week, raising funds to help young Newcastle Knight Alex McKinnon cope with his debilitating spinal injuries, received in the game against the Melbourne Storm earlier in the year. Now I know there’s plenty of readers not interested in footy, or if you live in the southern states, not Rugby League. What it was about for me was the way in which Alex McKinnon has handled himself and how his friends have rallied around him. There was plenty of emotion on the show as his coach and some of his team-mates talked about how they felt for Alex and the future he has. I get the feeling from what I’ve seen that Alex is a strong enough individual to regain the use of his legs again so he can lead a somewhat normal life and to walk his sweetheart down the aisle. I sincerely hope he does. It got me thinking about how professional athletes put everything on
the line for their sports. Now I’m talking adrenalin sports here, not golf and the like, but no matter what sport you make a career of there are still many sacrifices that need to be made, by the participant and also the people around them. I take my hat off to those athletes. And one of those athletes who impresses me is Jack Miller. I must admit that for the last couple of years I haven’t religiously watched bike racing, but recently a couple of things have changed which has got me back into it so to speak. First was watching young Jack at the Troy Bayliss Classic earlier this year. Jack wowed me with his tenacity and ability. I could see this was no rich kid simply buying his ride. He can ride a motorcycle, no question. But I was also impressed with the way he handled himself. Sure, he talks with some sort of European Spanglish accent or whatever you want to call it when he’s on television, but I guess this is part of him trying to be understood when talking to his Euro team. So, although I have heard some people bag him for that I think it’s out of order
personally. For me now, I want to watch Moto3 and follow Jack. The other races, well… I mentioned a documentary in an editorial of mine a few months ago. It was about Ryan Villopoto over in AMA Supercross, and the struggles he and his family faced to get him at the top of the tree. Then I saw another doco, probably made by the same people, about the AMA Supercross scene overall, interviewing more riders etc. What a great show. It gave me much more of an insight into these riders, so I’m keen to watch much more of the off-road racing. You see, it’s all about the human interest side of things. You follow a rider or sports person you like, not ones you don’t. We might see these sports stars as superhuman or whatever but to get where they are they simply sacrifice more for their dreams than the rest of us can really imagine. There can be glory and there can be financial rewards but it does come at a cost or potential cost. It seems these superstars ‘want’ it more than the rest. It was something said to me by a good friend the other day as we shared a few drinks to mourn the passing of our mate Dave Mason. We got to talking about the Isle of Man, and the fact Dave raced there last year, living his dream. Dave
was just happy being there, being part of the race. He knew he didn’t really have a chance of winning it but that wasn’t the point. Of course we then got on to the subject of my son Alex’s performance at the TT this year and where he goes from there. This same friend said Alex has to really ‘want’ it too. He has the potential to be a leading TT rider but pure ability will only get you so far. He knows he will have to make sacrifices but only he knows how many sacrifices he’s prepared to make before they outweigh the benefits. I guess if he is competing in the TT next year then we will know he’s prepared to make those sacrifices and take those risks. I guess the message I’m making is we need to appreciate these sports stars for the special people they are. For me, watching a race or a football game is much more exciting if I have someone, or a team to barrack for. It’s that human interest thing I mentioned earlier. That’s why I have a renewed interest in the racing this year. And that’s why I expect the MotoGP round at Phillip Island will have the biggest crowd since Casey Stoner’s last ride there. They will be there to cheer on young Jack. He deserves it. – Chris Pickett
DIRTY TORQUE
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Happy 70th Roger WHILE aimlessly bouncing around my favourite motocross related web sites recently I came across an article about Roger De Coster and I was taken back when I read that the Belgian superstar was born on the 28th of August, 1944. WHAT? Well it’s true, while you read your September issue of Cycle Torque Roger will have just finished celebrating his 70th birthday. I am sorry but it just doesn’t seem right that ‘The Man’ could possibly be 70 already. Some of my earliest memories of following the international motocross scene involved Roger De Coster and you would be pushed to find a rider from any era who doesn’t admire the skill De Coster had on a motocross bike but it wasn’t that easy to be a fan back in those days. You see, when my racing really kicked in it was the very early 1970s and there was obviously no internet or pay TV so our most reliable source of information was through magazines. Occasionally we got to see some footage of the racing on TV so to follow motocross wasn’t just a few clicks of a mouse, we had to make a real effort to get information. For what it is worth the influence Roger had on my riding back then was his super smooth riding style and more specifically his ability to rear wheel steer through corners and I even got to talk to ‘The Man’ about it in 2006 at the San Diego round of the AMA Supercross Championships and he agreed that it was something he worked on and was one of his strengths. That aside, we now look back at De Coster’s career with awe. The quiet Belgian racked up 36 500cc Grand Prix victories on the way to winning five 500cc Motocross World Championships during the 1970s (1971, 1972, 1973, 1975 and 1976). So here is the story of the man who changed the face of motocross forever and to this day is
still playing a pivotal role in the development of several factory riders and KTM in America. De Coster was born in Uccle, Belgium. Roger’s father supported his wife and five children by working in the local steel mill so to help out De Coster took a job in a motorcycle shop at the age of 15 and even though he kept going to school he was working the best part of six days a week. At 17 De Coster was able to buy a 50cc Flandria which he raced whenever he could but kept hidden from his parents by storing it at a mates place between races. Roger’s secret came out one night when his father was reading the local newspaper and came across a race report where his son was highlighted for winning his class the previous weekend and instead of getting angry De Coster’s father was quite proud. After winning the 50cc Belgian Motocross Championships in 1962 and 1963, De Coster traded the Flandria in for a second hand CZ and went on to win the Junior 500cc Belgium Motocross title and it wasn’t long before he went to work for the Czechoslovakian motorcycle maker CZ. At 20 Roger’s professional career got started on CZ machinery and you will be surprised to know that his first international success was winning a Gold Medal in the 1964 ISDE before going on to win the 1964 Belgian Observed Trials National Championship. Roger went on to win the 500cc Belgian National Motocross Championship in 1966 while riding selected GP races before joining the 500cc World Motocross Championship series full time in 1967 where he ended the year in fifth place. Roger won his first GP in 1968 but throughout the next three seasons his best overall result was third place in points in the 1970 championships. It all changed in 1971 when the Belgian took the gamble to join the newly formed Suzuki team on an un-proven factory RN370.
Over the next nine years De Coster gave Suzuki the biggest leg up marketing wise by winning the 500cc World Motocross Championship five times, coming 2nd twice, 3rd once and 6th in his final year on the yellow machines. Suzuki still owes a lot to De Coster for those years of commitment. In 1980, at the age of 36, De Coster joined the factory Honda team for one final season and against the likes of André Malherbe, Brad Lackey, Hakan Carlqvist, Graham Noyce and Gerrit Wolsink we saw De Coster end the series in 5th place but sensationally he won his final world championship race at the Grand Prix of Luxembourg. Grand Prix success aside, De Coster broke new ground in America by winning the Trans-AMA Motocross Series four times in a row (1974-1977), he won the Belgian National Motocross Championship nine times and won six Motocross des Nations trophies with team Belgium. De Coster’s racing years in the United States made an impact on him and his wife so they moved to California in 1981 to take up a consulting role with Honda and it was during this time that Roger became the driving force behind the American Motocross des Nations and Trophy des Nations assault. Roger created history in the early 80s with Jeff Gibson, Danny Chandler, Johnny O’Mara, David Bailey and Chuck Sun riding for Team America to dominate the biggest international event on the calendar and once again De Coster etched his name in moto folklore and to this day he still
manages Team USA at the Motocross of Nations. Not surprisingly De Coster has become the most successful team manager in the AMA Motocross series with championship wins at team Honda, Suzuki and KTM mentoring riders such as Ricky Carmichael, Greg Albertyn, Ryan Dungey and Ken Roczen to name a few. Fittingly, De Coster was inducted into the Motorsports Hall of Fame of America in 1994 and the AMA Motorcycle Hall of Fame in 1999. Any motocrosser worth his or her salt is a fan of Roger De Coster in one way or another so as you read the final lines of this month’s Dirty Torque I ask you to take a moment to wish Roger happy birthday, it’s the least we can do for a man who has completely committed his life to the sport we love. Happy Birthday Roger from Australia… – Darren Smart
RACE TORQUE
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Then There Was One – II AT THE time of writing, the likelihood of a 2015 ASBK hung in the balance. If the ASBK does go belly-up, all good things come to an end. The Castrol 6-Hour wound up in 1987, lasting 17 years. A few people have had a go at re-birthing it but none hit the spot. Gone. The same with Bathurst. The last major meeting was 1988. There were comebacks in 1992, ‘94 and 2000. All great events but none were the same as the old Australian Grand Prix meetings. There have been a few attempts for it to comeback yet again, but they didn’t happen – Bathurst is over. The inaugural Swann Series ran from 1978-88. We haven’t had a summer series since. Maybe there’s demand for a summer series although for those who never made it to an old Swann race, they could be freaking hot! There’s been casual talk of a summer series for years, but nothing has ever eventuated. I understand that there is isolated industry concern for having an ASBK series, but I think it is a political rather than a practical motivation to re-birth it. Honestly, given its recent history why would anyone want to run it? And who would sponsor it? No matter what happens, there is a strong, reliable and popular alternative, the ASC. Some people think the sky has fallen in because the ASBK fell over in 2014, and have been intently focused on its possible comeback next year. I think the bigger story is why did it fall over in the first place and who is responsible? It’s no good setting out to rebuild a national championship if there is no transparency on exactly how and why it went down, and that analysis should go back to the late 1990s til now by answering the simple question; what happened? It just underlines why controlling bodies are not suited to running/partnering a national race series because they are political in nature, not entrepreneurial. Then there’s the hue and cry that we need an ASBK to help launch local talent OS. Sure, it helped Mat Mladin in 1992 but the game has changed since Casey
Stoner bypassed all local road racing series (junior and senior), and went to the UK in 1999 then onto Spain when he was 14. His first local road race was the 2001 AGP. Jack Miller, Arthur Sissis and many other ex-MRRDA runners have skipped GO and gone direct to Europe, and never raced in the local senior RR ranks. In the late 1990s, guys like Broc Parkes and Westy spent minimal time racing locally before heading OS. People figured out long ago you don’t need the ASBK or the ARRC to make it in Europe – what you need is bags full of money and to go early. You can follow what Josh Brookes and Josh Waters have done by hanging around ‘til your mid-20s, but you will end up in BSB/WSBK not a factory MotoGP bike. Paul Free recently reiterated Honda’s intention to return to the ASBK, which follows his earlier revelation that Honda will only enter series that are FIM-sanctioned. Last month, we pointed out that the BSB is a fully independent championship that is in no way FIM-sanctioned yet Honda GB has been happily supporting the BSB for many years. Internationally, Honda appears to have little adherence to the ways of the FIM, in road racing championships at least. Honda thought so highly of the FIM that it overrode the FIM CCR (road race commission) when it first advocated the 1000-four-stroke MotoGP class in 1998 and pushed the whole thing through the media to crunch Dorna into agreement. The CCR has been sidelined ever since as a category/technical/rule setting body, a role the MSMA has taken over in cahoots with Dorna. Any vestige that the FIM is a sanctioning body with actual authority to create new classes/rules and approve championships/calendars in MotoGP and WSBK is long gone. MA is facing a similar decision that CAMS wrestled with when it sold the commercial rights of the Supercar championship to AVESCO. AVESCO took over V8 Supercars in late 1996, with CAMS as a minority partner. But the controlling body got
1979 Castol Six Hour. Look at the lineup and the crowd.
greedy and got kicked out of the partnership two years later because it breached their agreement with CAMS. The former CAMS chairman who brokered the original deal with AVESCO told me that CAMS deserved to be booted out. Now called V8 Supercar Australia, CAMS provides some race officials and that’s it. Zero control and no commercial interest. The trouble is that MA has nothing to sell. The ASBK does not exist in a commercial sense. There is no real alternative but for MA to affiliate with the ASC, not the other way around. Of course, that won’t happen but logic says it should. I’ve been surprised to learn from an interview conducted by Trevor Hedge with ASC boss Terry O’Neill that he has been in contact with MA in some wild goose chase to bring some sort of resolution to the ASBK/ASC schism. The reality is there is no schism, because there is no ASBK. More to the point, there is no broad demand for the ASBK so I’m puzzled why there is even talk to resurrect it. What’s happening in Australia has already happened around the world. Private promoters dominate world motor racing, both bikes and cars, simply because they are good at it. Controlling bodies have been getting out of running road race series since the 1990s. The private juggernauts are not perfect and are obviously in it to make a buck. But their expertise does bring continuity to teams, riders, sponsors and the media, and that is essential for any championship to thrive. – Darryl Flack
GUNTRIP
CYCLE TORQUE SEPTEMBER 2014 - 24
Better by design
HOW many years there are between them I wouldn’t like to guess, but Simon’s perpetual grin makes him look a decade younger than his brother. Whenever I stop by, Simon always seems to be wiping his hands on a rag, head cocked to one side, beaming – whether at the undeniable quality of his work or the day’s sunshine, I couldn’t tell you. Alan will, as like as not, be behind the counter, running a grimy finger down columns of figures in the garage diary. Alan tends to keep a straight face. He’s the brooding, tellit-as-he-sees-it foil to Simon’s unfailing bonhomie Between them – and I’ve never seen anyone else on the premises apart from the
odd customer – Alan and Simon run our local servo, an ancient weatherboard shack coated with the remains of old advertising, nestled in a valley between two sets of lights on the highway. I’ve never asked if people call in believing the place to be one of the rash of antique shops that dominates our stretch of the mountains, but it wouldn’t surprise me. Add a couple of antique petrol pumps and a Model T to the tiny forecourt and they’d never get any work done. Of the two I think Alan is the more dedicated two-wheel man. He admitted responsibility for the ageing poster of one Michael Doohan on the wall, the photo dating from Mick’s first championship – 20 years ago, can you believe it? – and on occasion I’ve seen his stupendously wellpreserved 916 Ducati from, I suspect, the same year. The bike was parked alongside the double doors last time I went in, about a fortnight back. Alan, like his brother, is a family man who can usually be seen with the wife
and kiddies at sports days, markets, Winter Magic and so on. He’s in his 40s and shoulders his share of community responsibility, and clearly holds his time precious. And you can see from the state of the bike it doesn’t get used much. There’s precious little dirt on the underside of the footpeg mounts, the inside of the swingarm, on the bottom triple clamp or anywhere on the pipes. It’s a clean bike. Most of the time you’re hard-pressed to find a water mark on any of the lenses. When I thought about it a bit I worked out that I hadn’t even heard the thing, never mind seen it in action, but there was no blue on its tyres and more than once I’d heard it ticking as it cooled. Still, it bothered me a bit that Al never seemed to ride his bike and once, as I was marvelling at its condition, I found Simon standing beside me, doing what he did with his trademark grin and that everpresent rag. I told him what was on my mind. “I never see Al about on this wonderful bicycle, Simon. How often does he get out on it?” “He doesn’t,” he said, shrugging. “He gets it in here once a fortnight or so, and that’s about it – and even then he’s careful, takes a long enough loop both ways to get everything up to temperature and keep the battery charged. It’s even got its own room, off the main garage – just room for the bike and a milk crate with an old cushion for Al. Simon shook his head. “I reckon I ride it more than he does. I ask if I can borrow it once in a while and he’s never refused yet
– but always on the understanding that it goes back to him in the same condition that I collected it.” Well, fair enough. This was the cleanest 916 I’d seen since they started appearing in Fraser’s showroom two decades since, and just about the most stock, lacking even the obligatory Termignonis. Alan walked over to join us. “That’s a cracker of a bike, Al,” I told him. “Simon tells me you don’t ride it much, though.” Al rolled me a weary glance. “Everyone seems to have a go about that,” he said. “No, I don’t ride it a lot. It’s on its third back tyre and its second battery, and the only reason you’re standing here looking at it is because it’s a well-looked-after rarity.” “Correct,” I said. “But it was built to be ridden.” “Maybe,” said Al, “but I reckon its quality goes beyond that. Riding and looking, they’re two different things and you can’t do both at the same time.” He looked about him, into the depths of the workshop, out at the traffic thickening on the highway. “We do pretty well for ourselves up here. We’re close enough to cop the advantages of Sydney and far enough away to miss a lot of the problems. But we’re still on the planet as the rest of the poor sods. In the past month we’ve had the Ukraine, Gaza, the federal budget, bent politicians, MH17, boat people and the centenary of World War I. What do you do to get away from it? Me, I go out to the garage and pick up a rag. There are some things you just don’t get tired of.” – Bob Guntrip
CYCLE TORQUE SEPTEMBER 2014 - 25
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Cycle Torque RACING Feature
CYCLE TORQUE SEPTEMBER 2014 - 26
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TTRACER
Cycle Torque Feature
CYCLE TORQUE SEPTEMBER 2014 - 27
Death defying jumps and near misses are all part of a day’s work for Alex Pickett.
PT I I
TTRACER Day 10
Interview was fun with Manx Radio TT. Josh Brookes didn’t bother to turn up so Cam drew a face on a banana and sat it in a chair instead. We were there for the one hour morning chat show, talking about us, Australia, sharks, surfing, dirt bike riding, you name it, we seemed to talk about it. Weather stayed okay all day but then got beautiful as practice kicked off. I went out on the Superbike for two laps and did 116 and 117mph laps. Then out on Superstock 1000 for two laps, best one was a 119mph which I was very happy about. I did do another lap on the Superbike (five for the night) but I should have put a darker visor on, the sun blinded me a bit. I had a hairy moment at the end of Cronk Y Voddy straight. I was coming up on a newcomer and I held back slightly as we tipped into the right-hander at the end of the straight. It is very fast. He made a mistake and wobbled about quite a bit. Before I knew it I was right beside him as he ran wide, forcing me out towards the bank. I knew I was close to the bank but didn’t realise how close until I came back to the pits and saw grass in the radiator. Don’t want to do that again. On qualifying times I think I’ll be starting about 20 spots up on my allocated start number of 81. I ended up being faster on the Superstocker than the Superbike but I think this is down to the riding position, which is roomier. We moved the handlebars after practice to give me more leverage, so hopefully all good for tomorrow’s six lap Superbike race. Day 11 I was looking forward to the six lap Superbike TT but nervous at the same time. Lots of build up, lots of people, they were even taking photographs of me as I walked up to the bike holding area.
Photos by John Baker, Barry Clay, Dane Gardiner, Bryce Stacker, 10Tenths Motorsport Photography and Chris Pickett
My number is 81 but I started number 65 on the road. I felt I was on it from the start and caught the rider who started 10 seconds in front of me by the time we got to the Gooseneck. I then got a decent gap on him but coming into Windy Corner I realised there was an issue with my bike. I had to cruise from there to Douglas at a reduced pace and make an unscheduled pit stop. The issue was minor but I did spend around four minutes in the pits. No need to fuel up because even if I did it still meant I now needed three pit stops instead of two for fuel. The guy I overtook (he then went past me again when I slowed down) did very close to a 120 mph lap so I feel confident my first lap from a standing start would have been over 120mph. I got back out, got into the groove and went as fast as I could. Michael Dunlop and Guy Martin both went past me on the mountain on their last lap. When Dunlop came past I actually kept up with him from the end of the Mountain Mile to The Bungalow but then as he came out of The Bungalow he smoked the rear tyre and took off out of the corner and I thought, ‘now that’s how you do it’. I was even on television as they came past. My two seconds of fame. And they mentioned me twice, how good is that? At the end of the race I was totally stuffed, I had blisters on my hands and just Continued on next page
Cycle Torque Feature
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TTRACER
CYCLE TORQUE SEPTEMBER 2014 - 28
wanted to sit down. The flies covering my helmet, front of the bike and my leathers was unbelievable.
visor. Second time over the mountain it was raining and road very wet in spots.
On Monday I have two races, both four lappers. First is the 600 supersport, then the super stock 1000. Weather yesterday was awesome, not looking so hot for Monday though.
The 600 was spinning up on the white lines everywhere but when I got the Keppel Gate the bike went off song so I quickly pulled the clutch in and switched it off to prevent further damage.
The DP Coldplaning/ TC Racing team is looking after me so well and have prepared amazing bikes for me. And all the people who have helped me get here hold a special place in my heart, I would not be here without them all.
I was gutted because I felt I was on a quick lap. Not much I could do about it though. I was able to get a lift back in the Subaru course car straight after the race, with Connor Cummins and Mark Parrett. That was bloody quick.
I finished 51st with a race average of 114mph but take off that four minutes with the extra pit stop I would have been around the mid 30th spot and taking home a bronze replica. But there’s lots of ifs and buts in racing so we can’t have it all our own way all the time.
There was supposed to be the Superstock 1000 race at 6.15pm but the organisers ended up postponing it till tomorrow. It starts at 12.15pm IOM time, 9.15pm Aussie time.
Ended up down the Douglas Prom with some friends, taking in a few rides at the carnival, and felt a bit crook after for my trouble. Wandered home around 10.30pm. Day 12 Lazy day today, went out to Peel for the bike and Viking day. Wandered around with friends looking at all the bikes and people having a good time. There was a big charity ride for Simon Andrews who recently passed away, racing at the North West 200. Thousands of bikes. Got back around 10pm to watch TT 3D, Closer to the Edge, again. Day 13 Well, I’ve had plenty of luck but it’s all bad. Felt good from the start, the team tweaked the rear shock a bit for the race and it was great. My first lap was just over 115mph, then on my second lap I was apparently 40 seconds faster to Ramsey. Weather was iffy over the mountain, spots of rain on my
John, Mick and Gaz from TC Racing will be changing the engine overnight so it’s right for Wednesday’s second Supersport race. They were gutted too, and I think Mick felt as though he let me down but they have all done a fantastic job. These 600s get a terrible time here, it’s a wonder they last one lap. This place is hard on bikes. I feel privileged that the team asked me to ride for them. Then it was down to the Villa Marina with dad and my friend Steph to get my finishers medal for the Superbike race from Phillip McCallen. That was fantastic, and to see guys like Michael Dunlop, Guy Martin and John McGuinness on the same stage after me made me feel a bit special. All riders were asked to sign a special Simon Andrews banner which will be auctioned for charity. I am now a TT rider. Everything I’ve ever done on a motorcycle is nothing compared to riding on the TT mountain course. I later found out that Bob Price, one of the competitors in the Supersport race died at an incident at Ballaugh Bridge. I didn’t see the crash as I had already retired by that point. He was 65 I believe, and a seasoned TT
competitor. I don’t know exactly what happened, and it highlights what can happen here. Very sad. Day 14 Due to the weather the Superstock 1000 race was postponed till today. It was then delayed due to a big crash on the circuit before the roads were closed. I can’t believe how dangerously some of these spectators ride. On the mountain if you are just driving or riding along you MUST look in your mirrors as there are lunatics on bikes passing you at big speeds. I had qualified 46th from my starting number of 81 so I was pumped to go well. We did have issues with the fuel pump during practice and they would come back Continued on next page
Cycle Torque Feature
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TTRACER
to haunt us. As I came up to Cronk Y Voddy straight the bike cut out. I knew what it was and I just had to roll to a stop. I didn’t even complete half a lap. I was gutted I can tell you, but what can you do? The team came out to pick me up so I got back in a reasonable time. After that it was off down the Promenade with friends and all was going well until I heard that Karl Harris passed away at Joey’s Corner. This did upset me quite a bit, I was talking to him at his caravan earlier that morning. He was a nice bloke. Not much else to say about that. As I write this I’m 30 minutes away from starting the second Supersport race. Day 15 Second Supersport race went well. When the engine blew in race one we replaced it with a standard engine out of a road bike, so power was down by around about 18hp. I started 61st on the road and my mate Dom from Newcastle in the UK started one spot behind. He caught me on the road and we both got past a couple of other riders during the race. Dom’s bike was faster and he could pull away from me in the straights but I had a good time trying to keep up with him. It was misty over the mountain and visibility was very poor in spots. You just have to hold it on and hope everything is OK. You could just see the red taillight on the bike in front, so that was a bit of a help.
Day 16
Everything went to plan really. The pit stop went well. There was a massive fire when a race bike caught fire in pit lane during the fuel stop, which affected some guys (they had their times amended) but by the time I came in it was sorted.
That must have been why I passed four or five riders by the time I got to Ramsey. I just thought they were taking it easy but it seems it was my fastest lap yet, apparently over 120mph, not that it matters because I didn’t finish my lap.
It was fantastic to finish the race. My fastest lap was over 117mph, average for the race was 115.296. I finished in 39th place. Got a Bronze replica too. The team was over the moon, and so was I. Fellow Aussie David Johnson broke down and Josh Brookes had a coming together with Lee Johnston from Northern Ireland at Creg Ny Baa, both of them crashing out but with only minor injuries. There was supposed to be the second sidecar race and another practice for me today but due to bad weather conditions this has been postponed until tomorrow. Hopefully the weather will be kind to us.
Second sidecar race was postponed and so was practice. I went out about 3.45pm for one lap on the Superbike and immediately felt good, the best I’ve felt on it in fact.
I was having a great time, just enjoying myself. When I got to Keppel Gate the bike pulled a nice wheelie, shaking its head as it came down, then off the drop from Kate’s Cottage to the Creg it did the same. When I put the brakes on for the Creg I didn’t really have any so it was a thrill ride into the air fence outside the pub. Minimal damage to the bike and no damage to me so all okay. I do feel a bit embarrassed that I didn’t think quick enough to pump the front brake to get the pads back. I should have known better. The team spent yesterday evening preparing and fixing the big Superbike for today’s six lap Senior TT. It does not get any better than this.
Continued on next page
Cycle Torque Feature
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Day 17 Senior TT day. The Lightweight race for 650 twins was run first and was a cracker, with Dean Harrison taking his first TT win. His dad Conrad did likewise in the first sidecar race earlier in the week. I believe it’s the first time a father and son have won different TT races at the same event. I bet they will have a good time tonight. I started off 66 on the road. I would probably have qualified higher if not for my ‘incident’ yesterday but there’s still plenty of fast guys near me. The times are all so close, only a few mph between 20 riders. That said, getting that few extra mph is not easy. I started behind South African BSB rider A J Venter. He’s a very nice bloke and pitted next to me. I got a good start and by the end of lap one I had caught A J on the road, passing him on Ago’s Leap. My first lap was 121.01mph from a standing start. Of course I didn’t know that at the time, but the bike just did not feel right from the get go. I first noticed it through Glen Helen. The front did not feel planted like normal, but as the road was a bit damp I thought that was the issue. Coming out of the Gooseneck there are two left handers, the second one very fast. Through there I felt the same lack of feel from the front end. On the second lap I was coming out of the Gooseneck again, and into the first left hander when the front started chattering real bad. I was behind another rider at the time so didn’t think I was going too fast, and I was waiting to pass him coming onto the Mountain Mile section of the TT course. As I entered the second left hander the front end of my Superbike tucked. I went down on my knee and tried to get the bike back up, all at close to 200kmh mind you, and I just managed to get the bike near upright when I ran out of road. I hit an embankment which sort of bounced me close to upright I guess, knocking my right leg off the bike. The amazing thing was I then managed to jump a gap in the bank where a gate was, clearing that and hitting the other side tof the bank. Somehow I managed to stay on the bike and get back onto the road. By this time I was well crapping myself, and made my way back to the pits at a reduced pace. The almost unbelievable thing is I still managed to do a 120mph lap despite almost nutting myself and rolling back the throttle. Who knows what the lap time would have been if I hadn’t have had such a close shave. When I got back to the pits for my fuel stop at the end of the lap I decided to park the bike. I had scared myself silly by this stage and as the bike didn’t feel right I thought it would be smarter not to continue. I was very upset with myself and feel as though I let the team and myself down. A big disappointment for all but the smart and safer option. When I got off the bike I noticed lots of grass on the spokes of the front wheel
and brakes. Wow! I still don’t really know what the problem was. Was I trying too hard, was there something not right with the bike after yesterday’s crash, was the front tyre ‘off’, was there something on the road? Who knows. Another rider told me he thought the road was breaking up a bit in that area so maybe that was the problem. Continued on next page
Cycle Torque Feature
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TTRACER
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Cam Donald and Dave Johnson came down for our BBQ after the race and they both said I was a lucky boy not to crash there so I should buy a lottery ticket. I was still shaking an hour later and thought, ‘that’s it for the TT and me’ but on reflection it most likely won’t be. While I haven’t had the results I would have liked I feel I’ve shown my potential, especially seeing I’m still only 20, and the youngest rider at this year’s TT. I don’t know where I go from here regarding the TT but we’ll let the dust settle and reassess I guess. I have agreed to ride an electric bike for Catavolt in the FX series not long after I get back to Australia plus there’s some classic racing during the rest of the year as well. I’m looking forward to all of that. We leave the Isle of Man in a couple of days and it will be sad. We have been treated like kings by Maggie, Sheila, Aalin and Kirsten at our digs in Douglas and Team DP Cold Planing/TC Racing (Mick, Sam, John, Liz, Alannah, Gaz and Pressie) prepared some fantastic bikes and looked after dad and I like family. I cannot thank them all enough for what they have done for me and I feel as though I have made friends for life. It’s like the Isle of Man is my second home now, I’ve been here three years in a row, and who knows how many more times. Riding in the TT is totally different to the short circuit racing I’ve done at home. Sure, that’s fun but it does not and cannot compare to racing in the most dangerous road race in the world. You are on edge for two weeks, the intensity is much higher than a weekend of racing at a national event. Once you get back home and to reality life goes on. The TT is always there, sometimes pushed to the back of my mind, but I only have to watch one five minute piece about the TT on you tube to get very vivd flashes of my time on that crazy island in the middle of the Irish sea. n Continued on next page
Cycle Torque Feature
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The other Aussies Besides myself there were three other Australians riding in the TT on solo machines, and two sidecar outfits. Well, one team was all ANZAC, with a Kiwi in there as well. Josh Brookes was there for his new team, Milwaukee Yamaha, Davo Johnson was riding for a few different teams, some of them last minute arrangements. He was also riding a Supertwin for the same team I was riding for. Cam Donald is our best known TT racer and he was having his first hit out on the new Norton. Both Brookes and Davo had some great results, with Davo getting a 4th in the Superstock 1000. That was a great ride. He helped me out a bit too, so I was glad to see him go so well. Brookes’ best result was a 7th in the Senior TT. Cam had a TT he’d rather forget I think. He didn’t finish either of his two races, the last one because the rear tyre had spun on the rim, causing a big vibration. The sidecar boys had highs and lows. The father and son team of Dwight and Noel Beare had two great races, finishing 25th in the first race and 12th in the second, with a fastest lap of 106.007mph. Now I can tell you that’s a big effort for their first time there. I think they have a big future at the TT, especially Dwight, as obviously being younger than his dad he’ll be able to keep going longer. Dwight’s wild hair and beard made him stand out in the pits and he must have been enjoying himself because every time I saw him he was grinning like some mad bloke.
Josh Brookes
Davo Johnson
Cam Donald
Dwight and Noel Beare
Unfortunately all the good luck in the ANZAC sidecar tent went to the Beare boys. Darryl ‘Dags’ Rayner and his Kiwi swinger Richie Lawrance failed to finish either of the races, both with minor issues forcing them out. Both have raced the TT course before but not together. I know what it’s like to DNF on the course and I felt very sorry for them. You could see by the end of the fortnight their big smiles weren’t so easily given, but I think there’s some unfinished business there. I think they will both be back. n
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YAMAHA SR400
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The Single Life
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YAMAHA SR400
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Old school
design.
New school style.
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YAMAHA SR400
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The Single Life N TEST BY CHRIS PICKETT, PHOTOS BY JEFF CROW N RIDING GEAR: BELL HELMET, SCHOTT JACKET, IXON GLOVES, DRIRIDER BOOTS.
THE Hipster movement, which seems to be the “in” thing at the moment, is perfectly suited to Yamaha’s SR400. In fact it’s as if Yamaha designed the bike for the everyday Hipster. Those with long memories will remember the SR500 from the late ’70s. It was a popular bike in Australia, and spawned two offroad variants, the TT500 motocrosser and the XT500 road/trail. They were thought of as the thinking man’s thumper, a reliable Japanese big single, emulating British thumpers, but with reliable and oil tight engines. Now I know some British bike enthusiasts will take umbrage to that, but it is pretty true. As a young apprentice I remember one of the tradesmen I worked with riding an immaculate SR500. He had the knack of starting it too, first kick most of the time. By the time the early 1980s rolled around the big 500cc Yamaha thumpers were considered old hat, especially as they didn’t have electric start options. Not long after they were gone from dealership floors. But while Australia didn’t get them anymore, in Japan you could still buy SR400 models, and that’s been the case ever since. With the Hipster movement getting into full swing, Yamaha Australia has obviously thought the bike would be well received Down Under.
On the stand It’s not a big bike, and other than a few small styling touches looks pretty much the same as the SR500 from years ago. Yamaha also believes many owners will modify the bike too, so as a result the only colour you can buy it in is a flat sort of steel grey. They don’t look too inspiring in it but it’s a blank canvas to turn it into whatever you want.
As part of that ethos Yamaha has supplied a few bikes to Aussie custom houses, two being Deus ex Machina in Sydney and Gasolina in Melbourne, where the launch was held. Deus has been doing the SR400 for years now, with grey import Over the years the SR400 (that capacity for insurance purposes in Japan) has been updated somewhat, with the main modern piece of kit being fuel injection. bikes, and they will build anything from café racers to flat trackers. The list is endless really. At the launch, the guys from Gasolina were working on a kit which During the launch we were told Yamaha decided not to fit an electric start because it wanted SR400 buyers to ‘experience’ the art of kick starting a bike. To be you can buy complete for a couple of grand or thereabouts. honest it made most of us there laugh, seeing it as PR ‘spin’. But during the course So, in a nutshell, you get a 400cc single with fuel injection, basic un-adjustable of the day I could actually see where they were coming from. Maybe it was still PR forks and twin shocks adjustable for preload only. There’s a single disk brake on spin but it got me in. the front and it still sports a drum brake rear. Continued on next page
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Off the stand Starting it is pretty easy really, if you know the knack. You line up the white dot in the timing sight glass, indicating it’s on top dead centre, and then you kick it like you mean it. I remember kick backs from my old TT 500 giving me curry if I didn’t get it right. We were told you can start an SR400 with your hand, but I didn’t see anyone trying. Having said that, I never got one kick back. Not sure if it’s because of the smaller capacity, better ignition, lower compression or a combination of all three. I must say the kick start-only did give us some fun during the launch, like watching Groff from Motorcycle Trader run out of fuel mid roundabout and then trying to kick start the bike before realising we had turned his fuel tap off. And flicking someone’s kill switch off in Melbourne peak hour had a whole new meaning to it. There’s not a lot of power on tap, nor is the handling startlingly good or the brakes eye popping. In fact, on paper you’d say it’s pretty basic and possibly bland. But it’s in the real world where the bike is a little pearler. It simply is lots of fun to ride, especially with some mates on the same bike. We were like a little SR400 posse. It actually goes quite well for what it is, and keeping up with traffic is no problem, regardless of where you are riding. There are many LAMS bikes on the market at the moment but the SR400 is arguably the best one to make a statement with, if you are a learner rider with a hankering to individualise your own machine.
Verdict For $8,999 + ORC I think the little SR400 is a great way to get into motorcycles or just have fun with one, whether you spend hours in the shed customising one yourself, buying a bolt on kit or even sending it to a custom house to tweak for
you. There are cheaper LAMS bikes around but I don’t think buyers of an SR400 will be doing so purely on price. Styling wise in standard form the SR400 might have a tinge of beige about it but somehow I don’t think many will stay that way. n
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YAMAHA SR400
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S P E C I F I C AT I O N S : 2014 YAMAHA SR400 Engine Type: Air-cooled 4-stroke single Capacity: 399cc Transmission: 5-speed and belt drive Fuel Capacity: 12 litres Frame Type: Tubular steel Seat Height: 785mm Wet Weight: 174kg Front Suspension: Conventional telescopic, 150mm travel Rear Suspension: Twin shocks, 125mm travel Brakes: Single disc front, drum rear Tyres: 90/100-18, 110/90-18 Price (RRP): $8,999 + ORC www.cycletorque.com.au/more
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Imagine a reverse cone megaphone here.
Engine has always been a great looker.
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Check sight glass before Front end is basic but kicking, works.
Instruments suit the styling.
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YAMAHA SR400
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2015 DUCATI DIAVEL CARBON
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Carbon Devil
2015 DUCATI DIAVEL CARBON
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A major update to the Diavel has made it one of the best looking and performing bikes you can buy.
2015 DUCATI DIAVEL CARBON
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N TEST AND PHOTOS BY NIGEL PATERSON N RIDING GEAR: SHARK HELMET, SCHOTT JACKET, GLOVES BY FIVE GLOVES, ARLEN NESS BOOTS
WHEN Ducati’s engineers started thinking about the bike they’d like to ride on the street, they imagined something longer, lower and meaner-looking than anything the factory had ever built in the past. The Diavel was born soon after, and shocked many Ducatisiti, who quickly claimed, before riding one, that it was a cruiser which would destroy Ducati’s reputation. It didn’t. In fact, it sold quite well, and now Ducati’s added a variant to the range, the Diavel Carbon, which steps up the specification, reduces the weight and adds a good dose of exclusivity. Those upgrades add to the visual impact when you see the bike for the first time, especially the rear wheel. Eight inches wide and carrying a 240-section low profile rear tyre, the forged, machined and polished wheels are stunning and with the rear running on a single-sided swingarm, it stands out too. A piece of motorcycle art, I want to hang one of these wheels on my wall - or maybe the wall of Cycle Torque TV, so viewers can see it often, too. It is simply gorgeous. Not only is the wheel gorgeous, it carries its own prestige, manufactured for Ducati by famed racing wheel manufacturer Marchesini. The front wheel is also special, and the lightweight wheels reduce the weight of the bike (compared to the standard Diavel). As a race fan, sports bike owner and someone who appreciates lightweight machinery, seeing the front guard, fuel tank shrouds, rear guard and even pillion seat cowl with the familiar carbon weave pattern had me drooling… well, not quite, but you know what I mean. This bike is covered in carbon fibre, has the styling broken up with white stripes and a white frame (also available in red) and with that f-f-f-aaaatttttttt rear tyre, the Diavel Carbon, is, well, stunning. Now, to investigate if it’s really worth $29,990.
What you get If you’re willing to forgo the carbon fibre, Marchesini wheels and the stainless steel covers over the mufflers you can buy the standard Diavel (only in ‘Dark Stealth’ matt black) for $6000 less than a Carbon. Either way, you get the revised Testastretta 11-degree Dual Spark motor,
full LED lighting with a new headlight, different bar risers, new seat and new radiator covers. The dash has been updated too, there’s a fuel gauge for the paltry 17-litre tank and a side stand warning light. The Testastretta 11° DS motor features twin spark plugs for cleaner burning and its been tuned this year for better low down torque and a more civilised feel. By reducing the valve overlap (the duration the inlet and exhaust valves are both open, measured in degrees of camshaft rotation) Ducati’s engineers have made this Testastretta engine a much better road bike motor than the one fitted to sports bikes with 41° of overlap – the increased overlap is needed in engines which need to produce their power at high revs and isn’t needed on a street bike motor, where the 11° overlap produces more bottom end and midrange. For this 2015-model spec machine, the 162hp and 130.5NM of torque are easier to use compared to earlier Diavels. This machine has immense grunt from right off the bottom and charges away from traffic lights like it’s a grand prix start - and it’s easier to get off the line than many sportsbikes, because of the more road-oriented gearing. The technology of the engine is impressive, with a ride-by-wire throttle, clean, snatch-free injection and three riding modes. The sport mode offers up all 162 ponies with a snappy throttle response and a setting on the Ducati Traction Control (DTC) which won’t make it kick in until there’s a serious chance of trouble. Touring mode offers all the horses too, but the throttle response is tamer and the DTC activating earlier, while Urban mode reduces horsepower to 100 and brings in the DTC even sooner still.
Continued on next page
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Each mode really suits its name - Sports mode is when you’re feeling aggressive and in a hurry, Touring mode is relaxed and Urban mode is perfect for taking on the city and suburbs.
Hustle and bustle We picked up the Diavel from Fraser Motorcycles, Homebush, Sydney. Now Homebush has a special claim to fame - it’s the centre of Sydney, from a population perspective, and Sydney is our biggest, busiest city - indeed, it’s one of the biggest, busiest cities in the world. The Diavel eats it up. Smooth power, an upright riding position, great brakes and confidence-inspiring handling meant filtering through the traffic (which is legal these days) and getting through the weekday insanity was fun. Cruisers and sports bikes often don’t have the manoeuvrability required to carve up the traffic, but the Diavel does. After a night in town doing a shoot of Cycle Torque TV, we took the Diavel to sportsbike territory, winding gorge roads on the outskirts of town. The Diavel was fun, the sportsbikeinspired chassis, suspension and engine making riding hard a lot of fun. Of course, no bike is perfect and the Diavel is more fun on the fast sweepers than the tight twisties, because the fat rear tyre doesn’t want to let the bike quickly steer into hairpins. The wheel looks awesome, the tyre fantastic, but they combine to make the bike steer slowly. Through the twisties and out the other side and I was into touring mode, relaxed riding up highways and freeways. The Diavel is comfortable here, eating the miles and providing a relaxed thump from the big L-twin motor. Up to the highway speed limit the Diavel is reasonable comfortable, but beyond that it starts to be tiring as the lack of fairing begins to be keenly felt - which is why Ducati offers optional screens and bags, so you cannot only feel more comfortable, but also take a friend and luggage. The comfort and options highlight a small failing of the Diavel, it’s fuel capacity - at 17 litres, you’ll be stopping to top it off more often than your body might be screaming for a rest.
Performance first
from the fob to remove the seat, necessary to pull out the passenger grab rail and remove the pillion seat cover.
Don’t make the mistake of thinking the Diavel is a cruiser although its riding position is relaxed and comfortable, the Diavel is more performance roadster than cruiser - it’s for riders keen to get away from the racer crouch, those looking for comfort, performance and, importantly, style.
A simple procedure of pushing on the kill switch fires up the ignition, with a flick back of the switch to expose the starter button. The big Ducati fires up easily and settles to throaty idle - at higher revs it sounds pretty good, but there are many options to making your Diavel sound a whole lot louder and better.
The engine performance I’ve already mentioned, and its impressive. But so is the performance of the suspension, of the chassis, even of the new LED headlight. Styling detail like passenger foot pegs and a grab rail which folds up almost out of sight are great touches.
Colours
For this model the seat is a little longer and more comfortable, and it’s still very low, allowing everyone an easy reach to the ground, which aids manoeuvrability. At 205kg the Diavel Carbon is relatively heavy for a Ducati, but the weight is carried low and it’s still over 100kg lighter than many cruisers. The performance extends to braking - ABS-equipped 320mm radially-mounted semi-floating units gripped by four-piston Brembo calipers at the front are serious stoppers, and they will pull the Diavel down from high speed very quickly. The rear shock is mounted horizontally under the bike, and there’s a hand-operable adjuster easily accessed near the rider’s left knee position. Wind it up when adding a friend.
Instruments and controls The Diavel has a combination of handlebar and tankmounted instruments. On the ’bars is a row of idiot lights, with a digital speedo and LCD bar graph tacho, clock and temperature gauge. A colour TFT screen on the tank has the new-for-this-year fuel gauge, side stand warning light, mode indicator and more. It’s here you can set your riding mode, and tailor the Ducati Traction Control, too: although each mode has a pre-set configuration, you can adjust the DTC across eight different levels, so if you want to slide the rear tyre around or pull massive wheelies, the electronics won’t stop you. The ignition is controlled by the remote key fob - there’s no hole to insert it into, although a key does need to be sprung
The Diavel Carbon tested by Cycle Torque was finished in Star White - white frame, white stripes. There’s also a Diavel Carbon in Ducati Red, although both bikes feature lashings of black, anodised aluminium and brushed aluminium. The red model also features red seat stitching. The standard Diavel is now only available in black: Dark Stealth paint (which I’d describe as ‘flat black’), black wheels, seat, suspension…
Verdict If you have 30 grand to spend on a bike, you have plenty of options - so Ducati’s offering a lot of motorcycle in the Diavel Carbon. Although the styling is cruiser-like, the performance is stunning - sure, that super fat rear tyre hampers the Diavel a little in the tight stuff, but nowhere near as much as you’d think and it looks horn. In fact, the whole bike looks awesome, and so much better than the earlier Diavels. Ducati has refined, balanced and enhanced the styling in bold and subtle ways, resulting in a bike which really does go as hard as it looks. As a roadster the Diavel rider won’t get left behind on a sports ride, will be a whole lot more relaxed when on tour and won’t even mind riding the bike to work. Not too many bikes which can do all that and still pull a crowd when parked. n
2015 DUCATI DIAVEL CARBON
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2015 DUCATI DIAVEL CARBON
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www.cycletorque.com.au/more www.ducati.com.au
CYCLE TORQUE SEPTEMBER 2014 - 48 S P E C I F I C AT I O N S : 2014 DUCATI DIAVEL CARBON Engine Type: Liquid-cooled 4-stroke V-twin Capacity: 1198cc Transmission: 6-speed and chain drive Fuel Capacity: 17 litres Frame Type: Tubular steel trellis Seat Height: 770mm Dry Weight: 205kg Front Suspension: 50mm Marzocchi USD Rear Suspension: Monoshock Brakes: Dual Brembo on front, single Brembo on rear. Tyres: 120/70-17, 240/45-17 Price (RRP): $29,990 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE
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*TERMS & CONDITIONS: OFFER VALID 1ST - 30TH SEPTEMBER, 2014. DISCOUNT EQUIVALENT TO 15% OFF RRP OF HELMET. OFFER APPLICABLE ON IN-STOCK MERCHANDISE ONLY. NOT VALID FOR ONLINE PURCHASES OR IN CONJUNCTION WITH ANOTHER OFFER.
TRIUMPH THUNDERBIRD COMMANDER
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TRIUMPH THUNDERBIRD COMMANDER
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Ab ig t and wi n , a on Bri the the tish ope tan na n ro k… me ad
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TRIUMPH THUNDERBIRD COMMANDER
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N REPORT BY NIGEL PATERSON, PHOTOS BY JEFF CROW N RIDING GEAR: NOLAN HELMET, IXON APPAREL, AXO BOOTS, GLOVES BY FIVE GLOVES.
A THUMPING big twin and the open road can clear the head and soothe the soul. With enough vibrations to let you know there are lots of moving parts, nothing between you and the view except a set of wide, semi-pullback handlebars, it’s a form of riding which is relaxing and gratifying. The Triumph Commander fills this role admirably. (Maybe the next model could be promoted to Admiral?) The machine is similar to both earlier Thunderbirds and especially the Thunderbird LT (Light Touring) I tested in the June issue of Cycle Torque. But there are enough differences to give the different bikes different characters.
Unique features The Commander joins Triumph’s best-selling model range - I told you cruisers were popular, and Thunderbirds are the most popular Triumphs - with a few unique features, but it’s still very much part of the family. Compared to the LT, the Commander is available in two new colour schemes, has cast wheels, shorter-travel suspension, different guards, pipes, headlight, handlebars and it comes with a different attitude. The Commander is tougher - you get to push your LT-riding mates around.
I think it’s the riding position which makes the Commander feel that bit different, that little bit more aggressive and less laid-back and touring. It leans you into the wind just a touch more than on the screen-equipped LT, which means it feels more comfortable at higher speeds than an LT sans-screen, while the shortertravel shocks give a slightly firmer ride. And the twin headlights, well, having two makes you twice as tough, right?
The throb The engine’s the same as the one in the LT - a massive parallel twin designed to feel like a V-twin built for torque. Gobs of grunt off the bottom make it easy to launch a Commander off the line - you can embarrass sports bikes at the traffic lights unless the race-replica rider really knows what they’re doing. The Commander though, with its long wheelbase and heavy front end, won’t be pawing at the sky as it howls off down the road, it will just go about the business of getting you from here to there quicker than most people expect. After all, it’s a classic-style cruiser isn’t it? Continued on next page
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The six-speed box gets the torque to the ground without fuss, the clutch lever is big but not too heavy and the mufflers make the bike sound nice, which is not what you want. Put something on the Commander to make it sound mean, the way cruisers should sound.
Customising A new set of pipes can be the start of personalising a Commander - Triumph has a large range of accessories for the machine and the accessory industry is starting to wind up with ideas, too. If you’re travelling solo, ditch the pillion perch – the rider’s seat is simply one of the absolute best in the business, but it’s even better without the passenger pad. Built with three densities of foam and designed to be as comfortable as Triumph could make it, the seat is awesome, great all day. Removing the pillion seat simply gives the rider a bit more room, which is nice. The pillion seat only gets two types of foam - but that’s still one more than most seats - but it’s wide, flat and thick, so I wouldn’t expect any complaints. Regular pillion passengers may want to add a backrest but if they want luggage, tell ’em to go buy their own LT… Other accessories available include heated grips and dress-up parts.
On the road “Take your seat, relax and enjoy the ride…” - oh, sorry, that was the flight before the ride. On the Commander, you take your seat, relax and you actually will enjoy the ride, unlike flying Cattle Class. The Commander’s combination of effortless torque, confident handling, low-level throb and that awesome seat means stopping for lunch is optional, not a requirement.
Sure, it’s heavy to lift off the sidestand, but at least the redesigned frame and seat mean it’s easier to get your feet flat on the ground than earlier Thunderbirds, and the centre of gravity isn’t very high, so once it’s rolling the weight disappears. In the traffic you can take a Commander’s attitude, sitting proud and strong among the unwashed, for the Commander’s weight, length and riding position don’t reward charging between the tin-tops. Out onto the highway and you’re eating the miles using the overdrive 6th gear, relaxing the feet on the footboards and leaving your troubles behind. Into the backroads and you’ll glide effortlessly through the twists and turns. If your speed picks up the footboards will touch down, but Triumph smartly installed a replaceable scraper, so take it as a warning, not a limitation. The bike’s handling seems to be enhanced over the LT, possibly because of the taller front wheel (17-inch rather than 16) but the geometry is the same (thanks to a lower-profile front tyre) so maybe it’s a combination of the new tyre and a lighter front end - the spoked steel wheel on the LT is probably quite a bit heavier than the cast wheel on the Commander.
The price of British Iron The Commander retails $1000 cheaper than the LT - if you think you’ll use the (smallish) leather panniers and like the idea of a touring screen, that’s definitely the machine to go for. But if you’re after a cruiser, don’t plan on multiple-day journeys but want a machine which is perfect for clearing the mind and reinvigorating the soul, the Triumph Thunderbird Commander could be just right.n
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www.cycletorque.com.au/more www.triumphmotorcycles.com.au
S P E C I F I C AT I O N S : 2014 TRIUMPH COMMANDER Engine Type: Liquid-cooled 4-stroke Parallel-twin Capacity: 1699cc Transmission: 6-speed and belt drive Fuel Capacity: 22 litres Frame Type: Twin spine tubular steel Seat Height: 700mm Wet Weight: 348kg Front Suspension: 47mm Showa Rear Suspension: Showa twin shocks Brakes: Dual Nissin on front, single Brembo on rear. Tyres: 140/75-17, 200/50-17 Price (RRP): $22,490 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE
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Lashings of chrome everywhere.
Looking right at you.
Is there a softer seat?
TRIUMPH CYCLE TORQUE THUNDERBIRD COMMANDER Launch
CYCLE TORQUE SEPTEMBER 2014 - 58
KTM 1190 ADVENTURE
CYCLE TORQUE SEPTEMBER 2014 - 60
Test
CYCLE TORQUE
ADVENTURE REVISITED
KTM 1190 ADVENTURE
Test
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Choosing between the two great adventure bikes from KTM is not so easy
CYCLE TORQUE SEPTEMBER 2014 - 61
KTM 1190 ADVENTURE
Test
CYCLE TORQUE
ADVENTURE REVISITED N TEST AND PHOTOS BY CHRIS PICKETT N RIDING GEAR: SHARK HELMET, MOTODRY JACKET, IXON GLOVES, AXO BOOTS
ADVENTURE bikes make loads of sense in our country. It doesn’t really matter what you buy, there’s plenty of adventure there for the taking, even if you are trekking west on a postie bike. The more well heeled riders out there are generally more attracted to the top end of the market rather than the postie end, but you’ll always get those who think a bit differently. Just about every manufacturer has an adventure bike or all roads machine on their inventory but when I think of the top end of the ‘proper’ adventure bikes on the market I think KTM 1190 Adventure R and BMW R 1200 GSA. Slightly below that Using the same 150hp 75 degree V-twin engine for power you can be assured the are quite a few more choices from most of the big manufacturers, and very good bikes go like blazes. The European designed engines have proven themselves to bikes in their own right too. The KTM 1190 Adventure is one of those. be reliable units as well, especially the later ones like the 1190. They are liquidWhen Cycle Torque attended the launch of this bike over 12 months ago I couldn’t cooled and feature a slipper clutch and ride-by-wire throttle, which allows the attend. Having previously owned the first of the fuel injected 990 Adventures I was multiple riding modes on offer, and traction control too. very keen to see how much better the new one ‘really’ was. I later got to ride the The engine itself has 15000 kilometre service intervals, has twin spark ignition, 1190 R and was impressed. But how different is it compared to the standard 1190 making for sweeter low and mid range feel without sacrificing any top end. Adventure? But this was an unanswered question until recently when I spent a The four power modes: Sport, Street, Rain and Offroad all have different power month or so with the more road going 1190 Adventure. characteristics and levels to suit that type of riding. You can also turn it off. Each
Power Mode also has different traction control levels, and ABS is altered as well. You can turn it off if riding off road, but the Offroad Mode actually keeps ABS on Mechanicals the front while deactivating the rear ABS. It even works if you are well leaned over. Both the Adventure and the ‘R’ version share most parts, with the ‘R’ mainly getting Brilliant, and one of the best systems on the market. more off road capable suspension and a larger front wheel. The Adventure has a lower seat height than the ‘R’, it has a two level seat and lower Continued on next page
KTM 1190 ADVENTURE
Test
CYCLE TORQUE
travel suspension. Overall at the seat’s highest position it’s 15mm lower. It’s five kilograms lighter too. The same 23 litre tank is used, but the ‘R’ gets more crash protection in the form of bolt on crash bars.
On road The engine certainly has an edgy feel to it compared to many other V-twin motorcycles. You feel more Dakar racer on the 1190 Adventure than you do weekend cruiser. A quick look around the cockpit and you notice the controls for the Power Modes and the instruments are a bit easier to navigate than some others on the market. There’s less adjustability for sure so maybe that’s the reason. The tacho is analogue, and the speedo digital, which I think is the best way to have it. It’s a nice reach to the ’bars but you can adjust their position fore and aft by 10mm, as well as simply rolling them forward or backwards. You can also tailor the footrests. There’s two positions. There’s two seat heights, 860mm and 875mm. So, getting the right riding position is pretty easy. The screen is manually adjustable in height by 25mm. Once that’s sorted and you are actually riding you’ll love the engine. It does have a more aggressive feel to it than most other adventure bikes but this is part of the attraction for some buyers anyway. That said, it’s easy to ride at city speeds, and on dirt roads and trails is equally easy. Open the taps of course and you will be rewarded with a very potent powerplant. As the bike’s WP suspension is semi-active, it adjusts to pre set parameters depending on the Power Mode you’ve selected. There are quite a few bikes like this on the market now, and I’m yet to really sample any dodgy set ups. The KTM 1190 Adventure is no different. I love this stuff really because it’s that good you can just get on with riding, rather than trying to modify the suspension to suit. What the long term maintenance requirements of all this technology is has yet to really be seen by the general public. Hopefully you won’t be replacing lots of electric gadgets and sensors in 10-15 years time. But as I said, lots of bikes have this technology these days.
Off road The main limiting factor with this bike compared to the more aggressive 1190 Adventure R has to be the front wheel and the tyres available for it. You can get some decent adventure tyres for the 19 inch front but there will always be more aggressive tyres available for 21 inch front wheels. The trade off with that is 21 inch dirt tyres feel pretty crap on big bikes on the road, compared to 19 inch tyres. Both bikes use the same 17 inch rear. On dirt roads during the test the 19/17 inch combo worked well. You had to be aware they are not as dirt capable as the ‘R’ but for most riders they will be fine. And on the road the adventure tyres in those sizes grip a lot better than you might expect.
Verdict Choosing between the 1190 Adventure and its ‘R’ sibling will come down to what type of riding you do. For most this will be the deciding factor rather than price difference. And seeing you asked, the Adventure retails for $20,995 while the Adventure R is $21,995. After spending time on the standard Adventure this is the one I’d choose, it just better suits what I want to do, which is probably 70 per cent road and 30 per cent dirt. There’s pretty much nothing I’d do to it either, just fit some luggage and get stuck in. n
KTM 1190 ADVENTURE
Test
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KTM 1190 ADVENTURE
CYCLE
Test
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S P E C I F I C AT I O N S : 2014 KTM 1190 ADVENTURE T O R Q U EEngine S EType: P T ELiquid-cooled M B E R 4-stroke 2014 - 65 V-twin Capacity: 1195cc Transmission: 6-speed and chain drive Fuel Capacity: 23 litres Frame Type: Tubular Space Frame Seat Height: 860/875mm Wet Weight: 212kg Front Suspension: WP USD, 190mm travel Rear Suspension: WP monoshock, 190mm travel Brakes: Dual Brembo on front, single Brembo on rear. Tyres: 120/70-19, 170/60-17 Price (RRP): $20,995 + ORC www.cycletorque.com.au/more
Instruments are easy to read. 1190 has a single muffler Swingarm is a work of art. compared to the earlier 990’s twin system.
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Engine oil sight glass is handy.
Shocks adjusts itself on the fly.
Mmm, the engine? Awesome!
Brembo brakes have Screen is manually ABS standard, and adjustable. forks are semi-active.
KTM 1190 CYCLE TORQUE ADVENTURE Test
CYCLE TORQUE SEPTEMBER 2014 - 66
CYCLE TORQUE SEPTEMBER 2014 - 67
CYCLE TORQUE FEATURE – BARKBUSTERS FACTORY VISIT BARKBUSTERS are synonymous with Australian motorcycling, the hand guards protecting thousands of riders over the years. Started 30 years ago by industry legend Ted Goddard - father of off-road champ Michael and Superbike champ Peter – Barkbusters were originally aluminium guards to prevent clipping branches on dirt bikes resulting in broken hands, levers and ’bars. Today the company has evolved and Barkbusters offer protection from the weather as well as from clipping things, thus they have found popularity on road bikes as well as off-road machines. Goddard sold Barkbusters to one of his sponsored enduro riders, Matthew Phillpott, 16 years ago. “I’d helped Ted develop the first plastic guard he built to work with his aluminium backbone,” Phillpott told us in an interview with Cycle Torque TV. “Ted [Goddard] was looking to retire, so when he offered me the business I looked at it seriously and believed I could make a go of it. I had no idea it would expand to its size today, running a couple of factory units, exporting 60 per cent of its production overseas and selling not just to the Aussie bike shops but making hand guards for some of the major motorcycle manufacturers too.”
The process
Manufacturing in Australia is tough, the high cost of labour compared to overseas factories often makes us uncompetitive but Phillpot has developed machinery and processes to automate various parts of the production so he can keep manufacturing, as much as possible, here in Australia. “We bought a robot to automate some of the drilling, then Peter Goddard helped me develop some further automation with the preparation of the Australian aluminium bar we use. Ted Goddard was an engineer and Peter picked up a lot of those skills.” After the aluminium bar is drilled, it’s bent to shape with other machines originally developed by Ted, but modified and updated by Phillpot. “One big change I made some years back was to the handlebar brackets - a redesign has made them interchangeable, rather than having a front and back. This means we were able to automate the production more, reducing costs, which is the only way we can keep manufacturing in Australia.” The NSW factory produces thousands of Barkbusters each week. As the alloy parts emerge from the machinery rooms, other staff fit the plastic or carbon fibre guards (some of which are made in Australia, some overseas), stickers and then box them up for shipping.
The range
Tough Aussie protection
CYCLE TORQUE SEPTEMBER 2014 - 68
Barkbusters are made for trail, enduro, mx, adventure and road bikes. There is the Jet, an economy hand guard which has the legendary strength of a Barkbuster in an economic package. The Ego is the standard off-road guard, very popular with enduro riders while the VPS is a larger guard, offering better weather protection and versatility. “The VPS system was designed to fit bikes with longer levers, like adventure bikes,” Phillpot said. “It has a variable height wind deflector and can be mounted off a single point, turning it into an open-ended MX guard.” Road bikes are also catered for, the target being reducing the wind and weather impacting the rider’s hands. “We offer a really diverse range of hand guards to suit many bikes. The adventure bike market has been a challenge as the handlebars and controls are sometimes quite different from the average dirt bike, and most of them have fairings which often create clearance issues. “This was why we developed the Storm range, a plastic guard which is designed to fit adventure and road bikes. “The Storm guards often mount off a single point, which makes them easy to fit and doesn’t compromise their effectiveness, because they’re only designed to keep the bugs and weather off your hands. “The Storm range is proving very popular, but we’ve found many faired bikes place the rider’s hands in the wind, but even a Storm guard won’t fit because of clearance issues - so we developed the BBZ, affectionately known as the blizzard. These are large cloth guards which bolt onto the end of the handlebar and simply loop on at the front, are soft enough to bend when manoeuvring but stiff enough not to flap in the breeze. They are an encompassing guard, enveloping the rider’s hands to keep them out of the weather.” The latest new product developed by the Barkbusters team are the carbon fibre guards. I love these - they look fantastic on machines with other carbon fibre, and add to the bike’s comfort, too. “This was a bit of fun or bling for those of us who have a love of carbon fibre. They are hand-made from real carbon fibre and are finished with a UV-stable gloss coating. They are intended for street bikes but we have had a few Adventure bike riders keen to install them. They look great on any bike with factory or aftermarket carbon accessories.” Barkbusters are available from just about every bike shop in Australia. More information is available at www.barkbusters.net
Aussie-made Barkbusters offer the best hand protection in the business...
CYCLE TORQUE SEPTEMBER 2014 - 69
A Model
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CYCLE TORQUE PEOPLE
AUSTRALIAN model and MTV presenter Kate Peck has gone from being the face of the Australian Formula 1 Grand Prix to producing and starring in her own television show in a few short years. But like many people on the screen, their 'overnight success' has come on the back of years of hard work. In A Model Adventure, Kate takes on four tough challenges to show that anyone, including a model, can get out of their comfort zone and charge full speed ahead at life. Kate gives Cycle Torque an insight into how it all happened and how tough it really was. "It all started for me when I scored the role of ambassador at the Melbourne F1 Grand Prix a few years ago. Luckily I got noticed by the right people and I got a job presenting for MTV. I'm also an ambassador for Myer, so between that, modelling, and MTV my life is busy. Presenting for MTV involves many hours of research, making sure I am up to date with pop culture, music and so on. It had always been my dream to have my own motorcycle TV series, and that was the original plan when I first met Jo Melling of Candid Films. Jo had helped produced the Long Way Round with Ewan McGreggor and Charley Boorman so we got chatting. Then last year, I walked the Kokoda Trail to help raise funds for CanTeen. I did video diaries each day and Jo suggested editing them together to pitch an Adventure series to Nat Geo instead of a motorcycle series. Nat Geo Adventure was re-branding itself to Nat Geo People and thought the program would be a perfect fit so we went from there. I wanted to be 50/50 with the project so that meant helping produce the show, not just being the 'talent'. It was difficult filming the show and continuing to meet my other commitments. We filmed pretty much solid for a month, sometimes it felt like we were filming 24 hours straight. At times I had to fly back for MTV filming or for Myer and then straight into filming the next challenge, and that was hard. For the Kalgoorlie 400 Off Road Race episode I flew for six hours to Perth, then got straight onto a Harley-Davidson Softail
Slim and rode to Kalgoorlie to compete in a round of the Australian Off-Road Championship. We needed to film along the way so that ride took 10 hours on top of the six flying there. I was definitely out of my comfort zone during some of the challenges but it was exciting as well. I'm terrified of heights so the toughest challenge for me was the canyoning episode. It's not something I'd wish on my worst enemy. I did really enjoy the Off-Road Racing though. I was navigator for the Chapmans family owned team and it was the first race for their newly repaired and improved Mitsubishi Triton. We lost the brakes, rear wheel drive and the starter motor packed it in but we managed to finish where over 37 cars didn't. Just finishing was an achievement in itself and incredibly we won for our class! I had bruises all over my shoulders from the harness but it was fun. Motorcycles and adventure have always been a part of my life. I do have an adventurous streak. My father and step mum travel around the world each year on their motorcycle. My dad buys Yamaha Super Teneres and keeps them in different parts of the world. They like to work for a year here in Australia and then head overseas for a year, riding all over the place. They hook up with people overseas via the Horizons Unlimited website. I've had a Harley-Davidson motorcycle for about 7 months now. My current bike is a candy green 72. It has a peanut tank so it’s not great for the long rides but it's easy to use in Sydney traffic, it looks so hot and it's brilliant to ride. I like the makeup and glamour of the modelling world but I also like to get the makeup off, sleep in a swag in the bush and enjoy life to the full. I wanted to show in this series that anyone can go and be a part of male dominated sports and adventures. And I still want to do that motorcycle show! Kate's new series, A Model Adventure, has already screened on Nat Geo People but look out for repeats, where you can watch her get wet, dusty, scared, emotional and excited (possibly all at the same time).n
Adventure
Kate Peck proves that adventure can be glamorous
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INFORMATION FROM OUR ADVERTISERS
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IBIKE STUFF
STOP ON A DIME
HEL Performance brake pads are made in the UK, and have two new pads compounds available. The Street Pro Pads are a Fast Road HH+ compound, recommended for all late modal sports bikes. The highly acclaimed SPD Sport HH+ compound offers the ultimate in fast road, track day and high performance braking. The Track Pro Pads are a High friction race compound sintered metal brake pads. Developed to meet and exceed the extreme demands of top level national and international circuit racing. PRICE: Street Pro $95, Track Pro 120 AVA IL A BIL I T Y: Direct from HEL performance MORE INF O: www.cycletorque.com.au/more
CHAMELEON
FALCO’S SHIRO boot is the ultimate chameleon; to the naked eye it has the appearance of a trendy high-top sneaker, but underneath this guise is a boot that’s designed to offer ultimate support and protection. when riding your motorcycle, with support in all the right areas. The soles are designed to grip in dodgy conditions, and the boots are made with water-repellent full-grain leather and fitted with ‘denim canvas’ inserts to keep it on-trend with the fashion-conscious. SHIRO boots are ideal for riding all year-round. PRICE: $199.95 AVA IL A BIL I T Y: From good motorcycle shops MORE INF O: www.cycletorque.com.au/more
TOOLED UP
THE Bahco S26 mini tool kit Andy Strapz released late last year was always a brilliant piece of kit but it was caught short by not including a 12mm socket. That’s now fixed. Andy has convinced his supplier to include the extra 12mm socket to complete the terrific and compact little kit. PRICE: $50 + freight AVA IL A BIL I T Y: Direct from Andy Strapz MORE INF O: www.cycletorque.com.au/more
KEEPING IT CLEAN
COMPACT, portable and packing huge power, the K2.190 is the latest addition to the Karcher’s extensive pressure washer range and comes loaded with features to help you churn through a variety of cleaning jobs. The K2.190 is a lightweight, high-pressure device pumping out a maximum pressure of 1600 PSI at 240V. Its compatibility with a diverse range of accessories makes the K2.190 more than just a standard pressure washer. PRICE: $156 AVA IL A BIL I T Y: From selected stockists MORE INF O: www.cycletorque.com.au/more
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IBIKE STUFF
PURE AIR
K & N air filters has a new OE replacement race specific high-flow filter for the 2012Ducati 1199 Panigale. This racing air filter has just two layers of cotton to provide even lower air restriction than its replacement air filter for street vehicles. Unlike K&N replacement air filters, fuel management modifications will be necessary with this racing filter. K&N racing air filters are washable and reusable and come with a one year limited warranty. This product is for closed course competition use only. PRICE: $114.95 AVA IL A BIL I T Y: From good motorcycle shops MORE INF O: www.cycletorque.com.au/more
SWEET SOUNDING VF
ARROW has manufactured two individual styles of slip-on for the 2014 Honda VFR800 – the Pro-Racing available in nichrome (an aerospace quality stainless steel) with either stainless steel or carbon-fibre end caps, and the RaceTech available in aluminium, aluminium dark, carbon-fibre, and titanium again with either stainless or carbon end caps. PRICE: From $639 AVA IL A BIL I T Y: From good motorcycle shops MORE INF O: www.cycletorque.com.au/more
WASH ME
MOTUL Wash and Wax is a motorcycle dry cleaner with a protected micro-crystalline wax. Motul Wash and Wax can be applied directly on the motorcycle’s fairings, frames and swing-arms. The special formula contained in this product eliminates dust and other dirt. It cleans and protects and shines all motorcycle surfaces without rinsing, leaving a long lasting protective wax film. Motul Wash and Wash is available in a 400mL aerosol spray or a 400mL trigger pack bottle. PRICE: $14.90 AVA IL A BIL I T Y: From good motorcycle shops MORE INF O: www.cycletorque.com.au/more
OGGYS FOR HONDAS
OGGY Knobbs’ range of bolt on protectors now includes Honda’s CB650F/CBR650F and NC700S/NC750S range of motorcycles. They are designed to take the brunt of impacts and road surface abrasion. Oggy Knobb products significantly reduce repair costs after a fall. This new kit is substantial and fully bracketed, intricately designed to fit without any fairing modifications while also being much stronger and more protective than any non-bracketed cut or no-cut style. PRICE: Kits from $279 AVA IL A BIL I T Y: From good motorcycle shops MORE INF O: www.cycletorque.com.au/more
CYCLE TORQUE SEPTEMBER 2014 - 74
USED & REVIEWED CYCLE TORQUE SEPTEMBER 2014 - 75 CYCLE TORQUE SEPTEMBER 2014 - 75
Like a Dart I’VE been using a pair of AXO Dart boots for the last six months or so. I’ve used them for every sort of off road riding I do – dirt track, trail riding, motocross, and even adventure bikes. They do look good but more importantly they give the feel I like when on the bike, giving me enough flexibility around my ankles. I crash tested them a few times too, probably more than I should have but they have stood up to my abuse remarkably well. I don’t waste too much time looking after them, other than a hose down with the pressure washer if I’ve got them muddy. I could go on about what technical advantages they have but there’s lots of good boots on the market these days with high levels of protection and so on. I will say though, that they work for me. I’ve raced in them, bashed rocks with them, and done a full day’s riding on them on adventure bikes. They are comfortable and they just keep coming back for more abuse. I especially like the gaiter at the top of the boot which keeps water and dirt from entering inside. Nothing worse than getting crap down your boot. It hasn’t happened yet on my Darts. – Alex Pickett
PRICE: $299 AVA IL A BL E FROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more
Warm and Dry I GOT to test Motodry’s Arctic gloves at the best possible time really, when it was about minus five degrees, and there was ice on the bike. In other words it was very cold. My bike didn’t have heated grips so it was down to the gloves to do all the finger warming. The gloves have a nice feel to them, and are made from Analine leather and Textile combination of materials. There’s leather knuckle protection, not the hard type you normally find on sportsbike style gloves. These are more a touring glove. They even have a suede visor swipe for when it gets wet. They are waterproof too, using a breathable membrane to do the job. They are not as thick as you might expect a winter touring glove to be, and part of this is down to the 3M Thinsulate thermal lining. They fit well too, with the pre-curved fingers, and the gauntlet style length is wide enough to go over your jacket sleeves, something lots of glove makers get wrong I think. I like Motodry’s apparel. I have an adventure outfit which is a few years old now but still looks good, and is made to fit Aussie riders. These Artic gloves are of the same quality. – D’Longie PRICE: $59.95 AVA IL A BL E FROM: Good bike shops MORE INF O: www.cycletorque.com.au/more
CYCLE TORQUE SEPTEMBER 2014 - 76
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CYCLE TORQUE TEST – ARCTIC CAT WILDCAT & WILDCAT LIMITED
QUAD TORQUE
A WILD RIDE Is it an ATV or a buggy? Who cares, it’s wild…
N TEST BY NIGEL PATERSON, PHOTOS BY MATT O’CONNELL AS ATVs evolved over the years, it was apparent there was room in the market for something which had two seats but could smash through the trails much like a sports ATV. So the better ATV manufacturers put their minds to building what’s now known as the Side by Side (or SxS), a category only a few years old but proving to be a whole heap of fun. The Arctic Cat Wildcat is the boutique American manufacturer’s entry into this market, and it’s a beauty. I got to take one for a spin at the Explore Australia Show in Melbourne recently, where a course which had big 4WDs
crawling along saw me airborne in control of the Wildcat - if you’re not having a wild ride in the Wildcat, go faster! Not that the first jump wasn’t that little bit intimidating – a double jump, it looked like it would be easy to land short and go nose-in, which would probably flip the vehicle onto its roof… but I needn't have worried, nailing the 951cc fuel-injected V-twin had it sailing over easily to land on the downramp on the other side. It’s a really easy vehicle to drive, although getting the best out of it will take a bit of time and practice.
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QUAD TORQUE CYCLE TORQUE TEST – ARCTIC CAT WILDCAT & WILDCAT LIMITED With its automatic CVT transmission and car-type controls, the basics are go, stop and steer. The more advanced will know about the option for 2WD/4WD, suspension setup, tyre pressures for different terrain and lots more, but the Arctic Cat staff on the day had my back there. All I had to do was have fun and try not to crash – the tyres offer an incredible amount of grip in a machine which is very lightweight, so it, like all sports SxS, is easy to roll. This might be why they all come with a comprehensive roll cage, and occupants should always wear a helmet.
Lots of suspension travel.
Who’s it for?
Let’s face it, Australia has some stupid laws, and some of them are reasons you can’t use a Wildcat in anywhere near as many places in Australia as you should. They are perfect for getting into some pretty wild terrain, so they’re great for carrying around the fishing or shooting gear, and plenty of people are using them for mustering, fencing and generally getting around a large property. Those extra uses are great, but at the end of the day, you buy a Wildcat for the fun factor. Get into it and you’ll be blasting through the bush, getting airborne over jumps and smashing berms to bits. Then there’s the racing scene, where Arctic Cat is just getting involved - a couple of privateers entered a Wildcat into the Finke Desert race, and only modified it to suit the regulations. It survived unscathed, finishing well and looking great despite the punishing event.
Big shocks for big hits.
Specs and accessories
The four-valve engine is the biggest in its class, so there’s heaps of power and torque. It’s very quiet though, which I’m sure could be improved upon… I’ve already mentioned the CVT transmission, which puts the power to the ground switchable 2 or 4WD, and an electronic diff lock. The suspension features 17 inches (43cm) of travel at the front and an extra inch at the rear – it’s no wonder the Wildcat is so much more fun in the bush than a 2-ton 4WD.
Handy tray. You better strap the stuff in though.
What’s the cost?
You can get into a Wildcat during the runout sale for as little as $25,000, while the latest Wildcat 1000 Limited, which includes higherspec shocks and wheels, plus adds aluminium bumpers to the standard Wildcat, for a little over $30,000. n
Cockpit is well equipped.
For your nearest dealer call 1300 654 142 or visit www.polarisindustries.com.au
QUAD TORQUE NEWS
POLARIS made Australian Rally Championship history recently by winning the event by .1 of a second in the Gawler Cup at the Scouts Rally in South Australia. The Polaris Racing Team of four-time Asia Pacific Rally Champion Cody Crocker and co-driver Greg Foletta chased every millisecond over the short stage. The Gawler Cup is a top 10 shoot out over a 1.05km stage in the town of Gawler SA and involves the fastest 10 qualifiers out of all classes in the Rally. Crocker and Foletta qualified in third place out of the five classes of vehicles and a total of 35 competitors. Polaris driver Iain Hughes from team Eagle Powersports placed 7th in the shootout resulting in two cars in the top 10 being Polaris RZR XP 1000’s. “This is just revolutionary; the SXS class has shown it cannot only match, but beat, Australia’s best in all vehicle classes,” said a thunderstruck Cody Crocker at the finish line where he beat the 2014 Western Australian Rally winning team of Reeves/Gelsomino in their Mazda 2 by a narrow .1 of a second. “If this doesn’t change people’s perceptions of the SXS (side-by-side) class I don’t know what will. This is yet another display of how a race ready Polaris RZR XP 1000 for $35-40k cannot only compete but win up against the best the Rally world has to offer. Most of the other machines in the top 10 are easily worth $100k plus and they easily cost over $100k to keep running,” continued Crocker “Other classes and drivers better watch their backs, Polaris
are coming,” said an ecstatic Greg Foletta “In New Zealand last month the Polaris Team driver Ben Thomasen took the overall win by a ridiculous margin at the 2014 Endurance Championships held in Dovedale. Ben covered 504km over two days racing against trucks and buggies worth $100k plus and not only did he win but he was the only car to finish in a total time under eight hours. The Polaris RZR XP 1000 is now the machine to beat in both Australia and New Zealand,” continued Foletta. A cold and wet weekend at the Scouts Rally in SA had its ups and downs for most of the SXS teams with the first day of Racing on Saturday not showing any mercy on the reigning champs Crocker/Foletta or the Can-Am team of Guest/ Green with both teams suffering some belt problems. Not easily deterred Crocker/Foletta who currently lead the 2014 SXS challenge with a total point’s tally of 146 up 16 points on second place came out fighting on Sunday’s heat. Sunday’s racing over seven stages and 54.38km saw the Polaris Racing team pull out all the stops to place first in each stage. Crocker/Foletta reigned supreme through the day averaging a 10 second margin on each stage over the nearest competitor. This effort was then topped off by Crocker/ Foletta smashing out a time of 1:03.5 in the top 10 shootout to beat Reeves/Gelsomino time of 1:03.6 in their Mazda 2 by a bees proverbial .1 of a second. In second place for the Sunday was Polaris team Hughes/
Piper finishing 1:07 minutes after Crocker/Foletta overall. Hughes placed second in four out of the seven stages and seventh in the top 10 shootout with a time of 1:06.8. Overall results for the weekend were: 1) Can-Am - Chivers/Tillett 2) Polaris - Hughes/Piper 3) Polaris - Crocker/Foletta 4) Can-Am – Guest/Green 5) Can-Am – Chivers/Harris Overall points tally for the season are: 1) Polaris - Crocker/Foletta - 146 2) Can-Am - Chivers/Tillett - 130 3) Can-Am – Guest/Green - 94 4) Polaris - Hughes/Piper - 68 5) Can-Am – Chivers/Harris - 52 The SXS racing action will continue at Rally Australia in Coffs Harbour on the 11-14 September. n
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1. Troy Bayliss
This is the story of a life dedicated to racing, the story of a man who has always lived among motorcycles. The Ducati Yearbook chronicles the life of Troy Bayliss, Ducati World Superbike Champion through his memories and his experiences (on and off the track), his relationship with his team and with the bikes and the thrilling emotions experienced together. Take a look into the life of Troy Bayliss, his racing career and his passion for Ducati. Troy and the bikes from Borgo Panigale, like the 999 and 1098, together made history. This is a book of photography with images accompanied by the words of the rider, fellow Ducatisti friends, colleagues, family and fans all who came in contact with this Superbike legend a true icon for all passionate motorcycling fans, Ducatisti and non.
2. Lost on Earth
“The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times. Along the way Steve not only tests his limits but meets the world head on - waking up behind iron bars in Tierra Del Fuego.
3. American Dream Bikes
Unappreciated by the world is the fact that in today’s elusive studio of motorcycle design America is a major player - for some, the major player. Dozens of designers, engineers and craftsmen are creating some of the most exciting and innovative motorcycles the world has ever seen - ever dreamed about. This doesn’t just mean “yet another chopper”. It means names like Confederate, Ecosse, Fischer, Roehr, Vectrix (producing an electric sportbike), and MotoCzysz in addition to, and no less worthy in this context, the establishment Harley-Davidson with Buell, Victory, and even Indian. Awardwinning author Alan Cathcart visits 25 shops interviews the designers and engineers and rides the motorcycles. Each shop, interviewee and motorcycle has been photographed especially for this book.
4. Charley Boorman Extreme Frontiers
EXTREME FRONTIERS: CANADA is Charley Boorman’s brand-new adventure/travel book. Travelling mainly on his much-loved bike, Charley will explore the world’s second largest country - home to some of the most stunning and challenging terrain known to man.
5. The Chrome Cowgirl
A primer for women who ride, or want to, or might simply like to jumpstart their lives, the book addresses women astraddle in a way that’s as funny as it is informative. Whether it’s how to ride, what to do to your bike, or what to wear, Sasha has the advice. What’s more, her bike savvy and street strategies pack powerful lessons, offering a friendly word from the wisecracking on how to get the most out of life’s wild ride.
6. Billy Connolly’s Route 66
Having always dreamed about taking a trip on the legendary Route 66, Billy Connolly is finally heading off on the ride of a lifetime. Travelling all 2,488 miles of this epic road, known as ‘The Main Street of America’, the Big Yin shares the experiences of the countless travellers who have taken the journey before him. The tales he gathers on the way, from the skyscrapers of Chicago through the Wild West badlands of Oklahoma and Texas, and on to the beaches of the Pacific coast, tell the story of modern America. And they might just inspire a few readers to get on their bikes as well.
7. SUPERCROSS UNLEASHED
Supercross Unleashed is an all-action, packed out read with everything to keep even the most hardened supercross fan occupied for the winter months. This book brings together essays, photos and behind the scene glimpses from the sports current pros and past champs, told by motocross insider Billy Ursic and framed by photographer Simon Cudby. From profiles of the hottest names in the sport to insight about the changes in the sport from up and coming young guns, it’s all here in the stirring words and images of the biggest names in Supercross - East Riding Mail/Yorkshire Post/ Hull Daily Mail Supercross is the ultimate motorcycle sport, and rapidly growing in popularity.
8. The Complete Guide to Motorcycling Colorado
Motorcycling in Colorado takes you past high snow-capped rocky peaks, into deeply cut canyons, through lush mountain meadows, over sagebrush-covered 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.
9. Geoff Duke-The stylish champion
The winner of six world titles on British and Italian machinery, Geoff Duke was the first post-war superstar. Geoff Duke: The Stylish Champion is a hardcover book running to over 250 pages documenting the riding life of the handsome Brit. Featuring many images of Duke in action, statistics of Duke’s results and lots more, this is the definitive guide to one of the most successful racers motorcycling has ever seen.
10. CLASSIC MOTORCYCLING
All about buying, selling and owning classic motorcycles. With sections on many different makes and models as well as a heap of general information about classics, this is a great book for owners - or would be owners - of anything old and collectable.
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Moto Roost Defectors Evolution Debris Defectors – wide – for those that don’t want to bend for lever room and “U” clamps for feel claustrophobic. Multiple better cable and hose clearance, various colours $70 bar fitting $85 Add the bolt on Evolution Roost Deflector for $35 Multiple colours.
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Axle Pulls Spoke Wrench – front or – $25 rear $35
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Bar Riser Kits Upgraded – Adjust your life Lower Shock 5-30mm for a Bush Kit – $40 custom fit $50
• All the features and benefits of the EXP with the addition of High grade CNC machined billet, hard anodized aluminium clutch components. • CNC laser cut drive plates giving longer clutch component life, smoother engagement/disengagement, and less clutch hammering, virtually eliminates notching. • Centre clutch design with innovative oil flow for cooler operating temperatures for less fade and longer clutch life. • 17-7 stainless steel precision wound and heat treated pressure plate springs provides consistent clutch torque capacity eliminating clutch slip. • Rekluse billet aluminium clutch cover with added oil volume offers greater impact protection and lower operating temperatures.
Grad Handle – keep your hands away from a hot exhaust $45
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CYCLE TORQUE SEPTEMBER 2014 - 88
LETTERS Filtering
K C A B I G N I U TO RQ
AS A car driver and motorbike rider, I’m concerned that I haven’t seen a TV campaign explaining lane filtering to both drivers and riders. Drivers need to be made aware of what to expect in traffic and how their actions could cause a rider to become a statistic. Riders need to be made aware of the laws and how they can avoid becoming a statistic. Debbie Smith That’s a great point Debbie. I think you are spot on. I’m sure the vast majority of drivers out there would not have a clue the new law even exists let alone how to deal with it. Ed.
Day Glow
WELL, Victoria is going ahead with reflective clothing requirements for learners and P riders with no standards in place in a move that WILL see motorists confused on why all motorcyclists are not wearing reflective gear giving them yet another excuse for SMIDSY... Phil Farrelly Drivers may well notice the riders wearing reflective clothing but will they notice or even care if some riders aren’t? Ed.
Electric
I’VE just downloaded the app and read my first iPad edition. Whoever put the app together gets top marks from me. I’m very impressed with the publication as a whole and the quality of the journalism is first class. It makes a welcome change to read a motoring mag that doesn’t read like everyone’s two bob short of a quid or high on something. I look forward to downloading the next issue. Roy Hancock Thanks for the praise Roy. You can now even read Cycle Torque on your smart phone. How good is that? Ed.
Controlled Testing
WRITE A LETTER!
WIN A GREAT PRIZE
This month Ray van den Bosch has won has won an Airhawk midcruiser seat for his bike, valued at $159. Airhawk seats make riding a lot more comfortable by putting a cushion of air between you and your bike. Check out www.airhawkguy.com for more information. Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@ cycletorque.com.au.
I WOULD like to address an issue Mr Dean Finch raised in his letter published April 2014 where he feels we should return to Government controlled testing for motorcycle licences. This was due to his wife’s experiences in obtaining her Learner’s Permit. Mr Finch, what makes you think that passing a one-off test is better than receiving training? The emphasis Mr Finch places on learning to ride on an old BSA in a paddock, and teaching his son to ride in a paddock are the very reasons we have progressed to mandatory training. It was shown in studies such as the HURT report that riders who did not receive any formal training or who were taught to ride by friends and family were over represented in crash data, and also suffering more significant injuries. As a rider trainer in QLD, I can see the validity of this statistic. The amount of self taught/dad taught me riders I have trained who were taught to use gears to slow down and rear brake first are the riders who crash because they can’t stop in an emergency. The value you place in your ability to ‘train’ is misguided as you are not abreast of what standard to measure yourself against, and what are you basing your training on? You may be completely spot on with your ‘hack’ training, but are you willing to say all mums and dads are capable driving instructors for their kids let alone rider trainers? Current riding techniques are far far removed to what was first being taught, as the origins of early bike training were based on off-road riding and heavy vehicle driving and falling off and crashing. Those techniques and learning methods are actually counterproductive to riding a modern bike, and where is the development of good road craft in a paddock? The mandatory pre-learner training in other states is introductory training only, and cannot/will not make you an expert rider, just proficient enough to continue riding and learning. Perhaps the comment by the rider trainer in asking your wife if she wants to pass or come back needs some context. I have used
a similar line when training, but delivered in such a way as, if you want to get your licence, you must demonstrate competence and I need to see you perform a skill in a certain way OR you can keep doing what you are doing and you’ll have to come back and receive more training. Or maybe he was using it as a guide to see what her own assessment of her confidence and skills were to help her through the course. That is the benefit of competency based training, that you only fail if you stop and give up. As opposed to a test conducted by a driving testing officer who will pass you or fail you. In fact I have experienced the situation where a person had “passed” their Q-safe test (conducted by a testing officer at the transport office) but was unable to take off and turn right, and lacked basic slow speed control skills and knowledge on how to do it. You weren’t there to observe her performance and your son isn’t qualified either to comment on the training curriculum and whether or not she demonstrated competence to the standard required. It was only an ‘L’s’ course, so the standard is very basic only. It is a far better system than what is currently in QLD where to obtain your ‘L’s’ all you need to do is answer five questions correctly, and then you can legally ride with mates. The fact is, the more training riders expose themselves to, the better. And we are seeing the reduction in rider crashes and deaths because of it. I will acknowledge that there will always be some service providers in any industry that work at below standard, but I don’t think you have raised enough specific points to say there is blame at that company, a failure of the instructor, let alone concluding that the government should go back to being the sole testing provider. Ray van den Bosch
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CYCLE TORQUE SEPTEMBER 2014 - 89
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