Cycle Torque September 2011

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R E C A R 7 V I Z Z U G O T E MO L Y ST

N A I L A IT

LAUNCH L O R T N O C F 0 5 4 X K 2 1 0 2

A H A M A WIN A Y TS POR S 5 1 R YZF ER T U M M CO

TS E K C I T : WIN w of TT3D evie r p k a e n ovie to s m e g d E e oser to th

september 2011 www.cycletorque.com.au

Contents 24

54

36

test

launch report

launch report

Moto guzzi v7 racer

2012 kawasaki kx450f

2012 ktm exc-f range

60

42

30

feature

quad torque test

test

honda vfr800x crossrunner

motorcycle painting

yamaha YFM125R raptor

features 28 cycle torque people 46 brp’s technical heart

REGULARS 3-19 News 21 LETTERS 22 e-Torque 23 GUNTRIP 20 EDITORIAL 35 race torque 34 Dirty torque 48 Bike stuff 51 used & reviewed

62 BOOK SALES

Cover photos: Moto Guzzi by Paterson, KX450F supplied by Kawasaki 2 – August 2011

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NEWS torque

The Woose, Remembered THE most recognisable face of Australian motorcycle journalism, Ken Wootton, has passed away at the age of 57.

Ken was the editor of Australian Motorcycle News for many years, but in recent times was the editor of Australian Motorcycle Trader.

A very familiar face around Australia’s race tracks, Ken was well known and respected by almost all the big stars, including Valentino Rossi.

It’s ironic that Ken Wootton’s entry into motorcycle journalism was born out of a tour around Europe in a Leyland Sherpa campervan, and not on a two-wheel steed. For it was on his 1986 adventures behind the ‘Iron Curtain’ that KW handwrote his first scribblings about motorcycling, which he sent back to AMCN. As Ken later recalled, ‘Editor Chris Beattie didn’t hesitate in committing my contributions to print - he didn’t hesitate ‘cos he wasn’t paying me for them!’ And so began ‘Wobbler’s Lines’, which ultimately led to Ken joining AMCN full-time in 1988 before being appointed editor in May 1990, the month that I first met Woose.

He interviewed me for the position of AMCN’s Sydney Editor in Syme Magazines’ Sydney offices. We discovered that we were both at the 1986 British Grand Prix at Silverstone; he was at Copse corner, I was at Abbey. I was almost 30, and didn’t fancy serving out my next 35 years in corporate servitude so I happily accepted the pitiful pay and the sink or swim world of motorcycle journalism. I asked Ken what he wanted to do after the normal two-year stretch that most AMCN editors served. He crunched up his face indicating that he didn’t really know, but said becoming a press officer for a WSBK team was a possibility. That of course never happened.

I got to know Ken quite well over my next five years at AMCN, and pretty much everything you’ve read about the man is true - incredibly passionate about all things motorcycling, enormously proud of the 400 issues of AMCN he edited, as well as being a tireless taskmaster and an A-grade clown! A state sailing champion before he got into bikes, Ken had weaknesses for Kawasakis, doughnuts, chocolate, Cold Chisel, and his preferred drink was bourbon and coke. He also liked an argument, and some of his replies in the ‘Access’ pages were twice as long as the indignant letters!

the same grid as Mick Doohan in a 1988 Superbike race at Sandown was his proudest achievement. He trusted me enough to have a fang on his beloved RC30 around Phillip Island, a bike Mick also rode. He told Ken, “It’s a good’n’”.

I reckon the best column Ken ever wrote was about meeting a young bloke and his blind father who wanted to thank Woose for his highly descriptive race calls at Eastern Creek, where they stationed themselves below the PA at turn four so dad could hear the roar of the bikes and Ken’s commentary. I’ve seen this pair several times at EC and have always wanted to have a chat with them based on KW’s very moving words of what their meeting meant to him.

I, along with many others, have to acknowledge Ken for giving all of us our start in motorcycle journalism. I know that he was very proud of the fact that most of us moved on to bigger and better things, all thanks to him.

Godspeed KW

– Darryl Flack

Despite AMCN being his pride and joy, he once told me that sitting on

Cycle Torque-Yamaha YZF-R15 Giveaway CYCLE Torque and Yamaha Motor Australia have teamed up to offer Cycle Torque readers the chance to win a YZF R-15 Yamaha motorcycle.

Yes, 2011’s hot 150 learner-legal machine from Yamaha Motor Australia could be sitting in your garage before summer starts.

All you have to do for your chance to win this fabulous little sports commuter is to go to Cycle Torque’s website www.cycletorque. com.au and fill in the entry coupon - it’s that easy!

The prize is one Yamaha YZF R15, valued at $3995, delivered to the winner’s nearest Yamaha dealer and includes vehicle registration and on-road costs.

Check out the April edition of Cycle Torque, available through www. cycletorque.com.au for the full review of the Yamaha YZF-R15.

So come and visit the Cycle Torque stand, near the stage, where you can Entries will close at noon on Saturday, November 26 and will be drawn on still lodge entries during the show. stage at the Sydney Motorcycle Show at 3pm on Sunday, November 27. For all the competition terms, conditions and details go to Page 22 for (You don’t have to be there to win.) more information. n August 2011 – 3

www.cycletorque.com.au

4 – August 2011

Moto Guzzi V7 Racer – P24

2012 Kawasaki KX450F – P36

www.cycletorque.com.au

NEWS torque

Updated Stelvio

Big bore LAMS

MOTO Guzzi lovers can rejoice. The Italian company’s flagship adventure tourer, the Stelvio 1200 NTX has been updated in a number of areas.

Never short on capacity, the Stelvio’s 1200cc eight valve V-twin engine has received changes to the ECU which according to Moto Guzzi has resulted in more low to mid range power, and smoother running.

In addition to the ABS which comes standard, the new Stelvio now has traction control which will no doubt be handy in slippery conditions.

This is also controlled by the ECU, and like the ABS system can be switched off.

There’s a very long list of standard equipment on this bike which will interest potential owners. Alloy panniers, sump and engine guards, hand guards, spot lights and more.

You can also option up the Stelvio with things like navigation systems.

Having spent some time on the Stelvio Cycle Torque can tell you the Stelvio is made to cover long distances in relative comfort. Mile eating is made even easier on the new bike due to the huge 32 litre tank which is also part of the frontal styling update.

Expected to arrive in new Stelvio NTX 8V ABS an RRP of $22,990. The which is slightly more road oriented will retail for $19,990 and shipments for that model are expected to arrive in early 2012. n

HUSQVARNA has two new models to tempt LAMS riders.

Both the dual purpose TE 630 and the supermoto SM 630 essentially share the same platform but both offer quite a different experience.

While the TE will let you roam the outback or local trails, the SM really is an aggressive street bike which is suited to stop light shenanigans.

Besides the regular style and graphic changes, the fuel injected liquid-cooled single cylinder machines have a list of new features like the stepped seat, pillion grab handles, and 12 litre polythylene tank. The SM gets a radially mounted Brembo at the front too.

The TE 630 LAMS retails for $11,995.00, the SM 630 LAMS $12,495.00. Both plus ORC. Check them out at your Husqvarna dealer. n

September, the will come with standard Stelvio

www.cycletorque.com.au PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 Email: info@cycletorque.com.au Editor CHRIS PICKETT Advertising DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au Design & PRODUCTION Dionne Hagan, THE D MEDIA DESIGN Accounts: Rebecca Eastment bec@cycletorque.com.au PUBLISHER Nigel Paterson 8 – August 2011

Regular contributors: Darryl Flack, Bob Guntrip, Keith Muir, Alex Pickett, Darren Smart, Todd Reed, Friedemann Kirn, WWW.2SNAP.COM. CYCLE TORQUE is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Printed by RURAL PRESS, NORTH RICHMOND. Print Post approved PP255003/04198 ISSN 1441-8789 Cycle Torque is available from bike shops across Australia.

If you can’t find our latest issue, call 0420 319 335.

Subscriptions are available. $24.95 per year, call 02 4956 9820 for details.

Copyright 2006. All rights reserved. No part of this publication may be reproduced in any form, including electronic, without written permission of the publisher.

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

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2012 Americana

CAN’T get a 2011 Harley-Davidson? Don’t worry, some of the 2012 models will be in showrooms by the time you read this. A number of new models are being introduced, and the 2012 Sportster range is being released first.

For riders liking the low look there’s the SuperLow, assisted in the showroom shuffle by the redesigned XL1200, and the Iron 883 and popular Forty-Eight.

Also out later this year is the new Dyna Switchback, powered by the air-cooled Twin Cam 103, with ABS coming standard on the Switchback. Combined with its quick detachable colour-matched hard saddlebags and a fork-mounted windshield in place, the Switchback is a cool looking custom tourer.

Another new addition is the Road Glide Custom, one of four Touring models being introduced over the coming months.

Then there’s the Custom Vehicle Operations (CVO) models released later in the year. This range will include the CVO Ultra Classic, Electra Glide, CVO Street Glide and the CVO Softail Convertible.

Harass your local Harley-Davidson dealer for more info. n

10 – August 2011

5.99%

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Green power

KAWASAKI’S 2012 KVF750 4 x 4 EPS quad now has more power than ever before, an updated chassis, and now electronic power steering.

Powering the KVF is a 750cc fuel injected V-twin engine, it comes with independent suspension at both ends, a variable torque front differential, 120 kg of combined rack carrying capacity, and digital instrumentation.

Kawasaki know how to build strong motors too, so you know it’ll be kicking strong for years to come.

The KVF750 4 x 4 EPS retails for $13,999 and only comes in one colour – Scout Green. Check one out at your local Kawasaki dealer. n

Hawkeye FOR a number of years the Polaris Hawkeye 300 2 x 4 has been a popular utility ATV. Polaris has now released a 400cc full size chassis version of the Hawkeye and it’s ready for sale soon in Australia. In fact Australia is the only country in the world to sell th e Hawkeye 400.

This model is perfect for farmers not needing 4 x 4 capabilities because the price will be cheaper than the 4 x 4 models although a firm price is not yet confirmed. Dealers are expected to get stock in September.

Prototype models have been in Australia so it can handle our arduous conditions, with a liquidcooled 450cc engine providing more than enough power for the job.

Other benefits include independent rear suspension, 555.7 kg towing capacity, 81.6 kg rear rack capacity, and a 40.8 kg front rack capacity.

Book a test ride at your nearest Polaris dealer on 1300 654 142. n

This month on www.cycletorque.com.au

12 – August 2011

– Casey Stoner wins at Brno

– Stokie and Walsh dominate

– Reed battles to fourth at Unadilla

12-hour Desert Race

– Scandinavian Speedway Grand Prix

– Kawasaki promotions

– Triumph Tiger 800XC video

– Coming events and rallies

– Cudlin leads World Endurance

…and lots more!

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NEWS torque

Bucket Nationals DON’T forget to check out the 2011 Bucket Nationals and One Hour Endurance races at Wakefield Park on September 17 and 18.

Team Cycle Torque plans to enter its 1985 VF1000F Honda, and you never know there could be a couple of other rides in the pipeline for us too. In fact we are sponsoring the event so hopefully we’ll do alright.

This really is the year’s biggest bucket racing event, and the tiddlers will be out in force. Don’t think these bikes are slow just because many of them are built from commuter machines. Probably more hours go into developing the front running machines as you would see in a superbike.

And the racing at the pointy end is no holds barred either.

a regularity trial and a combined bike and rider over-75years race.

Sunday is when the three one hour endurance races happen and this is great fun to watch. A Le Mans start gets them running, and it can be mayhem, with riders even falling over in the past, and that was before they got on the bike. Lots of laughs.

It’s a real festival atmosphere where fun is the name of the game.

Find out more at www.postclassicracing.com.au or www. ozbucketracing.com. n

There’s three levels of buckets: Motolites, Superlites, and Commuterlites, with Motolites allowed the most modifications.

There’s also the rest of the period classes of all capacities, and the Pre Modern class which includes bikes up to 1995. Plus there’s the ever popular Battle of the Twins, and Sound of Singles. Cycle Torque’s Honda RS250/XR600 hybrid might be ready to astonish race goers with its speed. Then again getting it to run for more than a lap or two has been an issue in the past…

On the Saturday it will be sprint race heaven, with all classes getting track time. There’s even

The UK in summer GET Routed has been running organised trips to the UK for years and certainly know how to do it well.

Head man Dave Milligan is looking at offering a trip to the Manx Grand Prix in August 2012.

Where the Isle Of Man TT is all about modern racing, the Manx GP has modern and classic racing on the full TT circuit.

The last time Get Routed did this trip was in 2009, with some participants staying over for 10 weeks, and others returning earlier.

Other events during the last tour were visits to Sammy Miller’s Museum and the Beaulieu Motor Museum in the New Forest in Southern England, the Ace Cafe and the London Motorcycle Museum in London, the

14 – August 2011

UK Motorcycle Museum in Birmingham and the new Triumph factory near Coventry.

Some of the guys also entertained themselves away from the itinerary by visiting rounds of the British Superbike series at Brands Hatch circuit and Oulton Parkon and two of the group visited the Beatles Museum in Liverpool.

There’s lots of scope to go your own way too.

Bikes are shipped over for pickup in the UK in late June, and need to be packed for the return journey in mid September.

For more info on prices etc call Dave on 03 9351 0612 or email dave@getrouted.com.au. n

www.cycletorque.com.au

NEWS torque

GOTTA PROTECT THE HEAD AMERICAN freestyle legend Seth Enslow, has taken delivery of his new RXT Signature helmet. After countless hours working with Seth, Australian owned brand, RXT has designed a stunning limited edition, tribute graphic, for one of the most iconic freestyle and long distance jumpers in the world.

“I am excited about the launch of my Signature Limited Edition helmet with RXT helmets.

The helmet is the most important piece of protective gear I wear, so it’s gotta be great!

My RXT signature helmet is exactly that. Gotta protect the head,” says Enslow.

The ‘Seth Enslow,’ Replica Helmet will be available in Australia, around October.

For more information, call Moto National on 1300 885 355. n

Team America THE crew at TeamMoto Honda Virginia in Queensland have got right behind the new Captain America movie by building a Honda Fury custom bike.

This one of a kind Fury was the brainchild of TeamMoto Honda Virginia’s Sales Manager Gavin Schneider, who sparked the idea when he heard the Captain America movie was coming out.

“I have always been a huge fan of Marvel comics and I knew we had to do a custom bike when I heard the Captain America movie was coming out,” Gavin states.

“So I approached Michael Oliver [Dealer Principal of TeamMoto Honda Virginia] and he came on board instantly and gave me full creative control over the bike!”

A Honda VT1300CX Fury was instantly chosen as the canvas for the project, and Scheider played a huge part in the custom painting process, working closely with Mick from Dipit Customs to create the FuryÕs custom paint scheme.

The Fury doesn’t just boast a great paint job however; as it is also fitted with Black Cobra sweep pipes and a Hi Five Mac 2 air filter system to improve performance.

TeamMoto even put the bike up as a competition prize which unfortunately for Cycle Torque’s readers ended before we went to print. No someone didn’t win the bike, they won a ride. n 16 – August 2011

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NEWS torque

The Jedi, arrived it has

LARO Motorcycles has been appointed already been around on our shores for many distributor for the new Loncin Jedi 250. years.

The bike uses the force, of a single-cylinder four “Laro Motorcycles is pleased to be associated stroke air-cooled engine with five speed gearbox. with Loncin and looks forward to a strong It also features floral pattern twin disc front brakes partnership,” a Laro spokesperson said. and a single floral pattern disc rear with upside- Laro also has landed its first shipment of the SPT down front shocks and a rear monoshock.

350 sports/tourer which features a 28 litre fuel tank for those really long hauls.

Both ends feature 17-inch alloy wheels.

The new bike will have an introductory price of $3190, plus on-road costs, for a limited time only and will be available in either orange or black and white.

An introductory price of $4990, plus on-road costs, will apply as well as a two-year unlimited kilometre warranty.

For more information check out www.laro.com.

Loncin is a long-established brand that has au. n

August 2011 – 17

NEWS TORQUE

UPDATED WS BK t y res STELVIO

SMALL TORQUE Big bore LAMS

PI RE L L I ha s been ren ewed a s t h e o f fi c i a l t y re s u ppli e r to th e F I M S up e r bik e Wor ld Ch a mp i o n s h i p a f ter a n e w co ntrac t was s i gn e d b e t ween a n drejoice.

I n f ro The nt MItalian o to r Sp o r t s. Th e agre e m e nt s e c u re s MOTO GuzziPirelli lovers can Pi re ll i its flcur rentadventure ro l e i n ttourer, h e wo the r l d c h a mp i o n s h i p as u n i q u e rac i n g company’s agship Stelvio 1200 NTXfor hast hbeen t yre supplier e fo updated u r ra c i ning ac l a s s es t hro u g h th e e n d o f 2 0 1 5 . number of areas.

Never short on capacity, the Stelvio’s 1200cc eight V-twin engine has received changes to the ECU which according to Moto Guzzi has 24 valve h our scoot resulted in more low to mid range power, and smoother running.

5 0 cc SCOOTERS wi l l b e p u t to t h e u l t i mate te s t o f re li abi li t y an d

In addition to the ABS which comes standard, the new Stelvio now has traction control which fueno l efficienc y inint hslippery e I n s uconditions. re M y RThis i deisLe i nz 2 4 Hbyothe u r ECU, S coand o telike r ththe on, will doubt be handy alsoMcontrolled p resystem se nted TGB S co ABS can by be switched off. o ter s a n d t h e Au s t rali an S co o te r Fe s ti val.

There’s long list equipment on this bike will interest From a very 12pm onof standard S at u rday D ecemb er which 17 to 1 2 pmpotential o n Sowners. u n d ay Alloy panniers, sump and engine guards, hand guards, spot lights and more.

D e ce mber 18, a han df u l o f tea ms a n d even i n d i v i d u als wi ll tac k le t he arduous cha llen g e at t h e G o l d Co a s t Par k lan d s ve n u e.

You can also option up the Stelvio with things like navigation systems.

Having spent some time on the Stelvio Cycle Vi sitor s atell reyou welcome at ten Torque can the Stelvio to is made to d w i t h free entr y fo r th e d u rati o n o f cover distances in relative comfort. t he elong vent.

Mile eating is made even easier on Fornew f u rbike t herdue infor m at i o n32vi s i t w w w.mo to rc yc le s h ow. co m . au. the to the huge litre tank which is also part of the frontal styling update.

Expected in Mo t oG Pto VIarrive P September, the new Stelvio 2 0 18V 1 ABS ma will r k s come t hewith 50t h a n n i ver s a r y o f Ya m ah a’s i nvo lve m e nt i n NTX an RRP of $22,990. m otorc ycle Gra ndThePr i x ro a d ra c i n g. standard Stelvio which Thslightly is yea rmore the road cele b rat i o n s w i l l ex ten d to t h e Ph i lli p I s lan d ro u n d is oriented retail cha mp i o n s h i p o n O c to b er 1 5 an d 1 6 . of the Mwill otoGP for $19,990 and Why not join shipments for Ya m a h a fo r t h ree days o f f u lly c ate re d co r po rate that hospmodel ita lit yareat Ya ma h a’s t ra c ks i de s u i te, w i th th e c h an ce to m e e t expected to arrive Yam aha’s M oto GP s t a r s ? Ti c ket s i n c l u de i n d o o r an d gran d s tan d in early 2012. ■

se at i n g, superscre en vi ew i n g a n d p i t l a n e walk s an d co s ts $ 8 4 0 i n c G ST ea ch.

Yam aha w ill a lso h o s t i t s a n n u a l M o to GP Stars D i n n e r wh e re yo u

g e t u p c lo s e an d pe rs on a l w it h t h e top Ya ma ha r iders. Cos t for th e d i n n e r i s $ 1 9 9 . Pr ice in cl udes a t h ree cours e dinn er, s of t HUSQVARNA d rhas i n ktwo s an d ph o to o ppor t un it ies w it h r iders. Vis it w w w.ya ma ha new mmodels o to r. co tom . au o r c all 1 30 0 7 9 6 9 7 9 to s ign up for on e or b ot h of LAMS thtempt e s e ex pe r i e n ce s. riders.

Both the dual D purpose ea l erTEof gr een 630 and the supermoto K AWA S A K ISM h as a n e w d ea l er in t he Ca ir n s a rea . Tr init y K awa s a k i 630 essentially i s share o pethe n fo r bu s i n e s s an d is run by Troy D unca n w ho’s b een in t h e g am e platform fo r q u i te a wh i le now. same but both Th e re’s be e n n o K awas a k i dea l er in Ca ir n s for s ome 1 8 mont hs s o offer quite a exdiff peerent c t pe o ple to be q ueuin g up for t heir s l ice of green a c t ion. experience.

While the will yousroam outback orllocal trails, K awas ak iTEals o leth as o m ethe great dea s goin g the on SM it sreally ZX- 6is Ranaaggressive nd Vul ca n bike 9 0street 0 ran g e.which is suited to stop light shenanigans.

Besides the regular style and graphic changes, the fuel injected liquid-cooled single cylinder machines have a list of new features like the stepped seat, pillion grab handles, and 12 litre K polythylene T M dea l er of th e y e ar tank. The SM K Tgets M d e ale r Pro c yc le s h a s won t h e 2 0 1 1 Aus t ra l ia n St reet Sp or t a radially D emounted ale r o f th e Ye ar Award for t he t hird con s ecut ive t ime.

Brembo at the Pro c yctoo. le s wi ll ce le brate t h e w in by s tock ing t he f ul l ra nge of front

2 0The 1 2TEK630 T M Stre e t S po r t motorc ycl es in b ot h t he Hor ns by a nd St LAMS retails foro n s.

Pe te rs lo c ati $11,995.00, the SM 630 LAMS $12,495.00. Both S uz finance plusuki ORC. Check them out at S U Z U K I i s o f fe r i n g f i n a n ce dea l s on s el ec ted motocros s model s your Husqvarna u nti l th e e n d o f O c to be r 2 0 1 1 . dealer.■

Wi th a low rate o f 4 . 9 9 p er cent mayb e we ca n a l l a f ford on e.

C h e c k i t o u t at yo u r S u z uk i dea l er.

NEWS torquE TORQUE GOTTa PrOTecT THeSMALL HeaD AMERICAN freestyle legend Seth Enslow, has A gol denof his opNew porRXT tunit y Helmet. taken delivery Signature After countless hours working with Seth, HONDA Owned ha s reduced t h ehasp rdesigned i ce o f i tas f l a g s h i p to u r i n g G o ld wi n g Australian Brand, RXT m od els. stunning limited edition, tribute graphic, for one of the most iconic freestyle and long distant At j usint the $29, 990 fo r t h e G o l dw i n g St a n da rd an d $ 3 4 , 9 9 0 fo r th e jumpers world.

G old w ing Lux ur y, ow n i n g o n e ju s t b ec am e m o re ac h i e vable.

“I am excited about the launch of my Signature B ot hEdition pr ices a rewith r id RXT eaway.

Limited helmet helmets. The helmet is the most important piece of protective gear I wear, soSit’s gottaMbe great!r My RXT signature helmet is kill a ste exactly that. Gotta protect the head.” (Seth Enslow)

F O R M E R Pa ra m edic Paul R i ley was one of the first NSW Ambulance

Team america

w ill be held on S aturday November 12, 2011 at the Bilpin Hall west crew at ofTHE Sydney.

Te a m M o t o

Honda Call EdgarVirginia Phipps on 0412 946 150.

in Queensland have got right behind the new G Captain e t ta tto oed America movie by MELBOURNE w ill be transfor med into a sea of body ar t when the building a Honda Tattoo and B ody Fury custom Ar t Expo hits town over the weekend of S eptember 16-18. bike.

m o to rc ycl e in st r uc tor, Paul has branched out into pr ivate instruc tion

onerange of a kind waswthe of TeamMoto Virginia’s Sales Managery,Gavin A This huge ofFury stalls ill brainchild showcase the latestHonda fashion, body jeweller Schneider, who sparked the idea he heard the America movie ywas coming out. tattoo supplies, books andwhen magazines as Captain well as temporar tattoos “I have been a huge fan of Marvel comics and I knew we had to do a custom bike when for the always less adventurous.

at w w w. sk il l m a ster.com.au.

Venue: M elbour ne Convention and Exhibition Centre.

The ‘Seth Enslow,’ Replica Helmet will be available in m o to rc ycl e October.

Pa ra med i cs. A long ti me r i d er, and NSW Ambulance Australia, around

For More information, call Moto National on 1300 885 w i tnh h is n ew b u sines s Sk i ll M as ter M otorc ycle S er vices. Check it out 355.

The UK in summer

Pau l h a s a l so b een heavi ly i nvolved i n an event called Breakfast To rq u e wh ich h a s been held at Lof tus O val in Sydney ’s south for m a ny yea r s wh ich i nclud es road s afet y i nsights from Ambulance ParaRouted medics, has St ay been Upr i ght i ns truc tors, and a Museum simulated crash scenar Motorcycle in London, the UK io GET running Museum in Birmingham and organised ther i UK i n c l u d intrips g a sttou nt d er for takyears i ng a dMotorcycle i ve. and certainly know how to do it well.

the new Triumph factory near Coventry.

S u n d ay O c to b er 3 0th 2011 i s the d ate for what is rapidly becoming Head man Dave Milligan is looking at Some of the guys also entertained a m a j or event o n t he motorc ycli ng calend ar. offering a trip to the Manx Grand Prix themselves away from the itinerary by in August 2012. Where the Isle Of Man visiting rounds of the British Superbike ha modern spa r eracing, s k nthe ocManx k dowseries n at Brands Hatch circuit and Oulton TT Yama is all about GP has modern and classic racing on Parkon and two of the group visited the E ffective f ro m J uly 31, Yamaha has red uced over 1, 200 fast moving Beatles Museum in Liverpool. the full TT circuit.

o r i gi na l eq u ip m ent par ts for our mos t popular models by 25 per

The last time Get Routed did this trip There’s lots of scope to go your own ce in nt. 2009, Th esewith p o psome u l ar mod els i nclud e 2010-2011 YZ125 / 250, YZ250F way too. Bikes are shipped over for was participants / 4 5 0 F, W R 2 5 0 F / 450F from the off-road range, as well as Yamaha’s staying over for 10 weeks, and others pickup in the UK in late June, and need s p o r t y earlier. ro a d mOther o del sevents YZ F-R6 and YZ toF-R1. be packed for the return journey in returning during the last tour were visits to Sammy mid September.

Miller’s Museum and the Beaulieu Motor For more info on prices etc call Dave on Museum in the NewyForest Southern 03 9351 0612 or email dave@getrouted.

H aw ke sbur r e u in n ion England, the Ace Cafe and the London com.au. n

T HE 6 0 t h a n n iver s ar y of the Hawk es bur y D istr ic t M otorc ycle Club

I heard the Captain America movie was coming out,” Gavin states.

“So I approached Michael Oliver [Dealer Principal of TeamMoto Honda Virginia] and he came

Tickets: be purchased online atcontrol w w w.tattooexpo.com.au, $20.00 on boardCan instantly and gave me full creative over the bike!” single day or at the door for $25.00.

A Honda VT1300CX Fury was instantly chosen as the canvas for the project, and Scheider

played a huge part in the custom painting process, working closely with Mick from Dipit Customs to create the FuryÕs custom paint scheme.

C The e l eFury br adoesn’t te wjust i thboast M oato ciclo great paint job however; as it is also fitted with Black Cobra

sweep Ypipes Fivez iMac 2 air filterdealership system to improve SYDNE ’S Mand otoa Hi Guz focused and performance. wor kshop M otociclo even put thethe bike up as a competition prize which unfortunately Cycle Torque’s w TeamMoto ill be celebrating marque’s 90 year anniversar y with afordisplay readers ended before went to someone they won a ride. n and demo day, inweconju ncprint. tion No with the didn’t NSWwin Mthe otobike, Guzzi owners association and w ith suppor t from John S ample Automotive, and the Classic I talian M otorc ycle Association.

This month on www.cycletorque.com.au

The infor mal celebration and gather ing will be held on Sunday 25th – caseyatStoner wins HatwBrno Stokie andtoWalsh dominate S eptember 99 Pr inces y St Peters – (nex t door M otociclo) from1210am to 4pm.

– reed battles to fourth at Unadilla

hour Desert race

– Triumph Tiger 800Xc video

– coming events and rallies

– cudlin leads World endurance

…and lots more!

All welcome, but pre -book ings are essential for demo test r ides. For – Scandinavian Speedway Grandcall Prix M otociclo – Kawasaki promotions fur ther details or infor mation 9557 7234, or for the NSW M oto G uz z i association call Brett 0417 041 302. n

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EDITORIAL

RIP Ken Wootton AUSTRALIAN motorcycle journalism lost one of its longest standing members recently when former Australian Motor Cycle News editor Ken Wootton passed away. Ken was on one of his regular European holidays when he was found dead in his hotel room.

I don’t profess to have known Ken well, other than meeting him on a semi-regular basis at bike launches, and when we crossed paths at historic road racing events, a passion we both shared. In fact I know very few people whose passion for motorcycles matched Ken’s. Road racing was his drug of choice, and he was an extremely well respected member of that fraternity, whether it be as a competitor, journalist or commentator.

Many racing enthusiasts will remember his commentary and interviews at Phillip Island’s MotoGP and WSBK events, as well as being the Master of Ceremonies at numerous motorcycle shindigs.

I raced against Ken many times in the Post Classic Unlimited class, he on his T-Rex Honda Four, and me on the Ron Young Engineering Ducati. Ken could ride, make no mistake about that, but it was his pure love of the sport – a trait which held him in good stead helping promote and organise events like the Island Classic International Challenge – and that set him apart from the others in my mind.

Ken was a funny guy too, when you could get him to open up or fire him up about something. A number of years ago Ken said something in print about an historic racing event held in NSW. A number of racers took umbrage to Ken’s comments and slammed him in forums and the like. Ken took it in his stride, giving back as much as he got, and then some.

I’m not sure how long Ken was the editor of AMCN but it was a bloody long time, with him only moving on from the magazine a few years ago, while still staying in the industry as the editor of Australian Motorcycle Trader.

Because of his time in the game Ken was probably the most recognisable Aussie motorcycle journalist. Love them or hate them I used to look forward to reading about his annual ‘Dumb and Dumber’ trips from Melbourne up through the Snowy region and then back again, all in a ridiculously short period of time. His constant sledging of his compatriots was a highlight for me. My co-workers would tell you sledging is a major trait of my personality, so maybe that’s why I enjoyed them so much.

When I was alerted to the fact Ken had passed away I was out for a ride with a few friends. We were having breakfast at the small town of Bulahdelah halfway between Newcastle and Taree. All but one in our group knew Ken well, funnily enough through journalism, or historic racing.

It then seemed quite fitting that our intended route was along Wootton Way, through the little township of Wootton. We stopped at Wootton to take a quick picture of the town sign, with myself, Cycle Torque advertising manager Dennis Penzo, and former journo and long time Ducati stalwart and raconteur ‘Aunty’ Mal Cherlin in the frame, so to speak.

Ken was cremated in the Czech republic, where he had passed away. His sister scattered his ashes at the Brno racing circuit: Casey Stoner won the MotoGP race there soon after. His memorial service was huge, filling the hospitality suite above the pits at the Phillip Island track.

Ken will be missed by lots of people and our thoughts go out to his family and friends.

– Chris Pickett 20 – August 2011

left and below: Ken and his T-Rex Honda Post-Classic

From left: Chris Pickett, Dennis Penzo and ‘Auntie’ Mal Cherlin, at the township of Wootton the day we were told of Ken’s passing. Photo by Dave ‘the gimp’ Longbottom.

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LETTERS TORQUING BACK Write A Letter!

WIN A Great PRIZE

This month Peter Uren has won an Airhawk mid-cruiser 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.

Lopsided

I read with interest your assessment of the new BMW K 1600 in the July issue. A truly wonderful machine for anyone fortunate enough to afford the price.

In the past I have owned BMWs, a 600cc with Earls forks, and a later 900cc machine. Both typical BMWs, smooth motors and satisfying to ride.

Would I own another BMW? Certainly, but not the F 800 GS or the G 650 GS if only because of the awful design of the headlights which spoils the look of the front end of both machines. I would not use the emotive terms of dumb or stupid but content myself by saying the design looks lopsided.

A Scott.

Qld Way before I became a bike journo I enjoyed rides on my friend’s R 100 RS, and later K 1200 RS. I spent more miles in the saddles of K 1100 LTs than I care to remember too.

It was probably the thrashings I gave the 1100 LT work machines which endear me the most to BMWs. The German company certainly knows how to build great bikes. I’m not sure I agree with your take on the F 800 GS and G 650 GS because I now don’t really worry about the style of bikes, rather I am more concerned about their on road prowess – Ed.

Common sense

It’s always important to promote safety but I was left wondering why it takes a university professor to point out the obvious to the various authorities before the bureaucrats consider it (‘Study proves gear works – July issue). Give me a break, it’s common sense safety apparel will lessen the potential for injury when the bike gets chucked down the road. And how much did that bit of research cost us?

Whilst we’re on the subject of motorcycle safety I see they’re using statistics to tell us which way we’re going on fatalities. It seems there are less ‘born again’ bikers writing themselves off these days and some ‘traffic experts’ put it down to increased police/camera presence. I’m a ‘born again’ and it occurred to my sick little mind that perhaps those who got on an inappropriate machine to enjoy their retirement did so without even considering modern rider training, or it was recommended and rejected. When this happens it is called ‘natural selection’ and it’s a damn shame it happens. Maybe the reason we’re killing ourselves less lately, is because we’re getting trained and there are less of us with NFI. I’ve done three full day Stay Upright courses in the past six years and while I can be a real ratbag at times in the twisties, I’m still here at 64. Just a thought.

Pete Boniface.

Qld

Tasty stories

I’ve just finished reading the July edition of your great mag.

What a terrific read!

I love reading stories of the riding adventures of other riders, and the July edition of Cycle Torque was full of them. I especially loved the ‘Tasting notes’ of Colin Whelan; he would surely make a wonderful drinking companion,

if not a great riding companion.

I’m really looking forward to picking up the August edition of my favourite mag, and I promise I won’t leave it ‘til the end of the month this time.

Cheers, and keep up the good work.

Peter Uren Australia somewhere Colin’s work has been very well received. He does more miles than anyone I know and is a great bloke. I’m looking forward to heading off on a ride with him myself. I reckon it will be a blast. Colin promises he will write more stories ASAP – Ed.

Top service

On a recent trip from Nana Glen to Cape York I came across a motorcycle shop and staff in Cairns (Qld) who went out of their way to make my holiday an awesome trip.

The company was Holeshot Moto’s – 205 Newell St, Cairns.

Two weeks prior to my trip I booked my bike in for a service at an authorised BMW dealership to make sure it would make it there and back, some 7500km.

Unfortunately this service was not done to a satisfactory level and in fact had created an issue with safety, an issue I have since taken up with the shop without much success.

Onto the positive, when I reached Cairns (our group’s starting point) I had a rear shock leaking oil and it was obvious it would not make the distance, along with front brakes issues.

I had on the way to Cairns contacted the local BMW dealership to let them know I was arriving in Cairns and needed their help. I was informed there was not another shock unit in Australia to replace my leaking one. They contacted Holeshot for their help and thank god they did.

Tanya, who runs the business approached Griffo at Griffo’s Race Development which is located at the rear of the premises and he went to work on not only stripping down what is supposed to be a throw away suspension unit but rebuilding it.

Griffo rang me at 7.30pm on the Friday evening prior to our group’s departure, telling me he had managed to machine a valve, re-gas and repair my suspension. It meant I could leave on my trip with the group as planned on the Saturday morning instead of missing out on an awesome experience. I can’t thank him enough. Not only did the suspension make it to the top of Australia and back, I did it in comfort knowing it had been put together by a master in his field.

Big thanks also to the guys in the bike workshop who fixed my brakes and put the bike back together in no time so I could enjoy my holiday.

If ever you or any or your readers are in Cairns and want quality service with a friendly smile, please do not hesitate to contact Tanya and staff at Holeshot Moto, Cairns.

CMJF NSW

August 2011 – 21

E-torque

22 - SEPTEMBER 2011

www.cycletorque.com.au

DIRTY TORQUE Tracking your laps IN THE WORLD of computing, the ‘Killer App’ is a piece of software which is so good at what it

Smarty’s commuter: the Honda CR500.

The best dirt bike ever - Pt2

does people are happy to buy the hardware needed just so they can use the application.

Examples from history include accountants spending thousands to buy computers so they can run that fancy new spreadsheet software, Lotus 1-2-3. When I started out in publishing the industry the Thumper Nats thatlayout year but ended theand season Continued from the Augustonly issuea-few readyears it online at by QuarkExpress had been revolutionised earlier (a page program) the in third behind Vaughan Style and Beven Ernst, yet www.cycletorque.com.au/more. laser printer. we won the Qld vet championships and a heap of I am now left to wonder if Pirelli has come Killer App motorcyclists, a piece of was a level andfor natural terrain stuff.

That bike 1991 Honda CR500R: I was the sales manager at up with aclub dead Action Motorcycle in Parramatta when I purchased software which might encourage thousands of riders to go set outcracker. and buy an Apple iPhone just so 2006 Honda CRF450R: In 2006 I was the the CR500R they can useand it. got to ride a few vet races and grass Marketing/Event Manager for TeamMoto track stuff out at Dargle and considering that this was The app is called the Diablo Super Biker.

I’ve only had the chance toI play with it when a couple of times Motorcycles and was grateful the hierarchy my first 500 since the RM over ten years before I was so I’m not saying it’s the best thing since sliced bread, yet.

From the press release, the idea of decided to let me ride a shop supplied bike.the I really impressed. decided to give everything the latest CRF450R a go and In 1992 is I decided to measure travel around for a software “Start to yourAustralia riding performance and discover from your leanwow, it was like my old KX all over again – we got on like a few years with my then wife, Linda. We had a Hi-Ace angle to your corner speed without having to buy or mount expensive equipment to your bike. house on fire. campervan and a trailer on the back which housed The new App is free and full of useful functions to get the most out on of GPS tracking My first ride the Honda hadtechnology me feeling 16 again; Linda’s Suzuki DR250 and my CR500R and over the of Apple’s iPhone for immediate feedback on your rides.

It’s like having a transponder GPS flawless power, handling and brakes,and it was reliable, next three or so years I raced and rode that 500 in easyown to own, heap this of races in both vet everything from motocross, dirtRun your tracking device right in thestadium palm ofmotocross, your hand. bikeand or we tyrewon testawith userand open class motocross. Such was my confidence in track, dirt drags, sand dune bashing to the everyday friendly statistical data tool for comparing results. Visualise your favourite or best lap in the circuit this bike I broke my own rule and entered an enduro up commuting while over in Western Australia (yes, going or recent road ride, then easily upload and share them on Facebook, directly fromofthe App.” at Gympie and had a cracker a race.

That Honda was to work on a CR500 was a blast). perfect for all occasions.

Evenonly though thethe CR500R bikebeen ever’ to it a track I’ve used road wasn’t mode,‘the notbest having since I downloaded the app with iTunes.

2010 Husqvarna TE450: Most of maximum us who have been holds great memories for its funwas factor, andto the local The first time I used the App forversatility a quick trip shops - I discovered my around for a while have a pretty poor opinion of reliability speed was 86.5km/h (sounds about right), the trip was 4.12km (yep), average speed was 37.9km/h Husqvarna. In fact, back in the mid ‚’80s I stopped a guy 1999 KTM 380 EXC: After I got back from our trip (fair enough) and my maximum lean angle was 77.1 degrees (nope not a chance). around Australia I went to work at Moorooka Yamaha/ from going for a trail ride with us when he turned up on a brand new Husky two-stroker.

KTM rodeApps, a series of Yamaha and KTM Likeand many getting accurate data machines from the Diablo Super Biker App is dependant on a good It cruel I know but I had a towed sopocket. many Huskys around the south east Queensland motocross scene, position but GPS signal and having the phone in a practical – was the maker recommends breast back to my place on the outskirts of Mt Isa that I wasn’t when I decided to have a crack at winning the 35 to 40 Iyears’ thinkvets my class phone may have twisted sideways in my pocket, giving the inaccurate lean angle willing to take the risk. Fast forward 25 years and at the 1999 Thumper Nationals I opted reading).

A mount on the bike might be better (it doesn’t have Cycle to beTorque in a visible in fact App through I got tospot, test the 2010the Husqvarna for the KTM 380 EXC. range and on a perfect grass track I find myself falling With the help ofanything Ian Kerr, while we stripped the EXC all reasons). doesn’t display in motion, forofsafety in lovethe with thesignal TE450.strength has been shown ofI’m its road legal shit, put an FMF it, bolted still using an iPhone 3GS,silencer so thatonmight be the reason GPS My mind is saying, “Man, this thing is doing on my old 1998 KTM 250 SX plastics and voila, we had a as weak when I’veMy used App current the really iPhone 4, would better. everything good, but…”.be With me,Apple’s Huskys used 380cc motocrosser. firstthe ride was-amaybe vet racethe at one of model, rumoured to be announcing an iPhone 5 in September. to always come with a but! So, after the test I ask the the Sunshine State rounds and I wiped everyone’s arse Husqvarna distributor Paultools Feeney if I can onThere this KTM said toof Ian after and the fidevices rst moto,available “Man, toAustralian are aand number Apps track your ride. Combining those with have a 450 for six months or so to test the reliability. is the best bike I have ever ridden”. athis phone, half-decent camera and pocket computer makes carrying a smartphone like the iPhone Well, as you may have read in previous issues of Cycle The 380 and I won several rounds of the vets class at very handy for the average motorcyclist. Tell us on Cycle Torque’s Facebook page if you try it out.

– Nigel Paterson

Torque, I flogged the living crap out of that Husky 450 and it gave me nothing but pleasure. I was even letting other people ride it to see if my opinion of the bike was over-stated and all but one person who rode it loved it.

I have now ridden and tested a heap of different Husqvarnas and my opinion has been changed forever, and for me that isn’t as easy as it sounds. The new generation of Husqvarnas rule.

2012 KTM 200/250/300EXC: So here we are back to the very beginning of this story. I am belting around this grass track testing the 2012 KTM two-stroke EXC range and am dead-set in love. The bikes did exactly what I asked, and there were times when the outcome was better than I expected.

Does that make sense? Have you ever thrown a dirt bike into a corner sort of ‘hoping’ the tyres would grab that rut to get you out of the corner and you not only get the rut you also blast out of the corner right on-line for the next turn? Well, I was doing that corner after corner, lap after lap on the new KTMs. In my helmet my small brain is saying, ‘you are either the best rider in the world or this bike is the best bike I have ever ridden.’ Well, we all know that I am not the best rider in the world so these new KTM must be special, just like my old YZ, RM, KX CR, KTM and Husky.

– Darren Smart

www.cycletorque.com.au w www. ww.cycl cycletor cycletor orrque. q com. que com.aau com.au au

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5 1 R F Z Y a h a m Win a Ya 2011’s 2 011’ hot h t 150 learner-legal l l l machine from Yamaha in Cycle Torque’s Spring giveaway competition.

r e t n E o t HowOnline at

u a . m o c . e u q r www.cycletoMotorcycle Show, At the Sydney 5-27 2 r e b m e v o N , ur Darling Harbo

Drawn live on stage at the Sydney Motorcycle Show, 3pm November 27.

Terms and Conditions: 1. Entrants must be over the age of 17 years. 2. Entry is free. 3. Only one entry per person per day is permitted. 4. Entries open September 1, 2011. 5. Entries close at noon, November 27. 6. Prize will be drawn at 3pm, November 27, 2011 on stage at the Sydney Motorcycle Show, Darling Harbour Exhibition Centre, Sydney NSW. 7. Entry is by online form located at www.cycletorque.com.au/yzf15 or by coupon at the Sydney Motorcycle Show at the Cycle Torque Motorcycle Newspaper stand. 8. Prize is not redeemable for cash. 9. No employee or family member of an employee of Motorcycle Publishing Pty Ltd or Yamaha Motor Australia Pty Ltd is permitted to enter. 10. The single (1) prize is a Yamaha YZF-R15 motorcycle valued at $3995. 11. The prize also includes delivery to the winner’s nearest Yamaha dealer, vehicle registration and on-road costs (value variable dependant on winner’s address, age, driving record and experience). 12. The prize will be awarded to the first complete, legible coupon drawn from all entries. 13. The winner does not need to be present at the draw. 14. The winner will be telephoned at the time of the draw. 15. The results of the draw will be published in Cycle Torque Motorcycle Newspaper, January 2012 issue, and on www.cycletorque.com.au.

16. The promoter is Motorcycle Publishing Pty Ltd. 17. The name of the promotion is “Cycle Torque’s Spring Give-Away”. 18. The prize is not redeemable for cash. NSW permit number LTPS/11/06979.

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GUNTRIP

Peering over the edge

Don’t get ripped off MAYBE his Spanish blood has something to do with it, but Richard de Aragues says he’s “been a keen biker all his life”. And it must help that the director of TT3D: Closer to the Edge has rubbed shoulders with the good and the great of MotoGP and F1 during a varied career behind the camera before coming to this, his first feature film.

He’s a sports bike rider, nominating BMW’s S 1000 RR as his current weapon of choice after sampling the wares of Suzuki and MV, among others. Indeed, he ran-in his GSX-R1000 with “laps of the TT course at 5am” while searching for prime camera spots before shooting his 100-minute 3D tribute to his heroes of the Isle of Man. And tribute this film is. TT specialists Guy Martin, Ian Hutchinson and John McGuinness take leading roles in the dramatic depiction of TT fortnight 2010. Inevitably, hirsute Lincolnshire renegade Martin bulks largest among them, his rough-hewn, self-deprecating charisma providing earthy contrast to the cool of McGuinness and the enthusiasm of Hutchinson. So despite Hutchinson’s five wins and McGuinness’s uncanny run of raw luck, it’s Martin who steals the show as his troubled quest for that first TT win assumes ever more tension and drama.

The 3D presentation of the film means you won’t get far without wearing the special glasses handed out for the show. Me, I don’t think it gains too much from the added dimension, though there is footage of one metal-grinding, plastic-splintering crash that had me wincing and whipping off the magic specs pretty smartly. But by and large the film doesn’t need it – the camerawork is superb (fixed, helicopter and on-bike) and editing likewise; the action too moves forward briskly and the overall result is what tends to happen when an informed, able and sympathetic professional tries to coax the best from specialist material. The circuit is the star: its 60.72km of behedged country lanes, cute whitewashed cottages and vertiginous mountainsides are the perfect setting for the acknowledged heroism of the riders – “the bravest men alive”, as one emotion-struck marshal tells us.

Don’t expect a history lesson for your hard-earned bucks. A few moments of antique slapstick footage and one or two reverential references to the Dunlop brothers, Joey and Robert, are as much as TT3D: Closer to the Edge offers here. It is a film rooted in the here and now, with action all the way – at stupefying speeds.

Among it there’s way too much crash footage/discussion for my taste. It starts at the pre-TT North West 200 and ends at a waterlogged Silverstone where Ian Hutchinson’s unhappy end to the season is chronicled; and by the time we’d crunched and slid through the merely unfortunate to the downright tragic, had I been an impressionable parent I’d have locked my kids in the basement rather than foster any interest they might have shown in motorcycles.

There’s no getting away from the fact that the Isle of Man can be a dangerous place, that 231 racing deaths in less than 100 TT meetings is a distressingly large number; but neither did I find the words of commentator Jared Leto (an American pop singer, so they tell me) especially helpful when he remarked that the circuit had claimed an average of “five deaths per mile” (which figure is presumably arrived at by dividing the total number of racing deaths by the length of the circuit in miles – surely a more scientific appreciation would be to divide the number of deaths by the number of miles posted by every competitor in every meeting since 1907).

De Aragues has his own view of the island and its dangers. “The Isle of Man has had some petty tough times,” he told me. “And the risks, the dangers are a fundamental part of the riders’ time there.

“The reality is that the casualty departments of most hospitals are full of people falling off ladders at weekends. People die mountaineering and skiing.

But if you’re going to film the TT you have to capture the tension of the event, the heart-in-the-mouth drama of it all. It’s about personal freedom, and it’s one of few events left that puts two fingers in the face of the nanny state.”

There’s something else, too: “It gives us the chance to pay tribute to all the wonderful people who support these guys.”

And it’s probably right that Bridget Dobbs, whose husband, Supersport rider Paul Dobbs, lost his life at the island in 2010, offers the most moving tribute to the TT and the hundreds –thousands? – of people who toil each year to give it the most enthusiastic and passionate spirit of any event on the sporting calendar. De Aragues describes her as “inspirational”.

Altogether, de Aragues’ camera jockeys shot 538 hours of footage at TT 2010, and the 100 minutes that ultimately made the screen is well worth a look. And there might be more of- the director’s work to come our way; - as we said our goodbyes he mentioned Walter Kaaden and the 1967 Senior TT as possible

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CYCLE Torque is offering readers in Sydney and Melbourne the chance to *.to see this thrilling So insure your ride. Online. In your own and SAVE win 20 time double passes to be among the first25% in Australia

motorcycle action film.

TT3D: Closer To The Edge has smashed box office records to become the UK’s highest weekend box office documentary opener since Michael Moore’s Farenheit 9/11.

The film blew critics and audiences away with its real-life adrenaline pumping action.

20 Cycle Torque readers in Melbourne and 20 in Sydney will win double passes to special screenings in those city’s before the film’s Australian release on October 20.

The special Cycle Torque previews will be in early October - Melbourne on the fourth, Sydney’s on Wednesday, October 12. All you have to do to enter is email us in 25 words or less “Why do you think the TT is such an amazing race?”

Email your entries to info@cycletorque.com.au or check out www. cycletorque.com.au/more.

The film is distributed by Icon Film Distribution check them out on www. facebook.com/iconfilmdistribution.au or have a look at the awesome trailer on www.tt3dmovie.com.

– Bob Guntrip -

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August 2011 – 23

Cycle Torque Test – Moto Guzzi V7 Racer RIDING GEAR: RXT helmet, Bikers Club Australia jacket, Triumph ‘Newington’ gloves, Hornee jeans, Joe Rocket ‘Big Bang’ boots.

REPORT BY

Dennis Penzo

PHOTOS BY

Nigel Paterson

Latin elegance with vintage appeal makes this special edition machine a real head turner.

Elegant Italian

ALL classic beauties have a timeless look. Moto Guzzi’s V7 Racer is no different. Long, lithe, elegant, and yet purposeful at the same time.

And there are so many components that come together in this creation to make it that way - the red frame, the chrome tank, the red wheels hubs, spoked wheels - it has such a beautiful physical presence, and rides almost as good as it looks.

But first, let’s just take a quick look back at the history that has defined Moto Guzzi over the years, as this year is the 90th anniversary of the company’s birth on March 15, 1921.

Although the founders Giorgio Parodi and Carlo Guzzi did actually create a prototype in their home town of Mandello del Lario (in northern Italy) in 1919. It was called the GP (Guzzi-Parodi) and was a 500cc single cylinder single with four-valve cylinder head and overhead camshaft delivering 12hp and a top speed of 100k/mh.

To avoid confusion with Giorgio Parodi’s initials the GP became Moto Guzzi and their eagle with outstretched wings became their logo (a tribute to the partners’ former

Italian airforce days).

This special edition V7 is actually a reprise of the 1971 V7 Sport which later on evolved into the Le Mans series.

And what’s wrong with oozing heritage? Well, nothing really. Just have a look around the motorcycle industry and check out how many marques have played the retro card with often astonishing success.

And it’s not just major manufacturers either. There has also been huge growth in aftermarket builders producing one-off bikes that capture that essence of all things retro.

The red wheel hubs gather the spokes together nicely and I love the look of the rubber dust gaiters over the front tubes.

Polished cylinder head, black crankcases, handmade brushed aluminium side panels and the racing number (7) all make their own contribution to the look.

Our test machine came with upswept Arrow exhausts which added a pleasant note to the throbbing V-Twin without being obscene. Personally I’d have preferred them leaning more towards obscenity but that’s just me.

On the stand

When you stop during your ride people will want to ask questions about your steed. It’s one of those bikes with loads of character that just has that effect on people.

It is such an easy bike to ride. You don’t have to concern yourself with ABS or traction control or any of that power mode stuff because there simply isn’t any.

I’ve always loved that side-ways throb you get with these crossmounted V-twins and this 744cc

That tank is going to catch your eye all right. Guzzi has used its innovative metal particle deposition technology to create that chrome baby and then embellish it with a stylish leather strap down its full length, nice touch.

The red frame adds a very sporting touch (and we all know red goes faster, right?) even though the bike makes no pretence of being a full-on sports machine - it doesn’t have to.

On the road

90-degree engine is no different.

The engine delivers petrol through Weber-Marelli electronic fuel injection to a five-speed gearbox and offers a nice torquey bottom end delivered to the rear wheel via Cardan shaft drive.

The clutch is nice and light and helps make it an easy bike in city traffic but take it out of the city for the fun to happen.

We blasted out to the Putty Road to put the Guzzi through some decent bends and it just loved it. The V7 doesn’t have any nasty habits and held a steady line through some of the twistier bends we put her through.

The mini windscreen deflects the breeze adequately. The wheels, an 18-inch front and 17-inch rear, are shod with Pirelli Sport Demons with a floating Brembo four-piston 320mm single disc up front and 260mm twopiston at the rear.

Enginewise you’ll get 35.5kW (48.8hp) at 6,800rpm and torque of 54.7Nm at 3,600rpm, but then you don’t need earth-shattering figures on a bike that is this much fun to ride.

The brakes will easily cope with those numbers.

Continued next page

In the suspension department front forks are 40mm Marzocchi which are non-adjustable while the rear has twin fully-adjustable Bitubo that offer a comfortable ride.

The lovely suede seat offers 805mm in height which is no drama for the short-legged ones of my tribe and the 198kg weight of this elegant Italian is likewise comfortable.

Some of my longer-legged compatriots also made favourable noises about the riding position for them too.

The ergonomics are helped by the handlebars which are not strictly speaking clip-ons, per se, but they will let you enjoy a comfortable ride even over longer distances as we found out.

The mirrors were just passable but then that’s a price I’d be prepared to pay. I’d make it even worse by vainly opting for a set of bar-end mirrors perhaps, but then again, that’s just me.

The V7 shares its frame with the V7 Café cousin via a double-cradle tubular set-up, likewise sharing matte black rims with that model.

Fuel tank holds 17 litres, with 2.5 in reserve, which is decent.

On the wallet

So, what is it going to cost for Moto Guzzi’s tribute to the art of elegance?

Even at $16,490 (plus on-road costs) you could argue that this is quite a reasonable price for a Special Edition machine that is only available in fairly limited numbers.

Even allowing for the fact that beauty is in the eye of the beholder, I would argue that if you like the idea of people looking at you riding a beautiful motorcycle, then yes, it is well worth every cent. And who can say what the V7 Racer will be worth in 10 years from now?

Cycle Torque shot some video footage of the V7 Racer in action out of the Putty Road and you can view this on www.cycletorque.com.au/ more. n

Second Opinio

n

WHEN the V7 racer turned u pI smitten by its looks. Of cours was eI if the riding ex perience would wondered match the bike’s style. In m throw back to any ways the bike is a the shocks, small st past; narrow tyres, twin at low spec brakes ure, basic 750cc engine, etc.

Does it need to be more moder n fun? Not on yo ur life. My firs to be t ride of the bike was a hou r or country and I ca so sojourn through the n tell you the ri to the looks. de lived up It’s not overly pow enough and has erful, handles well lo you would thin ts more rider room than k after seeing it in the flesh.

The narrow ty res let the bike tip in superbly, and the engine has enough grunt to be fun with out rev the crap ou feeling like you need to t of it.

The only fault Iw on is it doesn’t ould care to comment lik probably need e mid corner bumps. We to put that in p erspective. It doesn’t like m id corner bum p s are cranking h when you ard through sa id corner. If it were mine, I’d pu on it and enjoy t some better rear shocks the hell out of it.

– Chris Picket t

S p e c i f i c at i o n s : Moto Guzzi V7 Racer Engine Type: Air-cooled V-twin Capacity: 744cc Transmission: 5-speed Fuel Capacity: 17 Litres Frame Type: Double cradle Seat Height: 805 Wet Weight: 198kg (full tank) Front Suspension: 40mm Marzocchi Rear Suspension: Twin Bitubo Brakes: Single Brembo front and rear Tyres: 100/90-18, 130/80-17 Price (RRP): $16,490 + ORC www.cycletorque.com.au/more Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

Rear shocks offer good adjustment but

Cockpit looks minimalist but has all the info you need.

Chrome tank looks sublime.

are a bit softly sprung 750cc engine has adequate power. for bigger riders.

Arrow mufflers look and sound cool.

Rear sets are beautifully made.

Comfy leather seat looks period perfect.

Cycle Torque People – Rob Dunstan

Once BMW gets into your bloodstream it stays there.

SYDNEY based BMW specialist Motohansa is one of the places to go if you want your Beemer to run sweet, kit it out with a plethora of accessories, or even just to talk spinning propellors. Motohansa isn’t a faceless name though, it was started and is still run by Rob Dunston, and you could say BMW motorcycles dominate his life somewhat.

Rob gives us an insight into how it all started, what’s happening now and where he wants Motohansa to go in the future.

“Originally I was into dirt bikes as a young bloke but it all changed when I borrowed a friend’s Z900 Kawasaki and took it to get my licence in 1974 while I was still at school.

My first road bike was an XS1100 Yamaha I bought from my sister’s boyfriend when I was 20. Then a 900SS Ducati which I rode to Cairns and back. I must have been tougher back in those days.

In 1981 I bought a spanking new BMW R100RS John Player Special from Ric Andrews Motorcycles at Hornsby. I’ve been into BMWs ever since.”

It would be easy to come to the conclusion that Rob has been in the motorcycle industry for most of his career but this isn’t so.

“Way back I came from a trade background, and before I started Motohansa I worked in engineering for various packaging companies in the brewing and beverage game. I also worked for the Hahn Brewing micro brewery when it first kicked off in Camperdown. You could say the beer industry was probably as good as the motorcycle industry to work because there’s lots of side benefits.”

It’s a big jump from brewing to motorcycles but it wasn’t done in just one day.

“I started Motohansa in my garage in 1996 as a hobby type business, importing parts and selling wholesale to other shops until the garage was full and needed more space. I then moved to Rydalmere in 2005 after buying Don Wilson Motorcycles at Punchbowl in about 2000. Don was the guru of all things BMW back then. I chose the name Motohansa because in German it loosely means motorcycle business. Over the years people have asked me why I haven’t ventured into selling new BMWs but unfortunately this takes more capital investment than I have or want to spend.

“I knew the product I bought from Don Wilson wouldn’t last forever so my staff and I started developing many different parts ourselves, such as final drive splines for R series which we had manufactured.

We also started rebuilding trigger units,

starter motors, gearboxes, final drives, heads etc. We developed our own tooling and jigs for this rebuild work and ended up selling units back to Europe and the UK. It’s fairly tough manufacturing in Australia and selling overseas due to high local costs and the tyranny of distance and freight.

“We are now working on development of our own fuel injection unit. The future probably means most things we develop will be manufactured in Asia and we will sell them online worldwide. This is the only way to compete in the buy online age. Even BMW is getting many parts and even complete engines made in Asia, as are most companies.”

It’s one thing to make all this stuff but someone has to fit it and service the bikes they are fitted to.

“Motohansa’s workshop is set up for servicing and the servicing/rebuilding of our exchange gearboxes/ starters/ trigger units etc. We have a unique workshop which is probably the best equipped private workshop in Sydney.

We employ experienced senior mechanics who are enthusiastic about their work and customer focused. We rely on word of mouth and repeat business. We don’t just sell a new bike and get a new customer.

“Bike riders out there should know their bike can be serviced by us at a more than competitive price and they will maintain their factory warranty. When the NSW police rode BMWs, Motohansa serviced around 90 per cent of these bikes.

SEPTEMBER 2011 - 39

www.cycletorque.com.au

We even received an award from the commander of the NSW Police Traffic Support Group for the high standard of support and service we provided over the years. I bet there is no award in any dealer shops and we are very proud of this.

“We have full electronic diagnostic for all BMWs and all other brands, including Triumph. In fact we distribute GS911 BMW diagnostic and TEXA multibrand diagnostic tools throughout Australia.

One of the things which sets our workshop apart from most others is our ability to tackle almost anything. We have a lathe, milling machine, tig welder, mig welder, ultra sonic carby/injection cleaner, and what’s more important is we know how to use them. Of course we also have the full range of BMW factory tools.” harsh unforgiving in these conditions, On the road Motohansa has produced a number of and modified something which never reared its head on the Even though the bike tips the scales at 240kg BMWs for customers over the years, and plans to do smoother roads earlier in the day.I’m sure it without fuel it doesn’t feel anything like that more in the future. could be dialled out to a degree but without when you are riding along. Steering is quite hope to develop some BMW the café racers pre-load in the adjuster (there’s also the hydraulic neutral and“We ground clearance is more than ample. rebound to play with) it makes it more The first riding session of thesale launch was public a varietywhich near future for to the is adamping bit different time consuming to do.As for the engine, wow. of countrytoand andadventure I couldn’t have been bikes thecity GSroads based touring we’ve done always loved Honda’s V-Fours, and in fact more impressed with the bike. I mean the engine in the past. We also sell used BMWs.I’ve Through our I own two Honda VF1000s (no, I don’t have a is a stunner but a bit more on that later. experience racing the very quick historic R75/7, the V-Four fetish) but thisKengine is simply one of The second phase of the launch included some 1200 R, and more recently the S 1000 RR FX Superbike the best I’ve ever sampled of any type. It hasn’t track time at a private facility. It was here I could got 200whether horsepower, it doesn’t wheelstand like explore the of the bike’s handling weouter canregions cater for everyone’s BMW needs, it be a Ducati 1198 and it is a bit more complex than and power. though it might not road have aor racing. oldEven school, adventure, it probably needs to be, but then again Honda’s racy riding position, the ‘X’ can still be hustled “In this day of online trading it’s tough for the local go has always been to showcase its technical along very nicely thank you. The only fly in the bike shop and guys like us to make a living. thinkisthe capabilities,I which why the first V-Four was ointment was a slightly vague feeling from the future lies in developing the service side of the business born back in the early ’80s.It might have ‘only’ front end, but this was when pushing hard. At horsepower so but it feels stronger. It is track paceand I couldn’t fault the brakesof orhigh the way the manufacture quality100 unique partsorin flexibleour and the exhaust note when you the basic Asia suspension worked, onlyworldwide. that vague for sale online We extremely already have open it up is glorious, and would be even more feeling from the front end. own range of BMW tool kits and tools at competitive so with an accessory pipe. It also has that lovely From there it was goodbye to all and sundry prices online in the USA or elsewhere.

We plan to a V-Four has when you lug the ‘rumble’ that only as I headed off to experience the Crossrunner for develop the sale of these on the net worldwide also. another couple of weeks. I decided to take a series engine from low revs in too high a gear. The six ’box is booster a gem too, with slick gear changes of back roads which not and Thehome, next roads will be theare Uber Plug - fuelspeed injection and ratios spot on.It’s not bad on fuel either, with have never beenmore knowntofor their smoothness.

It space.” with come - watch this was here the shock showed up a few flaws in the – Chris Pickett way it coped with sharp hits and bumps, feeling

a range of over 300 kilometres from the 21.5 litre tank.

The panniers and top box are options to turn your Crossrunner into a tourer.

Extras

There are a range of genuine accessories you can get for the Crossrunner. Panniers, top box, tall screen and heated hand grips. I found the standard height screen displayed almost no buffeting.

Verdict

It’s hard not to give this bike a very big thumbs up. On the roads I live on I’d look at softening the rear shock, and I’d go for the tall screen and heated handgrips. Oh, and as I said before I’d have to go for a more ‘soulful’ muffler.But that engine, and the riding position makes the Crossrunner almost perfect for me as a day to day prospect.

Honda has priced the Crossrunner very competitively at $14,990 + ORC, with a two year warranty. ■

Bikes awaiting attention at Motohansa.

S P E C I F I C AT I O N S: HONDA VFR800X Engine Type: Liquid-cooled V-four Capacity: 782cc Transmission: 6-speed Fuel Capacity: 21.5 Litres Frame Type: Twin beam alloy Seat Height: 816 Wet Weight: 240kg Front Suspension: 43mm Rear Suspension: Pro-Link Brakes: Twin 3-piston, single 2-piston Tyres: 120/70-17, 180/55-17 Price (RRP): $14,990 + ORC www.cycletorque.com.au/more CALL FOR A QUOTE

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

QUAD

Cycle Torque Test – Yamaha Raptor YFM125R RIDING GEAR: RXT helmet, Scott nylons, Alpinestars boots.

REPORT BY

Alex Pickett

PHOTOS BY

Chris Pickett

Little engine.

Big fun.

Small bore sports

YOU don’t need a fire-breathing big-bore quad to have fun on four wheels. Take Yamaha’s Raptor 125 for example. It’s big enough and angry enough to take a full sized adult without being too much of a handful for younger riders.

Before the ride

An air-cooled 125cc four-stroke single is Yamaha’s choice of power for the little Raptor. It’s a pretty basic unit, runs a 29mm carby and a compression ratio of 10:1, and the moderate maximum power is reached around the 8000rpm. Maximum torque chimes in a bit lower at 6,500rpm. Interestingly the carby is the same as the one found on the bigger 250 Raptor.

A five-speed gearbox gets the rear wheels turning, with a clutch up on the left side of the handlebars engaging it all. Chain drive is the final link in the chain, so to speak.

Even though the small Raptor is at the cheaper end of the sports ATV market, its level of standard equipment is higher than you might expect.

The frame is a substantial affair, with something like 52 parts welded together to make the chassis which cradles the motor.

You will find dual shocks and double wishbones at the front, with 190mm of travel. At the rear a single

shock and swingarm controls the ride, with 200mm of travel.

There’s no drum brakes on this baby either, it’s discs all round.

To give you an idea of the size of the Raptor, it’s got a seat height of 715mm, a wheelbase of 1110mm, and it’s 1018mm wide. Overall it’s just over 1.5m long, and 1m wide.

This machine is one of the smaller and lighter adultsized ATVs around, weighing in at just 136kg with the nine-litre tank filled.

You can easily pick up either end to move it around.

Steel wheels hold the big balloon tyres, AT19s at the front, and AT18s at the driving end.

Continued next page

www.cycletorque.com.au

QUAD

Cycle Torque Test – Yamaha Raptor YFM125R – Continued from page 26

In the paddock

The sticker says the bike is suitable for riders 16 and over. Size wise I think the Raptor would be suitable for riders under that age, depending on individual size and ability. Realistically I’m too big for the quad. I still had lots of fun but it would be better suited for lighter and smaller riders than myself.

That said I had a ball blasting around the farm.

Over jumps, wheelstanding up hills, or semisliding around the grass track, the little Raptor really surprised me. Sure, more power would have been nice but the suspension worked very well, and the disc brakes pulled me up without any issues.

Even though the engine is very basic it still likes to rev. And rev it I did, with no 450cc like grunt at the tip of my thumb I had to keep the engine on the boil to do quick laps around the test track. Not once did it complain, and with a Yamaha you’re not likely to break the motor in a hurry. Regular oil/filter and air filter changes will keep this jigger running strong for years I reckon.

Verdict

At $5,499 the Raptor is pretty good value when you think how versatile it is, especially considering it’s nearly $2,500 cheaper than the 250 Raptor. Not only can you teach novices how to use a clutch without seeing them blast into a fence at warp speed if it goes wrong but older riders can also have a ball revving the beejesus out of it. It’s small enough to be easily manhandled into a trailer or dual cab, and big enough to cater for everyone in the family. There’s a lot of merit in that you know. n

Far left: There’s even a disc brake at the rear.

Left: Front twin shocks work well, even for big kids.

Below: Nudge bar can take a decent hit.

32 – August 2011

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dirty torque

The best dirt bike ever - Pt2 Continued from the August issue - read it online at www.cycletorque.com.au/more.

1991 Honda CR500R: I was the sales manager at Action Motorcycle in Parramatta when I purchased the CR500R and got to ride a few vet races and grass track stuff out at Dargle and considering that this was my first 500 since the RM over ten years before I was really impressed.

In 1992 I decided to travel around Australia for a few years with my then wife, Linda. We had a Hi-Ace campervan and a trailer on the back which housed Linda’s Suzuki DR250 and my CR500R and over the next three or so years I raced and rode that 500 in everything from motocross, stadium motocross, dirt track, dirt drags, sand dune bashing to the everyday commuting while over in Western Australia (yes, going to work on a CR500 was a blast).

Even though the CR500R wasn’t ‘the best bike ever’ it holds great memories for its fun factor, versatility and reliability 1999 KTM 380 EXC: After I got back from our trip around Australia I went to work at Moorooka Yamaha/KTM and rode a series of Yamaha and KTM machines around the south east Queensland motocross scene, but when I decided to have a crack at winning the 35 to 40 years’ vets class at the 1999 Thumper Nationals I opted for the KTM 380 EXC. With the help of Ian Kerr, we stripped the EXC of all of its road legal shit, put an FMF silencer on it, bolted on my old 1998 KTM 250 SX plastics and voila, we had a 380cc motocrosser. My first ride was a vet race at

one of the Sunshine State rounds and I wiped everyone’s arse on this KTM and said to Ian after the first moto, “Man, this is the best bike I have ever ridden”.

The 380 and I won several rounds of the vets class at the Thumper Nats that year but ended the season in third behind Vaughan Style and Beven Ernst, yet we won the Qld vet championships and a heap of club level and natural terrain stuff. That bike was a dead set cracker.

2006 Honda CRF450R: In 2006 I was the Marketing/Event Manager for TeamMoto Motorcycles and I was grateful when the hierarchy decided to let me ride a shop supplied bike. I decided to give the latest CRF450R a go and wow, it was like my old KX all over again – we got on like a house on fire.

My first ride on the Honda had me feeling 16 again; flawless power, handling and brakes, it was reliable, easy to own, and we won a heap of races in both vet and open class motocross.

Such was my confidence in this bike I broke my own rule and entered an enduro up at Gympie and had a cracker of a race. That Honda was perfect for all occasions.

2010 Husqvarna TE450: Most of us who have been around for a while have a pretty poor opinion of Husqvarna. In fact, back in the mid ‚’80s I stopped a guy from going for a trail ride with us when he turned up on a brand new Husky two-stroker.

It was cruel I know but I had towed so many Huskys back to my place on the outskirts of Mt Isa that I wasn’t willing to take the risk. Fast forward 25 years and through Cycle Torque I

got to test the 2010 Husqvarna range and on a perfect grass track I find myself falling in love with the TE450.

My mind is saying, “Man, this thing is doing everything really good, but…”. With me, Huskys used to always come with a but! So, after the test I ask the Australian Husqvarna distributor Paul Feeney if I can have a 450 for six months or so to test the reliability.

Well, as you may have read in previous issues of Cycle Torque, I flogged the living crap out of that Husky 450 and it gave me nothing but pleasure. I was even letting other people ride it to see if my opinion of the bike was over-stated and all but one person who rode it loved it.

I have now ridden and tested a heap of different Husqvarnas and my opinion has been changed forever, and for me that isn’t as easy as it sounds. The new generation of Husqvarnas rule.

2012 KTM 200/250/300EXC: So here we are back to the very beginning of this story. I am belting around this grass track testing the 2012 KTM two-stroke EXC range and am dead-set in love. The bikes did exactly what I asked, and there were times when the outcome was better than I expected.

Does that make sense? Have you ever thrown a dirt bike into a corner sort of ‘hoping’ the tyres would grab that rut to get you out of the corner and you not only get the rut you also blast out of the corner right on-line for the next turn? Well, I was doing that corner after corner, lap after lap on the new KTMs. In my helmet my small brain is saying, ‘you are either the best rider in the world or this bike is the best bike I have ever ridden.’ Well, we all know that I am not the best rider in the world so these new KTM must be special, just like my old YZ, RM, KX CR, KTM and Husky.

– Darren Smart

Smarty’s commuter: the Honda CR500.

36 – August 2011

www.cycletorque.com.au

RACE torque

Casey Stoner 2.0 IT IS ten years since Casey Stoner competed in his first grand prix. It has been quite a journey for the Kurri Kurri kid and his family.

Cycle Torque was one of the first Aussie magazines to report his amazing success in the 1999 British Aprilia RS125 Cup, where a 14-year-old Casey was towelling the locals by around half-a-lap in every race. Like Mat Mladin’s demonic performances on his RGV250 in 1991, there was clearly something special about Stoner. Five-time world 500cc champion Mick Doohan, not one to make bold predictions, soon announced that Casey was a future world champion.

There have been but a few incarnations of Casey Stoner since his first GP at Donington in July 2001, starting with the fearless tyro pedalling non-works equipment taking it right up to the factory riders. His unstinting commitment led to a number of crashes and injuries in both the 250 and 125 ranks that fostered a belief that while Casey was very fast and determined, he was a crasher. Stoner would bristle at the suggestion, explaining he was merely trying to make up the difference on his works-supplied rivals.

Stoner 1.0 continued into his last year in 250s as he staged a late-season run to unsettle points’ leader Dani Pedrosa, which resulted in his spectacular early exit from the Australian Grand Prix that pretty much sealed the Spaniard’s world title.

Just prior to that race in 2005, Colin Edwards was in no doubt about Casey’s potential. “If you ask me, Casey Stoner is a future MotoGP champion. I’ve been around kids like Casey all through my motocross days. I know, I was the same way myself. The kid has got a determination and a will that does not stop, and that’s what it takes. Travel round the world, doing what we do, living out of suitcases, it doesn’t seem to affect him that much. As long as he keeps his head screwed on straight and keeps looking forward, he’s gonna be there.”

Stoner 1.5 made instant waves in MotoGP on the LCR Honda RC211V, securing pole at Qatar in just his second race and stepping onto the podium one race later in Turkey, finishing second to race winner Marco Melandri. What followed, however, was a string of front-end crashes, as Casey tried to keep pace with the factory stars afforded with the Saturdaynight specials flown in by Michelin. Again, it reignited the ‘Stoner Crasher’ tag. Casey argued vociferously that the reasons for the spate of spills was due to “something that I can’t talk about” which became all too clear the moment he climbed aboard the Bridgestone-shod Ducati at Valencia at the end of 2006. The Michelin specials were no match for the Bridgestone fronts, and blessed with full factory support for

the first time, Stoner was virtually untouchable in 2007.

After Stoner staged a midseason resurgence in 2008 with a brilliant win in the wet at Sachensring, Valentino Rossi staged his infamous Laguna Seca ambush, which came to define both riders Rossi’s raw aggression and ‘to do whatever it takes’ attitude versus Stoner’s frustration in dealing with the all-powerful Rossi Mystique that had beguiled race direction, the fans and some in the media.

His mystery illness (eventually nailed down to a lactose intolerance) in 2009 followed by a spate of front-end loses in early 2010 stymied his title chances yet again, but with Honda yielding to calls by Wayne Gardner to sign Casey, the evolution of Casey Stoner 2.0 had begun. The kicker was that Rossi had been squeezed out of Yamaha and onto the difficult Ducati.

The Rossi mystique had thus been broken before a wheel had turned in 2011, and the Alien Four would become three. Not only had 2010 world champ Jorge Lorenzo vanquished Rossi from Yamaha, the rider once called Loopy Lorenzo also called for an aggrofree policy in MotoGP racing, a clear shot at Rossi’s roughhouse legacy and the looming threat of Rossi-clone Marco Simoncelli. The call for manners meant that Stoner could breathe a sigh of relief that racing in 2011 would be far less aggressive, allied to a struggling Rossi and Ducati not being a factor in the race-to-race argy bargy. Well that was until Jerez, where Stoner’s worst fears were realised when the ghost of Rossi reappeared yet again in the form of being taken out in the wet.

Post Jerez in his press releases and magazine column, Stoner began sounding consciously upbeat and less negative, displacing the jarring reality of the world that he normally prefers to proffer. There is a balance between truth and internal spin, and Casey is working on it. It is an important development, because I believe that Casey’s negativity about some voodoo venues on the calendar has cost him in the past.

The most important aspect on the road to Casey Stoner 2.0 took place at Laguna Seca.

Rossi has often said that you don’t win the championships on the good weekends, but the bad ones. It is something that Colin Edwards witnessed firsthand at Fiat Yamaha. “Sometimes he’ll do things to win a race, and I just think, ‘How the hell did he do that? How did he get from Friday when it was real bad to winning the race? Sometimes you really don’t understand, and you just say ‘whatever, that’s Valentino’.”

Stoner knew he was slightly off the pace by Saturday night, but he and the team found something in warm-up. It was enough to give him a sniff in the early laps, but he remained patient and slowly edged his way towards Dani Pedrosa and Lorenzo as his fuel load lessened.

He later pounced brilliantly and unexpectedly on both riders to record his most tactically savvy win ever. It was reminiscent of Eddie Lawson at his very best, the four-time world champion the ultimate exemplar when it came to race strategy and timing his final passes with military precision. By adding strategic acumen and a more positive outlook to his unsurpassed speed, Stoner 2.0 will become the complete MotoGP rider.

– Darryl Flack

August 2011 – 37

Launch Launch Report – 2012 Kawasaki KX450F REPORT BY

Jason Reed PHOTOS BY Kawasaki

RIDING GEAR: Shoei helmet, Thor nylons, Alpinestars boots.

Complete with electronic launch control…

Control

Continued next page

Launch Report – 2012 Kawasaki KX450F

KAWASAKI'S KX450F is all-new in design and all new on the eye. Take a look at the 2012 KX and you will quickly notice major changes from front to back, bottom to top. After taking championships with its previous model and race win after race win many were left asking, 'how do you make a great bike even better?'

Chassis and suspension:

The main focus of the Kawasaki crew was clearly within this department. A completely new chassis and all new KYB suspension settings along with a sleek new look headline the 2012 improvements. Beginning with the externals, the 'eye candy' if you will, the KX450F gets all new plastics and graphics to give the green machine a modern new image. Next up, an all new chassis changes the feel once you’re on the bike, with the slimmer, narrower chassis giving the rider more room to move which we found in turn gives a more nimble, lighter feeling when you’re on the track.

Changes were also aimed at making the Kawasaki more manoeuvrable through the turns, making things easier and more predictable for the rider when the ruts and bumps start to get nasty. The KYB suspension settings got upgraded to suit the characteristics of the new chassis, the

updated valving works well and the KX handles great on the track.

Adjustability was a target for the Kawasaki engineers. Changes were made to the top triple clamp and handlebar clamp system which give the rider up to four choices on where they would like to position their handlebars. The footpeg mounts are also now adjustable, with a high and low height setting. Renthal handlebars come standard and are a winner. A nice comfortable bend and top quality product only add to the beauty of the new Kawasaki.

Engine:

Kawasaki has always been known for its strong motors. The 2012 edition of the KX450F holds true to that reputation as the new green machine absolutely rips.

Kawasaki engineers didn’t have to start over, as the 2011 motor was already a winner, instead they worked towards making further refinements on what they already had and pursued the ultimate goal of improved ride-ability.

A new exhaust system, new cams, new ECU mapping, revised gearbox, slimmer radiators, improved clutch, and a refined fuel pump are the headline acts on the 2012 KX450F. All items are aimed at improving the long-term durability as

well as making performance improvements for the rider in need.

For those of us who take a look at the handlebars and are left with the question. 'why on earth there are two buttons that both look like kill switches?' We have the answer – Launch Control Mode.

Kawasaki came up with a setting for the EFI/ Ignition control, where the rider activates a different EFI/Ignition Map for the start of the race. The launch control map gives the rider a different curve off the start, which simply allows the rider to hold the throttle flat out and click gears once the gate has dropped, while the engine minimises wheelspin and maximises grip.

Once you click third gear the map is deactivated and the bike returns to the normal race map. Perfect for those tricky starts where grip can be hard to come by.

On the Track:

Once the press release and media caper was finished it was time to hit the dirt. You immediately notice the new KX feels slimmer and more nimble than ever before. The power is exactly as you would expect from a modern day EFI 450; strong and plentiful, but very controllable and easy to use. The Kawasaki

Electronic launch control button.

Multi-position ’bars.

KYB suspension.

Continued next page

doesn’t lack anywhere on the track. The power comes on strong whenever you need it, especially out of tighter turns and will keep on surging forward until you don’t have the guts to twist it anymore.

The bottom-mid range power may not be as aggressive as some of its competition but smooth and rideable power takes the win every time after a few laps of swinging off a 450 motocrosser. We found the launch control works well, giving strong starts time after time.

The handlebar and footpeg adjustment is a nice touch. We played around with different heights and settings but always seemed to land back in the standard position. For the real short or tall rider it’s a great option, but for most of us it’s a feature that probably won’t be used. The brakes work well, and all the levers are nice and comfortable, which adds to rider comfort and makes you feel more at home. The KYB suspension does a great job and offers great tuneability.

We came up with a really good setting on the day showing the standard suspension will be fine for most people. On the race track the KX changes direction easily and makes turns with minimal effort.

Verdict:

The 2012 KX450F is certainly a winner. We loved the 2011 model and are even more impressed with the 2012.

The new chassis makes the world of difference and really gives the Kawasaki a new feel without losing those Kawasaki characteristics you become used to.

Last year the motor was great and 2012 is nothing different, the upgrades are noticeable and really make the bike easier to ride.

Going racing on a new KX450F would be great fun, it’s a really fun package that needs minimal work right off the showroom floor. It’s competitive and easy to ride which always makes the KX an attractive buy, especially at only $11,999. n

S p e c i f i c at i o n s : 2012 kawasaki kx450f Engine Type: Liquid-cooled single Capacity: 449cc Transmission: 5-speed Fuel Capacity: 6.2 Litres Frame Type: Perimeter alloy Seat Height: 955 Wet Weight: 113kg (full tank) Front Suspension: 48mm Kayaba Rear Suspension: Uni-Trak Brakes: Single disc front and rear Tyres: 80/100-21, 120/80-19 Price (RRP): $11,999 www.cycletorque.com.au/more

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Cycle Torque Feature - Repair & Respray

Recreating

When our CBR1100XX went down, we decide

Right: Applying the base Above: Plastic welding.

IT WAS inevitable and predictable, but that didn’t make it any more fun: one of our bikes went down. In this case not a test bike, but a machine Cycle Torque actually owns – our 2004 model Honda CBR1100XX we’d bought last year.

The Super Blackbird was purchased so we’d always have transport in the Cycle Torque shed to get to meetings, carry camera gear and chase test bikes while equipped with onboard cameras.

We chose a Super Blackbird because it is very versatile – fast enough to keep up with almost anything, comfortable enough to take on tour, capable of accepting a variety of luggage, accessories and even a pillion passenger. Add to the mix a bulletproof powerplant and bargain prices – you can easily get a good one for under 10 grand - and parking one in the Cycle Torque shed was a pretty easy decision.

We were using it during a photoshoot when the Blackbird went down. One of Cycle Torque’s team of unpaid volunteers was riding the bike and I was on the back about to capture video of a test bike when, at about 5km/h, as we went from a gravel shoulder onto the bitumen the rider tried to put his foot down to steady the manoeuvre but discovered his legs were too short and over we went.

The right hand side of our fully-faired sports tourer slid a metre or so along highly abrasive bitumen, leaving some awful scars. The mirror mount was cracked and there were a few other scratches. Not much damage really, but the scratches were spectacular.

The option of making an insurance claim

was discussed, but dismissed quickly. We needed to turn this misfortune into an opportunity, and it soon dawned on us: while we would probably never own the most legendary Honda ever built - the 1982 CB1100R* - what was stopping us doing the Blackbird in 1100R colours?

Not much, as it turned out. John Allman of Mototech Australia, was happy to assist us with the project. Mototech offers full crash repairs and painting services, either back to original, custom jobs like this one or even fine airbrush work to the customer’s requirements.

We’d also like to point out most of the other paint shops you’ll see advertised on these pages were keen to work with Cycle Torque on this project, but the convenience of simply transporting the bike to Mototech’s Wetherill Park workshop in Western Sydney, combined with John’s reputation for great work and his support of Cycle Torque over the years made the decision to use Mototech easier.

Like all professional paint shops, Mototech use a variety of quality 2-pack paints – using paints from different manufacturers means he can match colours better. However, the paint’s one of the last parts of the puzzle - so much of a good paint job is in the preparation.

In the case of our CBR, John stripped the bike and got to work preparing the bodywork – carefully cleaning everything of grease, road grime, old stickers and their glue before plastic welding the cracks, filling the scratches, sanding it all back and priming before painting in the

base white of the new design.

Then the bike was put back together.

Yep, that’s the smart - really only - way to design a good custom job. Sure, John prepared a plan on his computer aided design system based on pictures of the old CB1100R, but when it came to masking off the areas of different colours, the bodywork needed to be back on the bike, so it was loosely reassembled.

Mototech makes many of the stickers it needs in-house, although sometimes they are ordered in from other suppliers or the bike’s manufacturer, too.

Then tape was used to isolate the different colours before the parts to be painted went into the spray booth.

Inside the dust-free spray booth John applied the colours he’d mixed up himself to match the candy-apple red Honda used 30 years ago on its production race machine, as well as the white and blue which are Honda’s traditional racing colours.

At John’s suggestion, the wheels were also painted – and the gold wheels really set off this machine, which now pulls double-takes from riders young and old. These were cleaned, etchprimed and painted.

“It isn’t a concourse job,” Allman told Cycle Torque, referring to the level of quality needed to win bike shows. “For concourse work we make sure every line, every detail is as perfect as we can, and then rub back and clear coat multiple times. All the extra labour can add 50 per cent to the price of a

g a legend

ed it should come back better than ever...

e white in the spray booth.

Masking up for the blue and red.

An example of Mototech’s custom work.

The Mototech team

job, but they look fantastic.”

With the condition of Cycle Torque’s Blackbird - its mileage, usage and the realty that this bike is not destined for bike shows - meant we were more than happy with the quality of the job.

Repairing and painting a motorcycle is a time consuming process being performed by a professional tradesman using expensive materials, so a job like this doesn’t come cheaply – you are looking at about $2500 worth of work here.

However, if we had made an insurance claim we would have had to pay a $1000 excess and would have got back the same as what we started with – a standard, black Blackbird. Nothing wrong with that, but for the extra expense I know which one I’d prefer to own, and if you look after it this bike would be worth more than a stock CBR, too.

Bringing the bike back to standard would have been cheaper because not all the panels and fuel tank would have needed to be painted, and no custom stickers or design would have been required.

DIY

The idea of painting a bike yourself is an option - if you have heaps of time, a well-equipped workshop and a really patient work ethic. And the first time you do it there’s a really good chance you’ll spend more than a professional will charge, because you’ll have to learn years of technique before you have the skills to do a really good job.

Metal parts need to be completely stripped, either by bead blasting, sand blasting, chemical stripping or sanding. Plastic parts need to be sanded back, repaired (usually by plastic welding) and filled. Then it’s multiple layers of primer before the painting, which in a home workshop situation usually means polyurethane enamel, which will give a great finish but the

overspray can cover everything in your workshop with a fine coating of paint.

I do recommend learning to paint small parts if you’re doing a restoration job, but repairing a modern bike to a level of at least as good as it came out of the factory? You’d get it done quicker taking a second job and saving the money than trying to do it yourself.

As far as choosing a painter goes, we’d always recommend looking for one which specialises in motorcycles, which may mean sending your pride and joy - or at least the parts which need repairs and paint - away from your hometown, because there are few great painters we have found outside Australia’s cities.

Of course, all the paint shops you see advertised in Cycle Torque specialise in painting motorcycles, so they are the best places to start. And if you’re looking for a custom paint job, ask questions and find someone you get on well with to do your job – for example, it was John who suggested we paint the wheels of the Blackbird, and that has really set-off the bike, and it’s something no-one in the Cycle Torque office thought of.

Even if your bike isn’t damaged, having it painted to reflect your style and taste is a great way to make a personal statement about your motorcycling. And it’s probably cheaper than trading in on something newer!

– Nigel Paterson *OK, maybe the first CB750 or the RC30 are the most legendary Hondas.

But not around this office.

GRAPHIC

RRP

$119.50

PLAIN

RRP

$99.95

www.cycletorque.com.au

CYCLE TORQUE FEATURE : BRP THERE are many Australians who believe Can-Am is a small manufacturer of three and four-wheeled ATV and road vehicles better known as Spyders.

In reality, Can-Am is a slice of BRP – Bombardier Recreational Products, one of the largest manufacturers of Powersports machinery in the world.

You could own a number of BRP products and not realise it. Got an Evinrude outboard? BRP owns Evinrude.

Ride a Sea-Doo PWC? BRP. Even the famous Rotax engine company is owned and has been for decades - by BRP. BRP came into existence in 2003, having been spun off from Bombardier, a company which grew from humble pre-WW2 beginnings building over snow vehicles into a huge corporation which still today builds aeroplanes, trains and other industrial machinery.

Bombardier had become so big, in fact, it decided to spin off the recreational products everything from Ski-Doo snowmobiles to the PWCs and ATVs - into a separate company it named BRP (interestingly, its train-building interests were inherited when it bought Rotax, and it bought the Austrian engine maker because the Ski-Doo snowmobiles were doing so well using engines from Rotax).

BRP is one of the largest private companies around, owned by the Bombardier family, one of Canada’s largest pension funds and an American investment firm. BRP is able to be innovative and inventive because it doesn’t have to satisfy thousands and thousands of different shareholders.

Which is why it’s able to build vehicles like the Spyder, which breaks all the rules with it’s three-wheel design, the world’s first PWC (water craft) with a brake and these trick Ski-Doos with suspension which almost makes me wish I lived in a country where you could have serious fun in the snow.

15 years ago Bombardier made two product ranges for recreational customers and sold them in three countries - these days BRP has seven product ranges in 110 countries.

BRP is also a very international company, with factories in Canada, the USA, Mexico, Austria and Finland, although its home is Canada.

Cold beginnings

J A Bombardier built his first snowmobile when he was 15 years old. It was tough times between the two wars and the young man mounted an old Ford car engine on a sled and drove it across the snow using a propellor.

When his father saw it, he instantly insisted it be disassembled, because it was too dangerous.

Years later that young man would watch his two-year-old child die from a ruptured appendix, a snowstorm preventing him from getting the child to a hospital, and that tragic event drove him to build a proper over-snow vehicle.

The breakthrough was to use a sprocket to drive a belt and having two skis up front. As a mechanic Bombardier had the skills to manufacture all sorts of parts and he did so in his workshop in Valcourt, 130km out of Montreal.

When Canada entered WWII the fledgling Bombardier factory was turned over to producing over snow vehicles for the military. It wasn’t until 48 – August 2011

Yellow Blood

the fifties and Bombardier’s idea to combine a small engine from Rotax with a twin-ski front end and sprocket-drive caterpillar track that Bombardier finally built his idea of personal over-snow transport (and by that time he wasn’t the first person to do it, but he was the first to commercialise the idea). A signwriter read his instruction incorrectly and changed the name of the vehicle from Ski-Dog to Ski-Doo. Ski-Doo was so successful the company bought Rotax and eventually Lynx, a European competitor.

Design and development

There’s a really cool video BRP has made about its Centre for Innovation (you can find the link at www.cycletorque.com.au/more) which tries to get to the core of the company’s development philosophy - Innovation, Functionality and ‘Wow!’.

It’s a bit of a cliche, but as the video says, these are the guys who don’t just dream about the future, they build it. On display at the centre are some of the concept vehicles the team had come up with, and they are radical, exciting designs.

Building a ‘one-off’ is a bit different to producing a machine which can be put into production so some of the more radical ideas have to be left on the shelf.

“We decide who will be our focus customer and we try to satisfy this customer as much as we can.

We won’t try to encompasses all the needs (of everyone) because then you’re making mistakes, a product which lacks character and no-one will recognise their needs within the product,” Denys Lapointe, Executive Vice President of Design and Innovation, told Cycle Torque.

BRP was also happy to take us on a tour of its design centre, but we weren’t allowed to take pictures. And because we weren’t allowed to take our mobiles out of our pockets - for fearing making Concept ATV. pictures - I couldn’t record the talks, either. Even so, it was a fascinating tour, and an insight into how new Powersports vehicles are developed.

It starts with drawings: sure, they are done on a computer, but using pens and brushes on tablets which the computer can render up onto screens. One of the designers drew up a car literally in a few minutes while a colleague told us how

the process works. From there the sketches are taken into Computer Aided Design systems, to slice and dice the designs into parts which can be manufactured.

The CAD drawings are then used to help build prototypes: some of these are running prototypes - such as the early side-by-side off-roaders we saw - and some are design mock ups, usually made of clay.

We were shown some prototypes of various BRP machines, including some of the early Spyder threewheelers. They are remarkably similar to the final result, at least in concept and shape.

Pride of place was a 4WD four seat giant beach buggy, which would be so much fun in the sand dunes I reckon some would be selling their souls to get one. No, I don’t think it will ever go into production, and no, there are no pictures of it in the wild I know about.

Passion

I met a number of BRP management while in Canada, and they have one thing in common Yellow Blood. It’s a moniker which runs back many years, when a Bombardier manager referred to a particularly passionate dealer as having Yellow Blood. The joke stuck, and now having Yellow Blood means you’re passionate about BRP and the powersport machines it produces.

Why yellow? J A Bombardier bought yellow paint from a local government when it decided to switch to white road markings... and having such a distinctive colour for his Ski-Doos has been a big help with marketing by the time over 100 different manufacturers had popped up.

BRP has since patented the colour and it’s the traditional colour of many of its vehicles and racing colour.

– Nigel Paterson

Next month: Radical designs and a factory visit.

Left: The Bombardier museum features actors who tell you about the history of the company this man plays a mechanic who talks about the over-snow vehicles of the 1930s, ’40s and ’50s.

Concept Sea-Doo watercraft.

Early prototype and production Ski-Doo.

Concept Ski-Doo snowmobile.

Above: Denys Lapointe runs the Design & innovation Centre for BRP. He’s astride the new hybrid Can-Am concept Spyder.

Above: On display in the Bombardier museum is this monster built to set an over-snow speed record. It failed, but the sound of four Kawasaki triple twostrokes would have been an avalanche-inducing cacophony.

Above: In the entrance hall of the design and Innovation centre. No pictures allowed to be taken inside!

INFORMATION FROM OUR ADVERTISERS 1

Spot Light

2

Stay hydrated

1

A GOOD light can mean the difference between fun and misery.

Black Diamond make some of the best outdoor gear in the world, and this headlight is definitely up the fun end of the spectrum.

It will stun the Kookaburras out of the trees or adjust to gentle light for reading. With a red light mode night vision is preserved and can be accessed without going through the white light mode. It even has a strobe, so you can alert oncoming vehicles or create a buzz at a party. The light has many uses.

Price: $78 + $7 postage.

Avail able from: Direct from Andy Strapz, 03 9770 2207.

More info:www.cycletorque.com.au/more GEIGERRIG’S pressurised hydration engine is all about keeping you hydrated but it’s handy for a number of other uses as well.

Geigerrig reckons you will drink 30 per cent more water than with a regular hydro pack because you don’t have to suck the water in when you bite down on the valve.

You can safely share your water without the person needing to use our valve, and spraying water on to clean wounds is another bonus of the system.

The backpack comes with a hydration engine included but you can purchase just the hydration engine on its own if needed.

Price: Backpack from $140, Hydration Engine $47.95.

Avail able from: Direct from Rocky Creek Designs, 02 6687 1388.

More info: www.cycletorque.com.au/more 3

Big Block

4

Get forked

2

MADE for the true adventurer the new K784 from Kenda has everything you need to get you anywhere on or off road. Tread pattern provides high traction on a variety of terrain, wears well and handles today’s high speed adventure bikes.

The high impact bias ply casing structure also provides a high level of puncture resistance. Sizes in 17, 18, 19 and 21 inch.

Price: Fronts start from $149, with rears starting from $179.

Avail able from: Good bike shops More info: www.cycletorque.com.au/more A GOOD way of protecting your fork springs and seals is to use a fork brace – it fits between the front guard and the tyre – when you tie your bike down in the trailer.

Made from injection moulded polycarbonate, the La Corsa Fork Support is a very cost effective tool.

Price: $19.95 Avail able from: Good bike shops More info: www.cycletorque.com.au/more

3 4

More Information: www.cycletorque.com.au/more

1 1

Safety lanyard

2

Jet buster

IT’S not much fun falling off your quad at the best of times but even less so if the quad keeps going into the distance without you.

To solve this problem Yamaha has a GYTR Racing Lanyard which plugs straight into your Raptor 700’s wiring harness.

If you come off, the lanyard disconnects and the motor is instantly shut down.

Price: $65.70 Avail able from: Yamaha dealers More info: www.cycletorque.com.au/more CHECK out the new JET handguards from Barkbusters.

The tough moulded plastic guards are backed up by even tougher alloy brackets which bolt to your handlebars via the specific mounting kit for your bike.

Barkbusters has been around for yonks, simply because they are a top level product for a great price.

Fits all standard ’bars, and 80 per cent of tapered ’bars.

Price: Standard ’bars $89.96, Tapered ’bars $99.95.

Avail able from: Good bike shops More info: www.cycletorque.com.au/more 3

Explorer

TRIUMPH’S Explorer jacket is just the ticket for this time of the year.

With a Sympatex performance membrane, detachable Storm Collar and internal Storm Guard, and loads of ventilation panels the Explorer may be about keeping you warm, but it’s also designed to keep you cool, and still protect (integral CE armour) when it gets hot.

There’s also a soft shell detachable windproof inner jacket that can also be worn off-bike.

Price: $559 Avail able from: Triumph dealers nationwide More info: www.cycletorque.com.au/more 4

2

3

Lifestyle for athletes

RED Bull and off-road legend Heinz Kinigadner have joined forces to produce a range of clothing and gear for off-road enthusiasts.

Tees, towels, goggles, nylons. You name it, there’s something for you.

Price: MX jersey $89.95, MX pants $259.95 Avail able from: Good bike shops everywhere.

More info: www.cycletorque.com.au/ more

4

More Information: www.cycletorque.com.au/more

Raging good Rosso

PIRELLI has been making huge inroads in tyre technology with info gained from the Superbike World Championship where it supplies the control tyres.

Last year Cycle Torque exclusively ran Pirelli tyres on our project Daytona 675 race bike so when a set of tyres were needed for our Ducati 851 we thought we’d try the new Diablo Rosso Corsa.

The tyre is really designed for modern motorcycles and power outputs so it was never going to be really challenged coping with the power of our old-school 851.

That said the first time we tried the tyres was on a wet track, and we came away surprised at how well they gripped in such conditions. Since then a few day rides in nice conditions has let us sample how well the tyres grip when you push them a bit harder. We especially like the way the bike has responded to the new tyres. Tipping into a corner is now as simple as looking and leaning, and side grip is better than anyone at Cycle Torque is willing to push the bike on the road.

Most 17 inch rim widths are catered for.

Price: 120/70-17 $205, 180/55-17 $299 Avail able from: Good motorcycle shops More info: www.cycletorque.com.au/more

Support me

I GOT the chance to give the waterproof Forma boots a massive workout during our adventure tour into the outback. First up they look the business, especially in the brown leather, but more importantly they feel very comfortable. I was in them for hours on end, day after day, and I had no complaints, and no blisters.

I wasn’t just on the bike though, I spent plenty of time on my feet taking photos or video, and the Forma boots never gave a moment’s grief.

Another bonus is their light weight while still being stiff enough to offer support and protection.

Great price too.

– Nigel Paterson Price: $390 Avail able from: Direct from Andy Strapz, (03) 9770 2207 More info: www.cycletorque.com.au/more

More Information: www. cycletorque.com.au/more

1. How to Restore Your Motorcycle

The market for used motorcycles is vast and deep, with many popular motorcycles available for a fraction of what they cost when new even a few years ago. With a little hard work and know-how, a restored used bike can become a reliable and stylish commuter vehicle.

But restoring an older motorcycle can be challenging. Often you’re dealing with old technology, parts that are hard to replace, rusty and stubborn bolts, etc. How to Restore Your Motorcycle walks the reader through the process of tearing down an old motorcycle and building it back up again. This revised edition adds color photography throughout, as well as new information covering bikes and technologies new to the collector realm. $39.99

Boo

2. Advanced custom motorcycle assembly

What started in the mid-90s when a few people decided to build from aftermarket parts·because they couldn’t buy one at the dealer·has evolved into a full-blown industry. Today, every small town has a Chopper or Custom bike shop and every cable TV channel has a Biker Build-Off series. No longer content to build copies of stock motorcycles, today’s builder wants a motorcycle that’s longer, lower, and sexier than anything approved by a factory design team. Wolfgang Publications and Tim Remus were there at the very beginning of the trend with their Ultimate V-Twin Motorcycle book. Today they’re back with their new book, Advanced Custom Motorcycle Assembly & Fabrication. Part catalog, part service manual, and part inspiration, this new book offers help with planning the project, getting the right look and actually assembling that custom bike you’ve dreamed about for years. Three start-to-finish sequences show not just how the best bikes are bolted together, but how the unique one-off gas tanks are shaped and then covered with candy brandywine paint. $44.95

3. Vespa Scooters Buyer’s Guide

The two stroke Vespa is rightly regarded as an iconic scooter. Its initial purpose was to provide low cost transportation to the masses in the 1950s, but it evolved through the vibrant ‘60s to became a symbol of the burgeoning youth culture, and on into the ‘90s when it became firmly entrenched as an Italian icon. The history of this phenomenon has been well documented, as has the subculture that surrounds it, but there has been no previous attempt to provide a guide to buying one of these classic scooters. $19.99

4. Sportbike Suspension Tuning

Sportbike Suspension Tuning’ covers the basics—setting static sag for your weight—as well as more subtle and advanced adjustments, such as how to optimize rear-end squat. A comprehensive discussion on chassis geometry, suspension technology, and the many interactions among adjustments helps demystify suspension tuning. Andrew also explains how to analyze various handling symptoms and make adjustments to correct them. Plus, he offers specific setup techniques for both the street and the track. $29.99

5. Australia’s Speedway King

Colin Stewart was once a top international dirt track speedway rider, and one of the trail blazing Australians who established the new sport on the world stage. The distinctive feature of dirt track speedway racing was motorbikes without brakes “broadsiding” round corners at terrifying speeds. Colin was one of the pioneer riders who developed the art of broadsiding, and he was once considered to be the world’s best. $29.95

6. Ultimate sheet metal fabrication

Develop the skills you need to build your own sheet metal parts! Expert customizer Tim Remus combines his knowledge with metalworkers Steve Davis, Bob Monroe, Steve Moal and Craig Naff, to provide all the instruction you need to get the job done right. Detailed chapters cover: the right tool for the job; materials; welding; repairs; building from scratch and finish work; plus tips on how to repair and modify an existing part and starting from scratch. Create your own complex shapes from scratch or repair damaged panels with help from todays knowledgeable craftsmen. $36.50

7. How to: Airbrush Pin-Ups

How to Airbrush Pinups is a collection of ten sequences done by well-known and experienced airbrush artists. The human form, the human face, and skin tones, are three topics that beginning artists struggle to get right. And it is these three topics that make up much of this new book. Each of the ten photo sequences starts with the artist’s sketch and moves, step-by-step, to the finished panel. $59.95

8. How to Set Up Your Motorcycle Workshop

From a corner of the garage set up for routine maintenance to a dream shop housing precious classic machines, How to Set

Up Your Motorcycle Workshop, Third Edition will help you make the most of your space. Packed with easy-to-read practical advice, author C. G. Masi walks the reader through designing, building, and equipping the workshop you need - whether you plan to restore, repair, and maintain your own bikes or hope to open a small commercial facility. $44.95

9. Motorcycle Maintenance

The purpose of this book is to introduce the novice motorcycle mechanic to the basic mechanical concepts that go into designing, building and maintaining modern motorcycles. By performing their own basic maintenance readers will gain a much better understanding of how motorcycles function, and develop a much better feel for the health of their bike and deal with little problems before they become a big one, or worse, a serious safety issue. This text is written so that anyone with the proper training and the right attitude can become a competent if not excellent mechanic. $65.00

10. Pro Airbrush Techniques with Vince Goodeve

Written by well-known Airbrush artist Vince Goodeve, this new book explains a lifetime’s worth of learning. Follow Vince through multiple photo sequences that explain his choice of colour, sense of design and preference for tools and materials. Projects include simple graphics as well as complex designs. Suitable for both beginner and advanced airbrush artists. $55

To Order Call 02 4956 9820 or www. cycletorque.com.au or see order form on page 60

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Launch Report – 2012 KTM four-stroke EXC range REPORT BY

Todd Reed

PHOTOS BY

iKapture

RIDING GEAR: Shift helmet, Shoei helmet, Shift nylons, Alpinestars boots.

Smarty gave us the rundown on the two-strokes last month. Now it’s Todd’s turn to give an insight into the fire-breathing four bangers.

T

Trail attack

Continued next page

Launch Report – 2012 KTM four-stroke EXC range ALL NEW. These are the first two words that spring to mind when you mention the 2012 Range of EXC-F four-strokes from KTM. The Austrian Giant shifted its 2012 production focus to the complete line of EXC models. Seven different bikes complete the off-road range, with three two-strokes and four four-strokes. Every bike in the range has undergone significant upgrades for 2012.

Each bike in the EXC range has undergone extensive upgrades and comes into 2012 with a completely new image. The most obvious change to the EXC fleet is the new bodywork and ergonomics that complete the external package.

KTM went with the Stefan Everts SX-F styled design which gives the orange machines that modern new look that most other off-road inspired bikes seem to be missing out on. An all new chassis was developed for the EXC fleet and the entire range share basically the same frame; the chassis also utilises the well known link-free PDS suspension system which seems to work extremely well. The rest of the changes are more specific for each bike, so read on to find out more about the EXC you’re interested in.

Wyaralong Moto Park was the location of the launch. It’s situated in southeast Queensland, not far from Beaudesert 90 minutes from the beautiful beaches of the Gold Coast Wyaralong Moto Park is scheduled to open later in 2011 and boasts nearly 2000 acres of land in a joint venture between Motorcycling Australia, Motorcycling Queensland and the Queensland Government.

250 EXC-F

A new chassis and suspension combination is the headlining upgrade on the 250 EXC-F, and the new chassis which is featured on every EXC model maintains the linkage-less PDS rear suspension system along with the chromoly steel frame. Just like the SX-F, the EXC-F receives the new rear suspension cradle mount on the backside of the frame.

This new cradle system works towards isolating the rear suspension forces away from the rest of the frame with a separate mounting system and bracket that hold the top of the rear shock. Once you see the bike stripped down it is easy to see how this system works and how the bike can benefit from this type of technology. The front suspension is similar to earlier models (the externals are the same) however the internal settings have been overhauled to complement the new chassis and rear shock set-up.

The engine gets a significant upgrade with a Keihin engine management system (EMS) added to the bike. The cylinder head is modified to match the EFI system along with a new exhaust system which is also designed to mesh with the rest of the engine upgrades.

The small bore 250 was the first bike we threw a leg over and took onto the Wyaralong trails. After a few laps getting used to the trails and the track conditions we began to warm to the 250 EXC-F and before long were right at home on the little orange weapon. It begs you to ride it harder than the other four-strokes in the range, giving best results when you’re high in the rev range and pushing the bike hard. The small bore package provides a lot of fun and is enjoyable for any level of rider. With the light weight and nimble feel of the small bore thumper it is great on those tighter sections of the track or for those who aren’t so fit to hang onto a rocketship 500 for any extended period of time. The new chassis modifications are a welcome addition on the track, the rear end of the KTM feels much more independent than in the past and improves the feeling of the back of the bike in those nasty bumps.

Continued next page

Launch Report – 2012 KTM four-stroke EXC range S p e c i f i c at i o n s: KTM EXC-F – 250/350/450/500 Engine Type: Liquid-cooled single Capacity: 248/349/449/510cc Transmission: 6-speed Fuel Capacity: 9.5 Litres Frame Type: Central double cradle Seat Height: 970 Wet Weight: 105/107/111/111.5kg Front Suspension: 48mm WP USD Rear Suspension: WP PDS Brakes: Single disc front and rear Tyres: 90/90-21, 120-140/90-18 Price (RRP): $11,995, $12,495, $12,795, $12,995 + ORC www.cycletorque.com.au/more

350 EXC-F

A totally new concept has been introduced to the off-road scene, the KTM 350 EXC-F. The 350 is based on the SX-F version launched last season and is now set to take off in the enduro/off-road scene in Australia.

The 350 is the perfect bike for all those weekend warriors out there who claim their 450s are too quick but find that a 250F is too slow and requires too much work to keep them going at a decent pace. It feels light and nimble like a 250, yet much faster once you start to twist the throttle. The 350 gains speed quickly and enjoys the rider putting in some effort, giving the bike some revs and being a bit more active on the gears than a 450. It was arguably the best bike on the day throughout the special test style layout and had the perfect match of power and agility.

The suspension package complements the rest of the bike very well. Around the off-road sprint style layout we had marked out, the 350 hit every mark and glided over all the bumps with ease, being totally predictable and firm, yet plush and easy on the rider.

450 EXC-F

The KTM 450 EXC-F gets the works; new engine, new suspension and the all new chassis. The 450cc engine has been redeveloped to be much more lightweight and includes a state of the art electronic fuel injection system. The water-cooled, single overhead cam engine has been purposely developed for off-road use and concentrates on durability and an easy to ride package for the trail rider within us all.

After you take to the trail on the new 450 it is easy to see how rider friendly KTM has made this engine; the motor can be chugged along and short shifted without any hassles and it produces very good power at low RPMs, making the bike very easy to ride on

most trails, with fewer gear changes. Keep twisting the throttle and you’ll notice the big KTM still revs quite high for an off-road bike and doesn’t mind the rider feeding a few more revs into the donk either.

The shared chassis works well and gives the 450 a quite nimble feeling for an open class weapon. The WP suspension is great for standard equipment and we never felt uncomfortable on the trail, whether it was at high speed or simply cruising through the tight sections.

500 EXC-F

Sharing all the same features and upgrades as the 450, the only single difference with the 500 lies within the engine capacity. A longer connecting rod ‘strokes’ the 450 out to a 500.

500cc is a lot of bike when you’re out on the track and hammering amongst the trees.

The 500 certainly favours the more open and flowing sections of the Aussie bush and would be an absolute blast on winding fire trails and open flowing scrub. That said, the 500 still handles the tight stuff well and is easily chugged around the trees and is quite handy when the odd hillclimb or steep section emerges on the trail.

The Verdict

In a perfect world we would have the 250, 350 and 450 all parked in the garage and the 500 would be sitting there waiting for the Finke or Hattah Desert race. Quality components are littered everywhere and after you fire the bike up with the electric start, it is quite easy to make the change from one bike to the next. All four bikes have a similar ergonomics package with Renthal fat ‘bars, Brembo brakes and hydraulic clutch.

KTM has priced the four bikes quite close to each other. The 250 retails for $11,995, 350 $12,495, 450 $12,795, 500 $12,995.

I wonder if KTM do package deals? n

Launch Report – Honda VFR800X Crossrunner REPORT BY

Chris Pickett PHOTOS BY Honda

RIDING GEAR: KBC helmet, Joe Rocket jacket, Hornee jeans, Thomas Cook boots.

Long travel for long travels Comfortable and versatile, at a bargain price…

S p e c i f i c at i o n s: honda vfr800x Engine Type: Liquid-cooled V-four Capacity: 782cc Transmission: 6-speed Fuel Capacity: 21.5 Litres Frame Type: Twin beam alloy Seat Height: 816 Wet Weight: 240kg Front Suspension: 43mm Rear Suspension: Pro-Link Brakes: Twin 3-piston, single 2-piston Tyres: 120/70-17, 180/55-17 Price (RRP): $14,990 + ORC www.cycletorque.com.au/more Call for a quote

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HONDA'S VFR800X Crossrunner is one of the best of the new breed of adventure-style road bikes I've ever ridden.

What, no adventure?

When I turned up for the launch of the new VFR800X I was expecting an adventure bike. What I got was a VFR800 with minimal weather protection. There’s more to it of course, but although the Crossrunner looks like it would be capable off-road, it’s really a style rather than substance thing.One major clue is the fact the bike wears 17 inch wheels at both ends (120/70-17 & 180/55-17 tyres), so this restricts adventure type tyre choice, and therefore restricts where you can comfortably go. Decent dirt roads are no problem, and fire trails are okay too, but going further off-road would need a rider comfortable with his or her skill set. One thing the VFR800X doesn’t lack is ground clearance, and I can see Honda further developing this bike into a real adventure tourer, with larger diameter wheels and maybe the engine from the VFR1200, not that it needs it though.

Not so snappy V4

When the first VTEC VFR800 was released

it copped a bit of a panning from the press.

The bike would feel flat down low and then produce much more horsepower when the sleeping valves cut in, and not always when you wanted it. Honda actually heeded these criticisms and on the 2009 VFR800 changed the VTEC so the extra power was brought in further down the rev range. The Crossrunner essentially uses this same engine but with further minor changes to the 782cc engine to suit the type of riding expected, namely a heavier flywheel, different inlet trumpets and inevitable ECU updates, to tone down the ‘snappiness’.

Ancillaries

An aluminium twin spar frame is used, with 43mm cartridge type conventional forks at the front and a Pro-Arm single sided swingarm and Pro-Link rising rate rear shock. It all looks very similar to the standard VFR, but instead of the usual hydraulic pre-load adjuster, the Crossrunner rider has to make do with a C spanner. It’s hard to fathom why Honda did this, as it makes adjusting the shock a bit of an unnecessary chore.Honda has used the well developed combined braking system with non switchable ABS. With this system, using

the rear brake will also activate a few of the front caliper pistons as well. Hard rear brake trailing into a corner may not be the VFR’s forte but overall the system works very well.

On the standard VFR the mufflers exited right beneath the seat which looked very nice but gave pillions a hot bottom. On the Crossrunner Honda has redone the exhaust system to route the muffler down low on the right hand side.

When I say down low, it’s not that low that it scrapes unless you’ve fallen off.

Styling is polarising. I don’t love it but I could see it growing on me. Friends I showed the bike to loved it so if you think the styling would stop you from buying the bike, get over yourself. People don’t really care what your bike looks like. I found the riding position to be just about spot on. You seem to sit quite high, much higher than the 816mm seat height would suggest, and the rider’s seat is nice and flat; the pillion does all right too. Not sure how Honda has got the seat feeling so high but I like it. Footpeg and handlebar position was good for a six foot me. A small screen greets the rider, as does a cool looking instrument display which includes a digital LCD speedo and a host of other bits of info to get you through the day.

Continued next page

On the road

Even though the bike tips the scales at 240kg without fuel it doesn’t feel anything like that when you are riding along. Steering is quite neutral and ground clearance is more than ample. The first riding session of the launch was a variety of country and city roads and I couldn’t have been more impressed with the bike. I mean the engine is a stunner but a bit more on that later.

The second phase of the launch included some track time at a private facility. It was here I could explore the outer regions of the bike’s handling and power. Even though it might not have a racy riding position, the ‘X’ can still be hustled along very nicely thank you. The only fly in the ointment was a slightly vague feeling from the front end, but this was when pushing hard. At track pace I couldn’t fault the brakes or the way the basic suspension worked, only that vague feeling from the front end.

From there it was goodbye to all and sundry as I headed off to experience the Crossrunner for another couple of weeks. I decided to take a series of back roads home, roads which are not and have never been known for their

smoothness. It was here the shock showed up a few flaws in the way it coped with sharp hits and bumps, feeling harsh and unforgiving in these conditions, something which never reared its head on the smoother roads earlier in the day.I’m sure it could be dialled out to a degree but without the hydraulic pre-load adjuster (there’s also the rebound damping to play with) it makes it more time consuming to do.As for the engine, wow. I’ve always loved Honda’s V-Fours, and in fact I own two Honda VF1000s (no, I don’t have a V-Four fetish) but this engine is simply one of the best I’ve ever sampled of any type. It hasn’t got 200 horsepower, it doesn’t wheelstand like a Ducati 1198 and it is a bit more complex than it probably needs to be, but then again Honda’s go has always been to showcase its technical capabilities, which is why the first V-Four was born back in the early ’80s.It might have ‘only’ 100 horsepower or so but it feels stronger. It is extremely flexible and the exhaust note when you open it up is glorious, and would be even more so with an accessory pipe. It also has that lovely ‘rumble’ that only a V-Four has when you lug the engine from low revs in too high a gear. The six speed

’box is a gem too, with slick gear changes and ratios spot on.It’s not bad on fuel either, with a range of over 300 kilometres from the 21.5 litre tank.

Extras

There are a range of genuine accessories you can get for the Crossrunner. Panniers, top box, tall screen and heated hand grips. I found the standard height screen displayed almost no buffeting.

Verdict

It’s hard not to give this bike a very big thumbs up. On the roads I live on I’d look at softening the rear shock, and I’d go for the tall screen and heated handgrips. Oh, and as I said before I’d have to go for a more ‘soulful’ muffler.But that engine, and the riding position makes the Crossrunner almost perfect for me as a day to day prospect.

Honda has priced the Crossrunner very competitively at $14,990 + ORC, with a two year warranty. n

The panniers and top box are options to turn your Crossrunner into a tourer.

Styling is polarising.

Screen is effective for something so small.

Ultra-modern instruments.