Cycle Torqu June 2011

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: ALSO RIDDEN 2011 Suzuki0 GSX-R750/60 i launch, Bollin Speed 200.

Aprilia RSV4 Factory APRC

LAUNCH CONTROL KTM EXC 300 & Husaberg TE 300

TWIN SCREAMERS

FEATURES: Tassie on a Ténéré + Proje c Hyosung t

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Contents 24 test

aprilia rsv4 factory aprc

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38

test

Suzuki gsx-r 750/600

launch

KTM EXC 300 & husaberg te 300

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45

test

feature

bollini speed 200

project hyosung gt features

50 touring tassie

REGULARS 3-19 News 21 LETTERS 22 e-Torque 23 GUNTRIP 32 EDITORIAL 33 race torque 34 Dirty torque

48 BOOK SALES

Cover photos: Aprilia by Nigel Paterson, KTM by Chris Pickett 2 – JUNE 2011

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Wire ropes need review

MOTORCYCLISTS’ lives are being placed at risk because of the increased use of wire rope barriers, Federal Member for Cowper Luke Hartsuyker said recently.

Mr Hartsuyker was commenting in relation to the amputation of a motorcyclist’s leg after he fell from his bike and hit wire dividers on the Pacific Highway near Taree.

“In my opinion, the danger wire barriers pose to motorcyclists should be the starting point, before any more are installed. Wire ropes might be appropriate to stop cars and trucks colliding but they are the most aggressive form of barrier for bike riders.

“The accident highlights why State Governments should review their policies in relation to the installation of wire rope barriers,” Mr Hartsuyker said.

“A full review should include, but not be limited to, establishing whether they should be banned, whether existing wire barriers should be made safer and whether all current wire barriers are necessary.

“In my view, many of these barriers have been installed without due consideration to the threats they pose to motorcyclists. Whilst Governments do have a responsibility to address blackspots where head-on collisions are prevalent, they also have a duty of care to all road users.

“The fact that wire barriers have a much shorter working life than concrete barriers should also be taken into account.

“Motorcycling is becoming an increasingly popular form of transport and is attracting a lot more riders who appreciate riding for pleasure.

“There is no use endangering motorcyclists simply to address a separate road safety problem.

“The number of motorcycles has risen more than 60 per cent over the past decade with well over 500,000 now in Australia.

“Wire rope barriers are potentially deadly for motorcyclists and at the very least they can inflict serious permanent damage.

“Governments need to ensure their policies reflect appropriate safety standards and community trends,” Mr Hartsuyker said. n

“It is a time for State Governments to review if and when these types of barriers are installed.

900 Husky

HUSQVARNA looks likely to release it’s largest ever capacity supermoto, powered by an engine heavily based on BMW’s F 800 R parallel twin unit.

The Italian based and German owned manufacturer has revealed some details about the new machine which could set Husqvarna on a whole new path of large capacity motorcycles.

According to Husqvarna, the company has “...reached a significant milestone in its long history by developing a street bike that will create an innovative new riding concept. This will focus on a unique combination of performance and versatility, with the pleasure and fun of riding the machine.”

Husqvarna has performed a number of ‘tweaks’ to the BMW engine, besides the obvious capacity boost, to increase power and torque, but we’d expect these changes would gain only a moderate increase.

In current form the BMW engine puts out 64kW and 86Nm of torque, but with the changes the Husky engine is expected to boost somewhat.

One thing is for certain, a supermoto with this sort of mumbo will be great fun indeed. n

JUNE 2011 – 3

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APRILIA RSV4 APRC – P24

KTM EXC 300 & HUSABERG TE300 page 28

APRILIA’S new Tuono V4 R APRC is perhaps the most Power has been tamed slightly, which is usually the case but advanced naked sportsbike bike ever built, according to it’s still claimed to be the most powerful bike in its class. the factory.

The chassis and suspension is straight from the RSV4. To check Aprilia has already released the RSV4 APRC which boasts a out how the bike handles and to see what technology the level of technology many manufacturers will be scrambling new V4 APRC engine is offering read the test of the RSV4 in to top. Traction, wheelie and launch control are just the start, this very issue. You probably won’t be able to buy a V4 Tuono and now Aprilia has decided to release essentially the same when this issue comes out but you will be able to order one. package in its Tuono, which will introduce naked bike lovers And the wait to actually get it won’t be long either. to the advanced electronics of the superbike world.

For firm prices and availability visit your local Aprilia dealer. n Why would you buy one? Well the roomier riding position is a good start, especially considering you get all the fruit of the RSV4 APRC.

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Non-ABS Ninja

KAWASAKI’S all-new ZX-10R has only been available in ABS form in Australia, until now.

A limited number of the model have been made available in Australia to satisfy market demand. The 2011 Ninja ZX-10R is available in the same colours as the Ninja ZX-10R ABS (Lime Green or Ebony) at the RRP of $18,999 + ORC. The release of the newly arrived Ninja ZX-10R could not have come at a better time for Kawasaki, with recently announced FCAI figures revealing the Ninja ZX-10R as the number one selling Supersports bike in Australia.

For 2011 the big Ninja got a massive shake up, with new-generation Sports Kawasaki Traction Control (S-KTRC) and selectable Power Modes. A Big Piston Fork (BPF), Öhlins Steering Damper, and horizontal back-link rear suspension standard equipment.

Check one out at your local Kawasaki dealer or visit www.kawasaki.com.au and check out the Cycle Torque video review at www.cycletorque.com.au/video.

Learner Duke DUCATI has just released a learner-legal Monster 659.

Ducati Australia says the bike was developed exclusively for the Australian market, and the Learner Approved Motorcycle Scheme (LAMs).

The new Monster 659 is based on the already highly successful Monster 696 and shares all the same key features.

“Ducati has produced the new Monster 659 specifically for our market as we want as many Australian learner riders as possible to have the opportunity to ride a new Ducati” said Warren Lee, CEO, Ducati Australia. “The 659 is based on the 696, already a very popular model with younger, female and less experienced riders, so it was the ideal basis for our LAMs model.”

The Monster 659 has an introductory RRP of $12,990 plus on road costs.

In late July or early August the Monster 659 with ABS is anticipated to arrive and will have an RRP of $13,990 plus ORC.

Cross country

Lots more information at your local dealer. n THREE everyday Aussies will undertake a challenge of a lifetime on XTZ660 Ténérés by attempting to cross Australia the hard way.

The Southern Crossing is a two wheeled adventure ride from the easternmost point in Australia to the most westerly. But unlike other trans-Australian riders, Leroy, Geordie and Jon will attempt the journey in practically a straight line, which they claim is a world first.

The Southern Crossing is set to be an adventure of true Australian spirit and unrivalled determination with over 98 per cent of the planned route consisting of dirt, sand, rock and mud. And there are over 1500 large sand hills in the Simpson Desert alone to be traversed.

“I have been planning this trip in my mind 10 – JUNE 2011

ever since I saw footage of the Leyland Brothers crossing our continent in a Land Rover in 1966. “We chose the Ténérés because they are the ideal motorcycle for this overland trip. We needed something rugged and reliable with enough power to get us up and over the dunes. But light enough to lift out of sections if we get bogged,” says project leader Leroy Robinson.

Visit the website at www. thesoutherncrossing.com.au or register for the ride at The Southern Crossing Facebook events page if you are keen to keep up to date with the trip.

YMA is sponsoring the coast to coast ride and will also keep viewers updated with details of the trip at www.yamaha-motor. com.au. n

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Ride with Glenn Allerton WHAT better way to experience the incredible BMW S 1000 RR than to be shown around Qld Raceway by Glenn Allerton, who is currently dominating the ASBK Australian Superbike Championship.

Morgan and Wacker BMW will be conducting on track test rides at Queensland Raceway on the afternoon of Sunday June 12th. As well as a fleet of ‘RRs’ they will have a large selection of other models that can be tested in separate sessions.

Spaces are strictly limited, bookings are essential.

For more information contact Morgan and Wacker BMW, Brisbane/Tony Ward (07) 3252-5691 or Gold Coast/Rick Gard 07 5591 4822. n

Polaris buys Indian Polaris has announced the acquisition of Indian Motorcycles.

Indian was America’s first motorcycle company, founded in 1901.

During the first half of the 20th century, Indian became the world’s largest motorcycle manufacturer, before ceasing production in the early 1950s. Recently re-born and producing premium bikes on a smaller scale, the brand is still well known to many people, helped no doubt by The World’s Fastest Indian movie.

Polaris entered the motorcycle industry in 1998 with the launch of Victory motorcycles and the introduction of the Victory V92C. In 2011 Victory has 14 models, all based around a couple of variants of its big capacity V-twin engine.

“We are excited to be part of the revitalisation of a quintessentially American brand,” said Scott Wine, CEO of Polaris Industries Inc. “Indian built America’s first motorcycle. With our technology and vision, we are confident we will deliver the classic Indian motorcycle, enhanced by the quality and performance for which Polaris and Victory are known.”

According to Polaris, Victory and Indian will continue to operate as two separate brands, each with its own models and designs. Buying the Indian brand could well be a masterstroke for Polaris. It already owns the ‘New American Motorcycle’, (one of Victory’s slogans) and now it owns the oldest brand too.

“We are delighted to have reached an agreement with Polaris. Polaris will utilise its well-known strengths in engineering, manufacturing, and distribution to complete the mission we undertook upon re-launching the brand in 2006: harness the enormous potential of the Indian brand,” said Stephen Julius, chairman of Indian and managing director of Stellican.

“Polaris is the most logical owner of Indian Motorcycle. Indian’s heritage brand will allow Polaris to aggressively compete across an expanded spectrum of the motorcycle market.”

We can only hope Polaris takes Indian down a different path to Victory, providing a real choice of difference to customers.

It’s likely the basic Indian powerplant will be retained, but benefiting from the Polaris touch. With Polaris’ huge R&D department we might even see some completely unexpected designs come from Indian.

Here’s hoping. n 12 – JUNE 2011

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Bucket Hijinks

XTM Moto

C AL L I NG a l l B uc ket racers to th e 2011 O n e Ho u r Ch a l l e n g e and Aus t ra l i a n Buc ket Nati on als.

X T RE M E I mp o r ts o f WA have co m m is s io ne d Ta iwa ne s e f ir m CP I to p ro du ce th e X TM ra n g e o f m o to rc yc l e s fo r Au s t ra lia.

Hel d at Wa k efield Par k o n the 17th & 1 8 t h o f S e p te mb e r 201 1 , t h i s wi l l be an uno fficial ‘Australian t i t le’ as all B uc ke t Nat i o n a l s h ave been since its beginning in 1 9 9 3 . B uc ke t R aci ng or i gi n a l l y s t a r ted on the 14th of M ay 1988 at O ran Par k .

The I t ali an de si gne d S X 250 ro a d -tra i l b o a s t s a h i -te c h l i q u i d co o le d 2 5 0 cc e ngi ne wi t h s i x-s p e e d g e a r b ox.

Buc k et ra c i n g has beco me hugely po pula r si nce i t s i nce p t i o n.

I t wa s o r i gi n a lly star ted for r iders to go raci ng o n low co st a n d wi d el y available commuter based m ac hi ne s. R o ad rac i ng is n ever c h ea p but this is about as chea p as i t ge t s, and t he growi n g p o p u lar it y of the classes over t he ye ar s shows li t t le sign o f a b at i n g.

Th e Po s t Cl a s sic R acing Associatio n w i ll b e p ro mo t i ng t he event a n d wi l l run main races for Sup e r li te, M o to li te, and a n ew c ateg o r y called Co mmuter lite. S up p o r t e ve nt s wi ll inc l u d e event s fo r Po st C lassic (1963 - 1 9 7 2 ), Fo rgo t te n E ra ( 1 9 7 3 - 1 9 8 2 ) , New E ra (1983 - 1990), Pre M o de r n (1 9 9 1 – 1 9 9 5 ) a n d Si d ec a r s ( Po st C lassic, Forgo tten E ra & M o de r n.

The fo ur- st ro ke si ngle fe at u re s d o u b l e ove r h e a d c a m , a l u m i n i u m swi ngar m, alumi ni um ha n d l e b a r s, d i s c b ra k e s f ro nt ( 267m m ) a n d b ack (2 3 0 mm) as we ll as e l e c tr i c a n d k i c k s t a r t.

Wi t h a b o re and st ro ke o f 70 x 65m m i t h a s a m a xi m u m p owe r o f 1 8 Kw at 8 0 0 0 r p m and m a xi m u m to rq u e o f 20. 5N m at 6000r p m .

The ne w machi ne we i g h s i n at 108k g a n d h a s a s e at h e i g ht o f 8 7 0 mm.

I t has L E D i ndi c ato r s an d a n th e re’s a n o p ti o n a l m o t a rd t yre k i t avai lab le. The f ue l t ank h o l d s 8. 5 l i tre s. Fo r m o re i n fo r m ati o n co nt ac t X t re me I mp o r t s WA o n 08 9471 9788 o r c h e c k o u t w w w. x t re me i mp o r t s.co m.au. n

Lo o k o u t i n a n upco ming issue of Cycle To rque to se e what g o es i nto b u i l ding one of these little fun machi ne s.

Fo r m o re i n fo r matio n call Ken Lindsay o n 0 4 3 9 8 7 1 9 2 7 , o r ema i l h i m at k lr rcb02@gmail.com . n

BeeWee KNOWING what to do at the scene of a bike crash could be the difference between life and death. Accident Scene Management Australia (ASMA) is running courses specifically for motorcycle riders, titled the “Crash Course for the Motorcyclist” to provide you with the education you need to be confident you’re doing the right thing.

This course is the first of a range of courses that will be run by ASMA and these courses have been run since 1996 in the USA by Accident Scene Management Inc. The Bystander Assistance Programme is designed to empower motorcyclists to take control of a motorcycle accident scene until emergency services arrive.

A motorcyclist is the most likely person to be the first person on scene of a motorcycle accident as we tend to ride in groups.

YAMAHA’S funky BeeWee scooter has received a radical makeover turning from caterpillar to butterfly for 2011.

The new model benefits from Yamaha’s experience with four-stroke single cylinder engines and the little fuel-injected 125cc machine hums the little scooter along quite nicely thank you.

Given that we like to ride in the country , the response times of ambulances can be lengthy.

The BeeWee 125 is available in Avalanche White and Midnight Black priced at a reasonable $3399 RRP inc GST.

There is more to this programme than first aid though, teaching practical approaches on how to react when it can all seem too much. Over 17,000 students have taken this course in the USA since its inception.

Find out more at www. yamaha-motor.com. au. n

A number of courses are available, so visit www.asma.org.au for more info. n

14 – JUNE 2011

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KTM Adventure

KTM Newcastle now has the full range of KTM and Husaberg off road models, so you can get dirty quick smart.

The dealership has gone from strength to strength since relocating to Broadmeadow, the hub of Newcastle’s bike scene.

While in the past you could only buy the dedicated MX or enduro machines from KTM Newcastle, it’s now a 990 Adventure dealer as well.

As you can see from the pics, the shop has just about everything

16 – JUNE 2011

you could want or need, whether it be blasting a berm at your favourite MX track, kicking through the trees on an enduro loop, or checking out the horizon west of the Black Stump.

The team at KTM Newcastle are all enthusiasts and live for the machines they sell so give them a call on 02 4957 2930, or visit www.ktmnewcastle.com.au, or even visit in person at 10 Cameron St, Broadmeadow. n

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NEWS torque : PIT BITS Scholarship time the 2012 Reece Bancell Scholarship applications are now open.

The family of Reece Bancell created the Scholarship program to encourage and assist a rider with their development and future in Road Racing.

Each year a rider who competes in the current Australian Superbike Championship (ASBK) is eligible to apply for this 12-month support package to assist them in contesting the following year’s ASBK Championship.

A number of areas are looked at, including a rider’s professionalism, ability, presentation and dedication.

To be eligible the rider must be under 25 years at the time of application.

You can download the application form at www.ma.org.au/forms.

Three for Two Two CHAD Reed’s Two Two Motorsports team received three awards in the 2011 AMA Supercross Championship.

A total of 20 award categories were presented at the annual event and Reed’s new team was able to take out the coveted Team Of The Year award as well as Team Manager Of The Year (Dave Osterman) and obviously second place in the championship (Chad Reed).

Supermoto is back YAMAHA Motor Australia has announced its support of two new national race series aimed at dirt bike riders who want to sample road racing at rock bottom cost.

Both series are based around the most popular competition bike in Australia, namely the 450cc MX/enduro model.

Minimal technical changes are allowed ensuring that racing will remain cost effective and on a level playing field. And both series will be run on the tarmac only.

YMA is putting up the prize of one brand new YZ450F for the winner of the newly introduced Supermoto 450 RR class of the Yamaha Australian Supermoto Championship (ASMO) and another YZ450F for the winner of the three round Yamaha Australian Supermono Championship.

In addition, the B, C and D grade round winners of each series will receive a free pair of Dunlop Alpha 12 production racing tyres in the sizes which are most suited to SM wheel diameters and widths, valued at $442 RRP. Tyres will be presented to the winners at each event.

Dates and venues of both series are confirmed as follows: 2011 Australian Supermoto Championship, Supermoto 450 RR R1 Queensland Raceway, QLD – 3 to 5 June 2011; R2 Phillip Island, VIC – 18 to 20 Nov 2011.

2011 Yamaha Australian Supermono Championship R1 Eastern Creek Raceway, NSW – 2 to 3 July 2011; R2 Wakfield Park Raceway, NSW – 8 to 9 Oct 2011; R3 Winton Raceway, VIC (Day/ Night) – 16 to 17 Dec 2011 For more information and supplementary regulations on each series, visit www.asbk. com.au for supermoto or www.Formulaxtreme.com.au for supermono.

MQ and Landcare Join Forces MOTORCYCLING Queensland in conjunction with Landcare Queensland has launched the inaugural environmental project at the famous Echo Valley Motocross facility in Toowoomba.

A cheque of $9,000 was presented to Kym Campbell from the Toowoomba Landcare Group to begin the environmental project.

With the start date scheduled for early spring, Toowoomba Landcare Group plan to plant small native shrubs and plants on the steep slope at the track, stabilising the bank and providing visual amenity along with implementing weed control measures.

Motorcycling Queensland’s General Manager Lindsay Granger said, “The partnership between Motorcycling Queensland and Landcare Queensland will provide genuine benefits for the environment as well as our clubs.”

This partnership is a first in the Australian motorcycling sport and recreation industry and so far Motorcycling Queensland has raised nearly $18,000 to be used to deliver on-ground environment projects across Queensland through the environmental levy. The next project is scheduled for the Gladstone track at Benaraby.

A $1.00 environmental levy is charged to all riders participating in open, zone, interclub and club events and a $0.40 per rider levy charged for all practice and recreational events.

Mike Jones does Sepang ‘MAD’ Mike Jones continues to dominate the Australian Superstock 600 Championship, and has recently spread his wings in Malaysia.

Straight after racing at Darwin’s Hidden Valley for Round 3 of the ASBK series he

jetted over the Sepang Raceway to compete in the first round of the 2011 Petronas Asia Road Racing Championship.

Jones finished third overall after the two races, a great result which was not entirely unexpected from those who have watched the young rider continue his charge to the top.

Pourcel signs with MotoConcepts AFTER testing everything but a CT110 Christophe Pourcel has inked a deal with MotoConcepts Racing to contest the 2011 AMA Lucas Oil Pro Motocross Championship aboard a Yamaha YZ450F. Pourcel is returning from a shoulder injury sustained at the final race of the 2011 season and underwent surgery and extensive physical rehabilitation to make a complete recovery and according to ‘his people’ the extended time off has greatly benefited the 22 year old Frenchman, and is allowing him to come into the motocross season in top condition and feeling well prepared.

“The end of the season last year was disappointing but I’m very excited to make a brand new start in the motocross season with a new team, a new motorcycle and some good people behind me. It’s going to be interesting to see what we can accomplish together,” Pourcel commented.

MRRDA date changes THE national junior based Motorcycle Road Race Development Series is continuing to run at full noise, but with some minor date changes for the remaining 2011 rounds.

R3 will be at Morgan Park in Qld on July 9/10, R4 at Wakefield Park in NSW on August 6/7, and R4 at Broadford in Vic on August 27/28.

Classes range from 70cc Nippers from 9-13 years up to 250GP Mono for riders 14 and over.

Honda upgrades motocross range HONDA has announced a series of upgrades for the CRF motocross line-up with the 450R, 250R and 150R all getting a serious workover.

The CRF450R and CRF250R machines will be receiving engine updates, improved suspension and wider footpegs while the CRF150RB will see engine updates for improved power, torque and driveability plus revised suspension to improve action. All three models will sport new Honda Racing-inspired graphics.

– Darren Smart JUNE 2011 – 17

SMALL TORQUE Radio show NATIONAL motorcycling identity Greg Hirst from the Brotherhood Christian Motorcycle Club has kicked off a two hour motorcycle news and entertainment programme on 2CCR FM 90.5 in Sydney.

Called Ride the weekly programme will reach a national audience through 2CCR’s website which broadcasts all its programs online and can be heard in Queensland, NSW, Victoria and Tasmania at 10pm, South Australia, Broken Hill and the Northern Territory at 9.30pm and in Western Australia at 8pm.

For further information or to contact Greg about plugging a motorcycle event or to sponsor Ride go to www.greghirstenterprises.com.au.

Suzuki bonuses

SUZUKI’S DR-Z400E and DR-Z250 are now even better value with factory bonuses of $500 and $250 respectively until the end of June.

The DR-Z400 is one of Australia’s most popular off road bikes and carries an RRP of $8990 while the 250 is $7,290 (both plus on road costs).

For further information visit their local Suzuki dealer, who can be found through the Dealer Locator on www.suzuki.com.au.

A lap with Gilesy

Like to do a track session on the back of a GSX-R with multiple Australian Superbike Champion Shawn Giles?

Suzuki is offering you the chance to win a pillion ride at the Queensland round of the ASBK on June 4 and 5. But you’d better be quick: www. suzukimotorcycles.com.au/rideofalifetime.

Two-V-Four

WHILE the question of who would triumph in a race between

a BMW M3 tuned by Akrapovic development partner a-workx and the BMW S 1000 RR Superbike is not new, BMW has finally settled the score. Stylish and energetic, The Chase is the story of what happens when RR rider Rico Penzkofer and M3 driver Nico Bastian go head-to-head on the racetrack.

Check it out: http://tinyurl.com/6a8lm3x.

Free Pirelli tyres

FOR a limited time only, Suzuki is giving away a set of Pirelli Scorpion MX tyres to customers who purchase any motocross models from its range.

Customers who purchase and receive delivery of a Suzuki RM-Z250, RM-Z450, RM125, RM250, RM85 or RM85L between now and 30 June, 2011 will receive one set of Pirelli Scorpion MX eXTra tyres at no extra cost, valued at up to $250.

Pirelli is the official tyre used by Team Rockstar Motul Suzuki and Team Raceline Pirelli Suzuki at Motocross and Supercross events throughout Australia.

Silence

KTM Australia is teaming up with exhaust manufacturer Akrapovic on the 2011 EXC model range.

Right now when you purchase a new 2011 EXC model you will receive an SXS titanium Akrapovic factory silencer for free.

Both the two and four-stroke silencers are made from the finest titanium and carbon fibre and were developed in conjunction with the KTM factory enduro racing team. Each of the silencers improves performance on the track with lower weight, maximum top end and the perfect torque gradient. Both silencers can also be maintained with repacking kits available.

The promotion extends to the award winning 2011 EXC 2-stroke range

SMALL TORQUE including the 200, 250 and 300 EXC. Also included is the championship winning 2011 EXC 4-stroke range including the 250 EXC-F, 400, 450 and 530 EXC. The Akrapovic two-stroke silencer has an RRP of $1,188 and the fourstroke silencer a RRP of $1,218. The promotion has started and will run while stocks last.

For more information visit www.ktm.com.au or visit your nearest KTM dealer to take advantage of the Silence promotion.

Good gear

TRIUMPH has introduced a standard two-year unlimited mileage warranty to its range of genuine accessories.

This two year warranty applies to all genuine accessories, whether or not they are fitted by an authorised Triumph dealer at PDI, and brings the guarantee in line with that offered on new Triumph motorcycles.

Previously Triumph genuine accessories carried a two year warranty only if dealer fitted at the pre-delivery inspection.

Triumph offers a full range of accessories for all its models, which can be viewed using the Create My Triumph tool at www.triumphmotorcycles. com.au.

THE National Road Safety Council (NRSC) has released an update of ‘The Good Gear Guide’ for motorcyclists and scooter Taking your bikes abroad riders, available both online and as printed copies.

THE strong Aussie dollar is having some interesting sideThe guide will help ensure that motorcycle and scooter riders have effects in the motorcycle industry. the right gear to protect them against serious injuries.

About 224 motorcycle riders were killed in road crashes in Australia in 2009. A much greater number of motorcyclists are seriously injured each year.

To view a copy of The Good Gear Guide, visit http://nrsc.atcouncil.gov. au/current_projects/good_gear.aspx More info on what the NRSC is doing for motorcycle safety is at: http:// nrsc.atcouncil.gov.au/motorcyclists/.

Top Honda sellers

International logistics company Bikes Abroad is seeing a growth in the number of riders who are buying classic bikes in the US or Europe, on eBay, or while on holidays overseas.

Bikes Abroad also is packing a container for a group of riders going to the legendary Sturgis bike meet in August.

The company is shipping to Los Angeles as there are direct departures from Australia with a cut-off date of late June to arrive late July (26day transit time).

There are currently a few places left, or there is the possibility of adding another container load if demand warrants it.

VICTORIA’S Freestyle Honda has won the prestigious Honda Bikes Abroad provide full in-house services covering AQIS, import Australia National Dealer of the Year award for 2010.

State winners include Hawkesbury Honda from NSW, Rising Sun Honda in Qld, Circular Head Motorcycles in Tasmania, Honda World in SA, The Honda Shop in WA, and Desert Edge Motorcycles in NT.

Trumpy accessories

permits, customs clearance and packing. Bulk shipments and tour groups are a specialty.

For more information contract Ivan on 0466 965 460 or visit www. bikesabroad.com.au. n

www.cycletorque.com.au

20 – JUNE 2011

www.cycletorque.com.au

LETTERS TORQUING BACK Write A Letter!

WIN A Great PRIZE

This month Marc Class 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.

Speedway’s other side – 1

YOUR May issue’s Airhawk-prize winning letter from Kevin Everett about the 2011 Australian Solo Speedway Championship is totally false and he should return the prize.

Mr Everett categorically states the meeting ‘didn’t finish until midnight’. Now this is an insult to my hard working team and the venue in whole, as on the Referee’s report, it actually concluded at 11.02pm, even after the presentation. This would have the last event at around 10.45pm, some 75 minutes earlier than Mr Everett stated.

There were two major accidents, one with Jason Doyle and one with Chris Holder and both of these were around 20 minutes of down time each. With that in mind, we would have finished at around 10.15, running 50 events starting at 7.30 and finishing at 10.45.

The track had no issues which was an insult to our track staff and in fact, most race times were close to the track record. The riders all praised the venue and track, so another bit of information that Mr Everett got wrong.

His whole letter is questionable in places and really I could spend hours answering some of his misleading facts, but I am only interested in my venue, Gillman Speedway.

Mr Everett, you won your prize with un-truths and if I were you, I would return your prize or sell it and give the funds to a reputable charity.

Dave Parker Gillman Speedway

Speedway’s other side – 2 IT IS most interesting to reflect on

facts, especially when the ‘great unwashed’ make assertions and use some classic throw away lines as Mr Everett has done with Cycle Torque.

The final round of heats finished at 10:30, even with Jason Doyle’s shoulder dislocation and Ambo treatment.

We then had the fantastic fireworks display followed by the ‘B’ and ‘A’ finals.

The whole meeting was completed at 11.10pm, which I have recorded in my notes, as I then impounded the machines, not releasing them until 11:30pm.

Brendon Gledhill Referee Motorcycling Australia

Croz fan

A VERY big thumbs up to the Cycle Torque crew for my experience of ordering online the book, ‘CROZ Larrikin Biker’. Only after a day or two I received a call from one of your staff who advised me that she had received the order and had a question for me… ‘Here it goes I thought – out of stock, postage strike… so common in today’s fickle world’. I wasn’t far wrong my book was not going to be posted straight away!

Shock horror, today was Wednesday and it wouldn’t be posted out until the following Monday. But alas the reason for the delay is that I was asked if I would like my book personally signed by CROZ at the Eastern Creek Barry Sheene Festival of Speed meeting? What’s a few days when CROZ himself was going to sign my copy of his book? What service.

If every business was as efficient, as quick and as thoughtful as Cycle Torque what a better world we would have. Thanks again for the great service and a great paper.

Neil Warnes Gold Coast P.S. Love the CROZ book by the

way, brings back many memories of that era.

Love is blind

LOVE the mag but...

Just reading the April 2011 issue and I have two gripes. Have you ever considered that some of the people reading your mag are colour blind?

Take for example the articles on page 33 ‘P plate around the world’ and page 36 ‘Lost on Earth’.

For someone who is colour blind the contrasting back grounds make it very difficult to read.

The font on pages 33 and 34 is so small and also has a horrible white haze around it that blurs the text further.

I love reading the mag and religiously make a trip to my local dealer each month to get a copy but struggled to read it this month.

Keep up the great work.

Regards Marc Class Cyberspace Hi Marc Thanks for taking the time to let us know your gripes. After we saw the published issue we also thought it was a bit hard to read so we are on it. Ed. Hi Marc, My apologies to all for the April issue. I like to keep the editorial looking fresh and modern by updating the design every so often.

Unfortunately I stuffed up royally this time and was devo’d myself when I saw it.

Here’s hoping it won’t happen again :) . First reader complaint in eight years, I must be doing something right…

Dee – CT Graphic Designer.

JUNE 2011 – 21

E-torque

Follow our ride…

WE’D LIKE comments, suggestions and tips for our overland trip. I’m writing this during a break in getting six bikes delivered, prepared and equipped with the various accessories we are taking along to test.

The six bikes will be taking us out - with a few friends, it may not be a cast of thousands, but it’s going to feel that way - through Western NSW before the group splits for a weekend, some going down to Adelaide and flights to Port Lincoln to go diving with sharks, the others exploring more of the now very wet western reaches of New South Wales.

We hope to post a progress report on www.cycletorque. com.au each night, with smaller posts and updates to FaceBook and Twitter.

I’ll be posting this to the website as soon as it is written, which is a few days before we leave… but if you’re reading it in print, we are likely The KTM 990 Adventure R test bike we’re taking along on a 10-day Western NSW tour test, showing the Drift on to be at least halfway through board camera mounted to the handlebars with a ZTechnik handlebar mount. With a separate microphone and power the journey. from the bike, we will be shooting more footage than we can possibly edit. The phone can help with navigation, GPS That’s one of the big tracking and even make calls, but only if it’s got power, hence the multi-port power splitter in the KTM’s little in-built advantages of digital media: storage are. immediacy. That immediacy could be a big help: if you know Then there’s the shooting. Obviously we will be taking many of closed roads, great routes or if you simply have great ideas pictures along the way for the touring story and for the test or suggestions for the crew on this trip or just Cycle Torque’s reports of each bike, but we’ll also be shooting a lot of video readers in general, we’d love to see you posting below each for www.cycletorque.com.au. new story on www.cycletorque.com.au or with the FaceBook We’ve got onboard cameras, a video camera, even a pair of entries. goggles with a camera built in, so there will be heaps of video We hope to update the website at least each night, but to watch. Hopefully we will be able to post some along the there are a few nights camping along the way, and I doubt if way, but if the editing all gets Too Hard it might have to wait Telstra’s mobile coverage is likely to reach that far. until we get back.

Even so, we will be reading and responding to readers We’re hoping some of our legions of FaceBook friends will be questions and comments on the Cycle Torque FaceBook page able to help us out with conditions Out West. There’s been an whenever we can. We also hope to post photos, videos and awful lot of rain in the past six months or so, and it can move maps of the trip as it happens. slowly in the flat countryside, so we’re expecting blocked In future issues you’ll able to read about the trip and tests roads, high creeks and muddy terrain (most of which we’re of the six bikes: it’s the last hurrah of the KTM 690R longtermer before it goes back to its rightful owners, there’s a 990R going to try to bypass: hauling 200kg+ motorcycles out of bogs is no fun). coming along from the same manufacturer, BMW’s F 800 GS, So if you’re not on FaceBook, it is worth checking out, even Triumph’s new Tiger XC, a Yamaha XTZ660 Téréré and a Moto if you’re not keen to put up your own profile and share much Guzzi Stelvio. of your own life (but if you do decide to, check out the privacy And then there’s the accessories. We have everything from a settings so you only share with those you wish to share with, Nomad Ténéré Expedition Tent, luggage and a bash plate for the 690R (www.adventuremoto.com.au), communications gear not every nutcase out there).

In addition to Cycle Torque there are many other riding from MotoRader and Tomcat Distribution, riding gear from Triumph and BMW, MotoDry from Moto National Accessories, groups and individuals who love bikes and riding: there’s a treasure trove of information available at the caress of a Forma Boots from Andy Strapz, RXT Rallye helmets, EKS keyboard. goggles and lots more.

– Nigel Paterson The bikes are all dressed to impressed: the 990R is wearing Hepco and Becker panniers, the Ténéré genuine Yamaha panniers, bash plate, engine guard and hand guards.

The BMW and Triumph are also coming with factory panniers, and the Stelvio has them as standard equipment.

www.cycletorque.com.au

GUNTRIP

Family values IN RETROSPECT, the most major surprise during my four and a bit years as a casual observer of the recreational car industry was its size. It can be difficult to assess, but during the past few years the car industry as a whole hovered a tick below 1 million new sales per year. That’s just a raw figure, of course. Many – most – of those sales are of Toyota Camrys and Honda Accords to folk much more attuned to the needs of their families and gardens, or to the finer points of interior decorating and carpentry than to the dramatic swings of Mark Webber ’s F1 title assault; enthusiasts they’re not.

Yet once you’ve hived off the transport-only bulk of the market you’re still left with a vigorous enthusiast industry, supported in part by the massive revenue stream generated by all the mums and dads, and appreciably bigger than that represented by the overall annual figure of 100,000 or so new bike sales per year.

Inside the overall community are separate groups defined by their pursuit of separate interests/ideals that limit any shared ground. And there are many of them, even disregarding the AWD bush-bashing types whose pure explorational ideals and unique competitive lusts tend to remove them from the rest.

The most obvious counterpart to the rider whose notion of nirvana doesn’t extend much beyond a Suzuki GSX-R1000 or Ducati 1198 is the pure sports car punter, who is almost invisible when not attending track days or club race meetings. You’re far more likely to see an Aprilia RSV4 rumbling down your high street than a Lotus Elise. Porsches are relatively common, though their acquisition as a pure status symbol tends to blur the margins a bit and perhaps places them more appropriately in Mercedes-Benz territory than alongside the Aston Martin brigade.

The local performance crowd, driven by clear financial imperatives as much as anything else, form a separate and much more numerous group, where Commodores and Falcons in their bewildering and supernumerate variations square off against the unkillable Nissan Skylines, Mitsubishi Evos and Subie WRXs and the occasional Honda NSX of the Japanese crew. Among the Holden/Ford community you’re apt to find more than a few Harley-Davidson owners and will certainly see plenty of bumper stickers containing the pronouncement that “only milk and orange juice come in two litres”.

Legitimate jollies for this sizeable crowd come in club runs, shows such as Summernats and meetings at drag strips around the country.

Of course, the show crowd is a community unto itself and its best work is dazzling to behold. Slick paintwork, fastidious detailing, sparkling engine bays and as often as not impressive arrays of audiovisual gear distinguish the show winners, and they’re drawn from every group. At Summernats, for example, while the bulk of entrants and spectators are undoubtedly street machiners, typically running Australian hardware or Yank muscle cars, there are flourishing group of hot

rodders and hot-four fans adding their own colour and flair to proceedings.

There’s always the capacity for performance driving, if apparently infrequently exploited. Ride days in the way we understand them aren’t so central to the performance car community, and while there is no shortage of 600-horsepower street cars dotted about Australia’s working-class suburbs, they’re more likely to be seen being given a run at Western Sydney International Dragway than next door at Eastern Creek.

Yet the street machine/muscle car/rodding community comfortably embraces a range of values most mainstream motorcyclists today tend to leave to the classic crowd. The typical sports rider is divorced by the sophistication and diversity of technology in the modern motorcycle from the tweak-and-go ethos of the past. We’ll submit our bikes for regular servicing, perhaps fit an exhaust system and make noises about tyres; but that’s about it. Not so the street machiner. If he’s worth his salt he’ll be in the workshop at weekends with the mates fitting up his own turbo, OTR cold-air inlet, supercharger or exhaust system, planning his new audio system or paint job and arguing passionately about the merits of this or that conrod, piston or crankshaft over a slab when the tools are back on the shadow board.

There’s nothing more hands-on than owning a motorcycle, but on the wrenching front a plug spanner, WD-40 and chain lube does it for most of us, where rodders and street machiners typically have much more varied grime under their fingernails.

It makes the combination of low-tech and solid performance almost irresistible.

But not to me. Over the past four years I’ve been to Summernats, whistled appreciatively at some truly magnificent creations – especially hot rods – and enjoyed talking to plenty of committed, passionate and superbly knowledgeable people about their cars and their craft. It was something different and a welcome break; perhaps a little like a long holiday in some exotic foreign land you’ve always wanted to visit – and returned home well satisfied, secure in the knowledge that you wouldn’t want to live there.

– Bob Guntrip

Editor Picko loves his Dodge, and his Norton.

JUNE 2011 – 23

Launch Control

Cycle Torque Test – Aprilia RSV4 Factory APRC TEST BY

Chris Pickett PHOTOS BY Nigel Paterson

RIDING GEAR: Spyke leathers, gloves and boots.

Aprilia has got on the traction bandwagon and blown the wheels off it.

Continued next page

Cycle Torque Test – Aprilia RSV4 Factory APRC TRACTION control is nothing new in this age of ultra modern hyper sportsbikes. Most manufacturers offer it to some extent, even if it’s only available on their premium models, but Aprilia has taken one step further with its APRC (Aprilia Performance Ride Control) package.

Both the standard RSV4 R and the RSV4 Factory are fitted with APRC which will no doubt tempt some buyers away from other brands, especially as Aprilia has kept its pencil sharp – the ‘R’ retails for $22,990 + ORC, and the Öhlins equipped ‘Factory’ retailing for $29,990 + ORC.

On the stand

Reading through the Aprilia press pack almost gave me a nose bleed. There’s so much info regarding the APRC system I was sure I’d miss something. In reality it’s quite easy to use, especially as everything is accessible via the Mode switch on the left handlebar.

But I’m probably getting ahead of myself here.

Looking back to when Cycle Torque tested the first generation RSV4 all who rode it were mightily impressed. Here was a bike with amazing horsepower in a package which looked and felt like a 600. I’ve wondered why the RSV4 wasn’t a huge seller in Australia but I think this might come down to buyers waiting to see what the reliability of the first model was going to be. Other than a hiccup with connecting rods at the world launch of the first model there’s been no talk of reliability issues that I’ve heard. In fact one of the guys racing a 2010 RSV4 in the Formula Xtreme series last year told me he had no problems whatsoever, so that makes me think any issues are well sorted.

The bike in this test is the RSV4 Factory. What sets this apart from the ‘R’ version is fully adjustable Öhlins forks and shock, instead of the fully adjustable Showa (lower priced) suspension. Adjustable frame, Öhlins steering damper, tricker wheels and some carbon fibre bits and pieces also help set apart the two models.

I love V4 engines, and this baby is about as trick as they get on a road bike. It has an ultra narrow 65 degree layout, short stroke and multi everything, as you would expect.

If you like figures, it’s got 132.4 kW (180 horssepower) and 115Nm of torque. Max horsepower is at 12,500rpm while max torque is delivered at 10,000rpm. 48mm Weber-Marelli throttle bodies get the fuel/air mixture in (with eight injectors), controlled by the ride-by-wire engine management system. Three different engine maps are available: Track, Sport, and Road.

A six-speed cassette style gearbox gets the power to the ground, with a quick shifter and mechanical slipper clutch as standard.

An alloy chassis is used, and it looks pretty much the same as the outgoing model. On the ‘Factory’ you can adjust the steering head angle, engine height, and swingarm height.

43mm Öhlins forks are used, and are adjustable for everything, and have Tin coating for less stiction. Down the back you get an Öhlins shock which is also fully adjustable. Aprilia offers a TTX Öhlins shock as one of its many racing accessories.

Brembo brakes adorn the bike at both ends. 320mm rotors, radially mounted, four-piston monobloc calipers. Pretty much says it all doesn’t it?

Aprilia has decided to fit a 200/55-17 rear tyre on the six inch rim, which it reckons is the biggest seen on a production sportsbike. That may be, but it’s a big sucker in any case. Aprilia does list 190 size rear tyres if you are inclined to go smaller.

It’s light too. Without battery or fluids it hits the

scales at only 179kg.

What’s it like to ride?

Very nice thank you. In all seriousness this is one very fast road burner. One of the first things you notice is the very tall first gear.

I’m not sure what it will wind out to but first gear does feel taller than other sportsbikes I’ve ridden, in recent memory at least. Like every other sportsbike on the market the riding position makes no sense on crap roads or in traffic, but makes perfect sense on sweet

roads with minimal traffic.

And the sweet roads is where I did most of my riding on the RSV4 APRC. Even though the bike looks so small there’s enough room for a big bloke like me to move around, although I’d like mine with an inch taller ’bars, and footpegs about an inch further back. Aprilia also offers an accessory racing screen which is taller than standard, and something I’d put on as well.

Most V4 engines are admired for their flexibility. While Aprilia’s V4 donk isn’t super flexible, it can still be lugged out of a corner in too high a gear without huge complaint. It’s a funny engine. On one hand it can be loped along in top gear at reasonably low speeds but when you want to ride quick it lets you know straight away that there’s a racer hiding inside the crankcases. If you hold gears longer and let the engine rev nice and hard you will be rewarded

APRC

EVEN though Aprilia’s APRC system is multi-function it is simple to use once you know which buttons to push.

Once activated the rider can adjust any of the settings without affecting any of the others, all while on the move. The ATC (Aprilia Traction Control) has eight settings which are adjusted via the left handlebar toggle switch. An interesting point is Aprilia says the system has a learning capacity which allows it to adjust to whatever tyre radius you have. In other words, 55 or 60 profile rear tyre doesn’t affect the system because it self calibrates to suit.

A number of sensors measure the difference in wheel speed between the front and rear and reduces torque to give more traction, apparently allowing the rider to still slide the rear wheel. The torque is reduced in two different ways depending on how much is needed; if a sudden loss of grip is noted the timing is retarded to reduce engine torque, and if only a slight loss of grip is noted then the throttle bodies are slightly closed.

AWC (Aprilia Wheelie Control) has three settings allowing the rider to decide just how high the front wheel will come up. Essentially the system can detect when the wheelie is just beginning and alter power to let the front wheel ease back down softly rather than cutting power abruptly and letting the front wheel ‘crash’ back down. Adjusting the settings are done via the dash while the bike is stationary and it can be turned off if required.

Launch Control is something which will realistically only be used on the track. It also has three settings via dash control while bike is stationary. In essence it keeps the front wheel on the ground as you let the clutch out, even with full throttle wound on, for 10 metres or so, then gradually lets the bike fully accelerate. Holeshots here we come.

Then there’s the AQS (Aprilia Quick Shift) which allows clutchless gear shifts. A number of manufacturers offer this option and while not necessary for racing does certainly make gear shifts easier and quicker which in turn reduce lap times.

Lastly there’s the Dual Display instrument panel. One display is for the road which has the speed highlighted, and has engine temperature, traction mode etc much smaller. When you switch it over to ‘Race’ mode you have all the things you need for racing highlighted – gear indicator, chronometer, temperature, engine map, and ATC level. n

Instruments with different modes for road and track.

Beautifully engineered and finished.

Continued next page

with spine-tingling acceleration, and sound. Get lazy through corners and the bike will start shuddering underneath you as the engine struggles to get into its sweet zone.

As delivered the suspension was certainly stiff. When I was caught out on a bumpy road I found the bike struggling to gain composure because of the stiff suspension. I was tempted to fiddle but luckily didn’t. On my sweet test road the suspension was still quite firm, but much closer to the mark. On this road cranked over, under hard acceleration or hard under brakes, the RSV4 handled superbly. For my 95 kilos it was still firm, and lighter riders will need to soften it up for the road.

I never went anywhere near the Biaggi-inspired 330km/h sticker on the tank, and anyone who does on a public road is nuts. Would we like to try to find the top speed of this bike on the right track? Absolutely. I reckon you’d be pushing 300 pretty hard if there was a straight long enough.

The final say

If you were to give me the choice between the RSV4 or the soon to arrive V4 Tuono I would go for the Tuono every time, only because of its friendlier riding position.

If lots of track days were thrown into the mix the decision process would become a lot murkier.

Make no mistake, this bike really is a racetrack

The sticker could say, “I’m faster than you”.

S p e c i f i c at i o n s: aprilia rsv4 factory aprc Engine Type: Liquid-cooled V-four Capacity: 998.9cc Transmission: 6-speed Fuel Capacity: 17 Litres Frame Type: Twin beam alloy Seat Height: 835mm Dry Weight: 179kg Front Suspension: USD 43mm Öhlins refugee, but as we’ve seen on numerous occasions Rear Suspension: Öhlins monoshock there’s more to owning a bike like this than its Brakes: Twin disc front, single rear performance. Some road riders will be attracted to Tyres: 120/70-17, 200/55-17 it because of its style, technology, performance and pedigree. Racers will be drawn to it for its killer engine, Price (RRP): $29,990 + ORC adjustable frame, and the APRC system.

Aprilia has got on the traction bandwagon and blown www.aprilia.com.au Call for a quote the wheels 1800 24 34 64 off it. n WE’LL BEAT ANY PRICE GUARANTEED*

Cycle Torque Test – KTM EXC 300 & Husaberg TE 300

TEST BY

RIDING GEAR: Fox helmet, EKS goggles, Fox nylons, Alpinestars boots.

Twin screamers

Alex Pickett PHOTOS BY Chris Pickett

2.

1.

3.

1. WP suspension has all the fruit.

2. Expansion Chamber hangs out in the breeze.

3. Fuel gauge is via your eyes and the clear tank.

The same but different.

KTM has produced two-strokes since forever, but its sister company Husaberg is treading new ground after introducing the TE300 and TE250. Both the bikes tested are essentially the same in specification but with different bodywork. While rumours existed that Husaberg would build a funky slanted cylinder oil burner for its entry into the two-stroke market, it decided to run with KTM’s tried and true products which is smart because the Austrian giant knows what is required to build a hot two-stroke enduro racer.

Engine

A square 72x72mm bore and stroke is used to get the 293.2cc capacity.

The net result of this is a very torquey engine which never feels as though it’s ‘screaming’.

KTM and Husaberg have resisted kitting out the bike with fuel injection but it hardly seems to matter anyway, with the 36mm Keihin carby feeling crisp and clean all the time. Oldstyle pre-mix is used to lubricate the engine.

A six speed gearbox has you percolating through the bush, and if you are game enough to tap out in top then things will be flying past you very fast indeed. Both KTM and Husaberg talk about the light weight and torque of these two bikes, and also say they are user friendly. Like any of the bigger bore twostrokes there is plenty of mumbo being cranked out and it does take an experienced rider to be able to harness most of what’s on offer. There’s still that lovely ‘kick in the pants’ power-band to brighten up your day, but at the same time you can still lope around the bush without the bike trying to spit you off at any opportunity. There’s dual ignition maps to help in this regard, which is an accessory KTM and Husaberg

Powerparts product, in other words it doesn’t come standard. Accessed via a switch on the handlebar you can simply opt for the ‘softer’ power option if the terrain gets real gnarly or slippery.

Like any ballsy two-stroke there’s a big expansion chamber sticking out in the breeze. A Cycle Torque photo shoot usually consists of the rider going around and around while the photographer gets the shots.

At one stage I was trying to throw a nice wheelie when the bike got away from me. As I finally let go of the ’bars I watched the bike fall to its side on what I thought was soft ground. You can imagine my horror when I saw the nice big dent on the side of the pipe. I can only think a rock hidden in the dirt did the damage but I think a chamber guard would be a handy addition to the bike.

The hydraulically operated wet clutch just loves to be slipped too, and I did plenty of this trying to ride this beast through the bush, without complaint.

Continued next page

Twin screamers

Electric starters on two-strokes aren’t exactly new, and as you would expect of two bikes which share the same engine both are fitted with the boot saving device. I found them to work fine but they certainly worked better when the engine was warm, leaving the cold starts to my size 10 foot. Kicking was usually a first or second kick affair anyway.

Chassis

A double cradle chromoly steel frame houses the potent motor and there doesn’t seem to be anything unnecessary on the bikes.

A 63.5 steering head angle is used on both bikes, and the seat height and ground clearance is 985mm and 385mm respectively.

Suspension on both bikes is the same too. 48mm WP Closed Cartridge forks have adjustment everywhere, and the WP PDS shock at the rear is likewise, including high/low speed. Funnily enough I found the two bikes felt a little different on the trail. I thought the suspension adjustment might have been set differently because the big Kato was kicking off the bumps rather than soaking them up. Sure enough I checked and the settings were different, if only slightly. After putting the KTM in line with the Husaberg they felt the same which is to be expected seeing the forks and shock are the same. I could still feel a very slight difference in the overall feel of the two bikes but I put this down to the different tank and shrouds, and therefore a very minor difference in the riding position. Fork travel is 300mm, rear wheel travel 335 mm.

Brakes across the board are Brembo, with a 260mm rotor on the front and a 220mm at the rear.

For some reason the bikes are fitted with different rims. The Husaberg gets DID products, while the KTM uses Excel. Tyre sizes are the same though, 90/90-21 front, and 140/80-18 rear.

Both KTM and Husaberg list the weight of their respective bikes at 103.1 kg. Funny thing is the KTM has a 9.5 litre tank, and the ’berg an 11 litre tank. Maybe this is the slight difference I felt?

32 – JUNE 2011

www.cycletorque.com.au

Wrap up

If you are looking for a new rush then either of these bikes will fit the bill. Not that long ago everyone was hailing the demise of the humble two-stroke but they seem to be making a resurgence.

These bikes are real riders’ machines and excel with a strong hand at the controls.

For 2011 KTM has listed the price of the EXC 300 at $11,995 + ORC (with a free Akrapovic titanium silencer valued at $1,188).

For the blue meanie Husaberg you’ll need to pay $12,595 + ORC. Both bikes have a six month parts and labour warranty.

Don’t really know why the price is different but in any case both are good value. I’d go for the Husaberg only because of its slick looks and blue wheels. I know it sounds fickle but you have to look good in the bush. n

Sp ecific ations: 2011 KTM EXC 300, Husaberg TE 300 Engine Type: Liquid-cooled twostroke single Capacity: 293.2cc Transmission: 6-speed Fuel Capacity: 9.5 Litres/11 Litres Frame Type: Central double cradle Seat Height: 985mm Wet Weight: 103.1kg Front Suspension: WP USD 48mm Rear Suspension: WP PDS Brakes: Brembo Tyres: 90/90-21, 140/80-18 Price (RRP): $11,995/12,595 + ORC www.ktm.com.au, www.husaberg.com

3.

1. Husaberg gets plastic engine guards.

2. ‘Berg’s tank has different shrouds to the KTM. 3. The only difference here is the colour of the spring.

1.

2.

www.cycletorque.com.au

EDITORIAL

When it turns pear shaped I WOULD guess that most of Cycle Torque’s readers have been touched by a motor vehicle accident in some way, whether it be by involvement or knowing someone who was.

I’ve seen plenty of accidents and been trained to keep a cool head when dealing with them, but it’s not always easy.

A couple of months ago I was on a new bike launch, enjoying the serenity of the Victorian high country. Many of the journos on the launch have become friends during my stint at Cycle Torque and they are always a very enjoyable event giving us time to catch up and enjoy each other’s company, and of course the new bike as well.

It’s not often you see a crash on these launches because everyone is very competent and very experienced. Sometimes things go wrong for no real apparent reason, and on this launch they did. Who the rider was, and the bike he was riding is irrelevant really, it could have happened anywhere at any time.

It’s very hard to know exactly what happened because no-one really saw what happened except for the two riders, and they couldn’t remember what happened anyway.

On face value it seemed one rider took one hand off the handlebars just as he hit a big pothole (on a dirt road) which then ripped the ’bars out of his hands and down he went, tumbling off the road and into the long grass on the side of the road which unfortunately was littered with lots of decent sized rocks.

It then seems the second rider tried to avoid the first bike and came off as well. There was lots of dust and conjecture flying around but one thing is certain: no-one knew exactly what happened.

One thing we did know was the seriousness of the injuries. I was sure this would involve a chopper ride out for both

34 – JUNE 2011

of our friends, due to their injuries, and the fact we weren’t on the edge of town. It was simply too far for an ambulance to attend and get the injured parties to a hospital than was reasonable, plus the road conditions could well have made the injuries worse.

The funny thing was I initially struggled to come to grips with the situation, despite my training. Maybe it was because I was personally affected, maybe it was the time since I was last in this situation, I don’t know. People tend to think they can cope with stressful situations until they happen, then they find out for real whether they can or not.

It also reinforced to me the importance of having the right equipment if you plan to head into areas away from civilisation. Our backup crew had a satellite phone and cool heads, and we all soon worked together to work out what to do and how to get it done quickly.

One thing that caused some tension was the constant need to re-explain the situation to the 000 operator (we seemed to be pushed up the food chain a few times). There seemed a reluctance to commit a helicopter rescue. Luckily for our friends a nurse and her husband came upon the scene and she spoke to the operator which seemed to carry more weight. I can understand this because I have attended many accidents which were

blown out of all proportion by members of the public at the scene. This usually resulted in many more rescue and aid personnel attending than necessary, which could have caused a delay in getting assistance to other people needing help somewhere else.

When the 000 operator said the helicopter was coming we all sighed in great relief, and even more so when it became a speck on the horizon, especially as one of the riders was looking decidedly second-hand and getting worse by the minute.

Now, weeks later, everyone is recovering nicely.

As I write this I’m about to head off on a nine-day adventure ride out west with some friends. Of course you’ll see a story of the trip in an upcoming issue of Cycle Torque, plus a video we plan to make, but more importantly the incident above has rammed home to me the importance of proper planning so if something like this happens you are prepared and able to cope.

Part of the upcoming trip is to go swimming with Great White Sharks in South Australia. I hope they’ve got a satellite phone on the boat just in case one of the sharks finds its way into the cage. I suppose I can always use one of my mates as a human shield.

– Chris Pickett

File picture: Crashes happen. Wear good protective clothing and consider what you’ll do if there’s an accident.

www.cycletorque.com.au

RACE torque

Crime & Punishment OVER the last month or so, we have witnessed several incidents that suggest the fundamental rules of road racing must be cleared up, and punishment for indiscretions be apportioned sensibly to the seriousness of the crime. Officials have been loath to get involved with racing incidents where riders are run wide or brought down because it is a grey area. Then again, some cases are open and shut.

At the Spanish Grand Prix, we saw the infamous spill of Valentino Rossi that brought down Casey Stoner. Rossi got going again and finished fifth while Casey DNFed, which has put a serious dent in the Aussie’s title hopes. It was deemed a racing incident, so no action was taken against Rossi.

In the earlier Moto2 race, Alex de Angelis ‘jumped the start’ and was given a ride-through penalty, which in most circumstances costs a rider anywhere between 20 to 25 seconds depending on the length of pit lane. This ruins any chance to figure in the podium placings. De Angelis’s actions didn’t impact on any other rider, nor did he gain any advantage, yet he was penalised severely for a very minor indiscretion compared to Rossi’s. Both riders made mistakes, yet one of them rode away unpunished despite bringing another rider down, while the other incurred a ride-through penalty by breaching his grid position by 10cm then stopping before the green (de Angelis didn’t actually jump the start, he just baulked, stopped, and took off with everyone else). The logical and fair response would’ve been to impose a five-second penalty on de Angelis, and in the case where a rider actually does jump the start like Max Biaggi did at Donington, a 10-second penalty would apply. As for the Rossi case where a rider brings down another rider (or riders) who DNF and he finishes, he should lose half his points for the race.

Remember the 2003 Australian Grand Prix when Rossi was given a 10-second penalty for passing Marco Melandri under a yellow flag after Troy Bayliss’s nasty crash at Honda Corner? Rossi put his head down, and piloted his Repsol Honda RC211V to one of his most memorable victories after clawing back the 10 seconds and extending his lead over Loris Capirossi in the final laps. Earlier in 2003, Rossi incurred a 10-second penalty at Donington but that time he wasn’t aware of it and finished 1.2secs ahead of Max Biaggi and was relegated to third on adjusted times.

Penalties for yellow-flag indiscretions are long-standing and reasonable. It is therefore ironic that Rossi got busted twice in 2003 for running a few yellows, but when he ran Sete Gibernau off the track at Jerez in 2005 to deny the Spaniard a win, it went unsanctioned. So did his 2008 move on Casey Stoner at Laguna Seca where he left the track in the Corkscrew whilst in the second place but re-joined the track in the lead. Which brings us to Massimiliano Biaggi.

Biaggi had a huge five-second lead in the second World Superbike race at Monza, and was looking good to claw back some muchneeded points from series leader Carlos Checa. Then on lap 12 of 18, he ran straight on at the Variante Prima chicane at the end of the front straight, sat up, craned his head back to see where second-placed Marco Melandri was then rejoined the track still in the lead. How he did it was the question, and if Max had’ve been at the Thursday rider’s briefing he would’ve known where he needed to be.

“We knew that the two chicanes at Monza, paved for track homologation reasons, would be an issue because of riders cutting through after making mistakes on the brakes,” said Paolo Ciabatti, director of the WSBK series. “That’s why we held a briefing for the riders from all the classes to explain the procedure for re-entering the track. And Biaggi wasn’t there.”

The riders were basically given a narrow path delineated by two white lines to negotiate before rejoining the track.

“We had to disqualify 320 lap times in Friday practice alone because of riders breaking this rule,” Ciabatti added. “We also told the riders they could only cut through the run-off area three times during each race, otherwise they would be penalised with a ride through. This actually happened to Haga in race one.”

Even though several riders had run on at the chicane in both races, Ciabatti had no doubt that Biaggi had transgressed:

Rossi screws up, Stoner loses out.

“He was outside the area marked with the white lines, as the TV images clearly demonstrated. This was already enough to penalise him, but the data also showed he gained three tenths in the process.”

Yes, Biaggi may’ve missed the briefing, and Ciabatti cleared up exactly where Max had mucked up, but does crossing a white line justify the imposition of a ride-through penalty? A five-second penalty would’ve been sufficiently appropriate, and in the context of the race, it would’ve meant a brilliant three-way showdown between Max, Geno Laverty and Melandri. If a footballer puts a foot out of bounds he loses possession, he doesn’t get sin-binned.

Ride-through penalties first surfaced in car racing, and one wonders why they were ever introduced to bike racing. The decision to impose them is done summarily, so a rider and his team have no opportunity to appeal them. By simply docking a rider five or in some cases ten seconds, they can appeal later and have their race time amended should their appeal be upheld, as could a rider who has provisionally lost championship points for an alleged riding infraction.

The current suite of rules and penalties have morphed into a morass of ill-directed and inappropriate sanctions, where the transgression of a white line is deemed a heinous act while silly and overly aggressive riding that provide a real advantage is met with a slap on the wrist or a blind eye. It’s time for changes. You don’t need to be Dostoyevsky to work that out.

– Darryl Flack

JUNE 2011 – 35

dirty torque

Best ever…and More To Come!

THE 2011 AMA Supercross season will go down in history as one of the best series ever thanks to the commitment of five very brave riders. So as Ryan Villopoto and Kawasaki celebrate the championship win we can catch our breath, recap the season and look forward to the AMA National Motocross Championships that has the potential to be another dead-set cracker…

Ryan Villopoto, Chad Reed, Ryan Dungey, James Stewart and Trey Cannard. That is the order they finished in the 2011 supercross championship but all five of these riders had their moments of absolute brilliance and their share of ‘brain snaps’ that cost them dearly.

Villopoto had one of the worst above mentioned brain snaps at the Jacksonville round of the championship where he crashed out of contention in his heat race then crashed repeatedly in the LCQ and missed the main altogether. Many wrote RV off at that stage.

Chad himself had moments that he has already admitted to regretting. In fact, the usually consistent Reed actually missed six

podiums thanks to decisions that were not conducive to getting points, the most famous being his coming together with Stewart while battling for the lead at Atlanta.

For mine, it wasn’t the ‘move’ that Chad put on Bubba that was out of order it is just that Stewart is well known for not having any peripheral vision and block passes rarely work on the crash-prone Yamaha pilot.

After all of these years Chad should have known better.

As for Stewart, there isn’t enough room in this column to document all of the dumb things he has done this season but just off the top of my head James crashed at Houston, Atlanta, Daytona, Jasksonville, Salt Lake City and to top it off ruined Kevin Windham’s best ride of the year in Vegas, and those crashes are just the ones in main events, there were a few in the heats as well. The guy is a dick!

One guy who under-performed for all but a few rounds but was somehow still in contention to the very end was Ryan Dungey. Amazingly enough if the defending champion hadn’t thrown a chain at Anaheim 2 he would have enough points to have won the championship again. RD was on the podium 13 times and wasn’t outside the top five in any race except at Anaheim 2.

Trey Cannard’s rookie season garnered three main event wins and the plucky redhead was right in the championship hunt up to St Louis but unfortunately a mid-week crash resulting in a broken leg put paid to Cannard’s run at the championship. This guy will win more championships, no doubt about it.

And now the supercross season is over we

look to the outdoors. By the time you will be reading this the opening round at Hangtown will have been run and won but it is still worth looking at what is ahead of us over the next eleven rounds.

Defending champion Dungey will be smarting after the unsuccessful defence of his supercross championship so you can expect the factory Suzuki star to be super motivated to regain some of the dominance he has had for the past couple of seasons.

Likewise Chad Reed will want to regain some ‘outdoor’ respect after last year’s disastrous season on Kawasaki’s KX450F and with Honda supplying some of the funding for the Aussie to do the series you can count on a better performance on a bike Chad seems very comfortable on.

Self confessed ‘Fastest Rider on the Planet’ James Stewart is also in the category of having to regain some outdoor form after sitting out last year but if the number seven Yamaha hits the deck during the motocross season as many times as it did during the supercross races Bubba will be the ‘Sorest Rider on the Planet’.

Villopoto is going to go into the outdoors with a load of confidence. Everyone knows RV can ride the outdoors fast so it will just be a matter of keeping focused on the task and staying on the KX and in the major points at every race and he will be hard to beat by season’s end.

The big news leading into the outdoor nationals is the signing of the quirky Frenchman Christophe Pourcel by Moto Concepts Yamaha. The former World Motocross Champion is an unknown quantity on a 450 but don’t discount the number 377. He will put the YZ at the front every now and then.

Brett Metcalfe did not have the supercross season he was hoping for so he will be pushing hard to regain and perhaps improve on the form that took him to number two in the series last year.

Honda factory riders Josh Grant and Trey Cannard will not be fully fit for the full season but if they were you would count them as title contenders while other potential race winners include the likes of Mike Allessi, Andrew Short, Justin Brayton and Davi Milsaps.

Cutting to the chase, it’s RV’s season and I will be surprised if he doesn’t add the outdoor title to his win list.

– Darren Smart

Launch Report – Suzuki GSX-R600/750 TEST BY

Nigel Paterson

PHOTOS BY

Keith Muir

RIDING GEAR: Joe Rocket leathers, Arlen Ness boots, Shark RSR 2 helmet, Ixon gloves.

Track sharp With new brakes, forks and chassis, the lighter-for-2011 GSX-R600 and 750 are sporting scalpels…

S p e c i f i c at i o n s: 2011 suzuki gsx-r 750/600 Engine Type: Liquid-cooled inline four Capacity: 750cc/600cc Transmission: 6-speed Fuel Capacity: 17 Litres Frame Type: Twin beam alloy Seat Height: 810mm Wet Weight: 190kg/187kg Front Suspension: Showa Big Piston Forks Rear Suspension: Link type Brakes: Brembo front, Tokico rear Tyres: 120/70-17, 180/55-17 Price (RRP): $16,990/15,690 + ORC www.suzukimotorcycles.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

TIPPING Suzuki’s new-generation GSX-R600 sportsbike into Darwin’s Hidden Valley raceway left-hand hairpin first turn can be heart-in-the mouth stuff: getting the entry speed right into the second-gear corner after doing over 240km/h down the straight can be tricky if you leave the braking to the 150 metre mark.

Back off the throttle, squeeze the new big Brembo brakes and downshift three times before flicking the lighterfor-2011 machine over and into the turn.

Setting up for the corner is easy, in part because the back-torque limiting clutch prevents the rear wheel from hopping about, and the new Italian calipers offer heaps of power and control, even if they don’t have the initial bite of some Japanese-made brakes.

Leaving Turn I at Hidden Valley has the machine go light underneath you as the camber falls to the right, causing the machine to want to run wide. It’s easy to push it hard into the corner though and stay on your chosen line, the combination of a short wheelbase, sporty steering and new Big Piston Showa forks all helping to make it easy to get the new machine to do what you want.

A quick change up to third for the right-left combination which can be almost straight-lined on a bike before another second gear turn, but this one’s to the right, before a short straight and the tightest corner on the circuit, a left-handed

hairpin. I did my first session dropping to first for this one, but three-time Australian Superbike Champion Shawn Giles didn’t think this was a great idea.

“When you get a bit more confidence in the bike you can turn in a bit quicker, which will keep the revs up,” he advised me.

“You’re probably getting on the brakes too hard into the turn, slowing the bike a lot and needing to punch it out, so you will be going too slow for second. Roll into the corner a bit faster and you can drive out in second.”

So I go out again and feel my throat dry out as I try to heed his advice and slow down less into the turn… and after making a hash of it a couple of times, start to come to grips with the technique. Now I’m driving out a gear higher, the bike feels more controlled, easier to ride, and I only need to make one more gear change on the way to the fast right hander (which is really two turns, but pick your line right and you can flow through, driving hard the whole way). Then it’s into the back section of the track, which is a series of S-bends before a left-hander back onto the straight and up through the gears to near redline in fifth before setting up for Turn 1 and doing it all again.

I wasn’t using sixth because the straight wasn’t long enough to need it, and the gear-change to be a be notchy – probably because the bikes were only just run in. With a Continued next page

for heavy traffic, rain and other times when full power isn’t required. It uses intelligent mapping which looks at engine The 750 speed, throttle position, gear selection and other factors to Suzuki’s GSX-R750 has been one of the world’s most determine power and torque output. desirable sportsbikes since its introduction in 1985. When I didn’t try it out during a dry-weather track test, but introduced it heralded incredible advances in technology, previous experience with the systems does point to their featuring an aluminium frame, flat-slide carburettors, oil benefits in slippery conditions and I sure wish they had cooling and a full fairing.

Most importantly, it looked like it had come straight from the been around when I was learning to come to grips with big, powerful machines. racetrack.

It’s only a matter of time before traction control and ABS Since then many 750cc sportsbikes have come and gone, comes to all sportsbikes, and I’m not convinced that’s a good but the GSX-R is still with us, and is the only 750cc Japanese thing. If riding fast is about getting the adrenalin pumping, sportsbike left, and these days it’s a racetrack refugee with no racing class to suit - SuperSport is for 600s and Superbikes about challenging yourself to be smooth, fast and find the ragged edge, how much of a safety net do you want? The are at 1000cc for four cylinder machines.

This latest GSX-R750 is heavily based on the 600, with similar uncrashable motorcycle - if it can ever be built - will be pretty boring. (but not always exactly the same) chassis, suspension and Updates bodywork. The engine is very similar, but the extra capacity Suzuki’s changes for 2011 were aimed at improving handling offers more power and torque. and performance primarily by reducing weight – nearly 9kg Around the tight and twisty Hidden Valley Raceway, the off the 600 and 8kg off the 750. Nearly 3.5kg was shaved off the GSX-R750 was quicker down the straight (by 10-15km/h) but bodywork and ancillaries like lights, but significant weight also lapped about a second slower for me. It feels heavier into the turns and I couldn’t maintain the same corner speed as I could came out of exhaust systems, frame, suspension, swingarm and brake calipers. on the 600, and in my last session on the bike, when the track Tweaking of the 600’s engine has resulted in more torque, was getting very hot under a tropical sun, a big slide from the which allowed the gearbox ratios to be spread a little: these are rear when the Bridgestone fought for grip meant an increased the changes which probably allowed me to use second through heart rate and a tempered right wrist. that hairpin instead of having to drop to first. Smoother, faster, Control by rider safer.

The big slide had me remembering my last track ride, on Both bikes have a fuel-injected inline four cylinder motor BMW’s S 1000 RR, the high-tech machine which has shot the which is very similar in design, but certainly not the same German company to the top of the Superstock heap with its the 750 has both a longer stroke and wider bore, as well as traction-control, ABS and speedshift-equipped machine. But different gear ratios. Both happily rev into the stratosphere on with those options the price of the BMW is around 10K more 95 octane fuel. than a new GSX-R600 ($15,690+ORC) or 750 (16,990+ORC), Detail changes and price represents some of the reason Suzuki didn’t equip The bodywork and styling is new: lighter, more aerodynamic these bikes with those technologies. and claimed better weather protection. Suzuki’s always done a You do get dual ignition maps - modes A and B, selectable good job of building small motorcycles which can still cater for on the left handlebar. A is full power and torque. Mode B is few thousand kays on the clock shifting is likely to be sweeter.

The heart of the matter.

Brembos are potent without being overly so.

Big Piston Forks are cutting edge.

Cockpit is made to race.

Tailor the ’pegs to suit yourself.

Continued next page

Track sharp

tall riders like me, and I was very comfortable on the GSX-Rs, especially after moving the rear footpegs to the back position - they are three-way adjustable, giving you the option of lower or back from the standard position. On the street I’d try the lower position for more comfort.

The seat-handlebars-footpeg positioning is great for track riding. There’s enough room for me to tuck in down a long straight, and it’s easy to move around on the bike when setting up for the corners. At the same time Suzuki has made the seat rail narrower, making it easier for short riders to straddle the bike. Plenty of information is provided by the instruments, which are new for the 600 but we’ve seen them before on the GSX-R1000. A lap timer is built in - controlled by buttons on the right handlebar - while the drive mode switch is on the right, where you’ll often find the headlight flasher (which is incorporated into the highbeam switch).

There’s a new, lighter headlight and LED taillight.

Indicators are incorporated into the mirrors at the front and into the cowl at the rear.

Stopping the bike are Brembo calipers at the front and a small Tokico caliper at the rear. The new front calipers shave 405 grams off the unsprung weight of the front end, which is always good for improving steering, and offer plenty of performance. I was surprised at the lack of initial bite the Brembos offered though: two finger braking into fast turns required more lever travel than I expected. I suspect Brembo is responding to rider feedback here: plenty of Cycle Torque readers I’ve spoken to have been finding many modern braking set-ups intimidating when incredible stopping power has been available with just a small squeeze of a lever.

The brakes offer excellent control though, but I’m not

convinced the switch to Brembo offers a whole lot more than a marketing edge to Suzuki (or maybe they just got a better deal from the Italians).

The switch to Showa’s Big Piston Forks is a good one.

Claimed to deliver stable damping even under hard braking and therefore a smoother action - I certainly like the feedback provided by BPF. They improve feel in a turn, which adds to confidence and reduces fatigue. They are also over 1kg lighter than the cartridge forks they replace.

Improving the handling was an important target for Suzuki’s engineers, so they designed a new frame to reduce the wheelbase, which again helps the bike flick into corners better. Being built out of five cast-aluminium sections makes the frame lighter and Suzuki paid close attention to wall thickness to reduce weight.

Weight reduction has also been the recipe for the mufflers.

They look and sound fine, but are of course too quiet for most sportsbike owners and will be the first thing switched out, but don’t think it’s necessary to improve performance.

The packages Back in 1985 the GSX-R750 was revolutionary. In various guises they won a lot of races. but more importantly for Suzuki many riders chose the machine to take on their favourite winding roads and racetracks.

Today I still think the GSX-R750 is a great choice for anyone wanting a very sporty roadbike. There’s not really a racing class for the bike anymore, but it’s increased grunt over the 600 for only $1300 more money makes it an excellent choice.

If your requirements are more track based - as a ride day bike or racer - the 600 offers a lot of bang for your buck. n

The GSX-R unmasked.

Cycle Torque Test – Bollini Speed 200 TEST BY

Dennis Penzo

PHOTOS BY

Nigel Paterson

RIDING GEAR: Shark RS2R helmet, Ixon Oxygen jacket, Triumph Newington gloves, Hornee Jeans, Joe Rocket Big Bang boots.

It ticks all the boxes for what it’s asked to do and you can’t ask any more than that from any motorcycle.

Frugal Commuter BOLLINI’s Speed 200 is sold in the many thousands of units around the world including Brazil and Nigeria, amongst other countries and is only available in Australia through Sydney based Motorsport Importers.

It doesn’t pretend to be anything other than a frugal commuter and fulfils that role admirably.

On the stand

The Bollini doesn’t sport some of the inyour-face awkward angular styling cues that you see from some budget machinery. In fact it almost has a bit of a European look about it, so that quasi-Latino sounding name doesn’t feel out of place.

The fuel tank has nicely scalloped sides to tuck the knees in, depending on the length of your legs.

Continued next page

Cycle Torque Test – Bollini Speed 200 Continued from previous page

The engine is a single cylinder four-stroke air and oil-cooled job and looks nice in black.

Also adding to the demure looks are the five-spoke wheels and the bike comes standard with the small carry rack on the back.

We liked the look of the little piggyback reservoir on the rear shocks and the grippy inserts on the front and rear footpegs.

On the road

We found the Bollini Speed 200 to be an easy bike to ride, as befits a real commuter bike.

The gears are evenly spaced and the ’box works positively with no false neutrals or funky snatchiness, a smooth performer. Interestingly it has a heel-toe gear shifter which works well, although the lever

was a bit sloppy.

The analogue tacho shows a redline of 11,000rpm but you’re never going to go there so you can safely ignore it.

We’ve got a couple of rather steep hills near Cycle Torque HQ and the Bollini passed the Bayview St test without showing signs of flagging uphill.

The engine will let you reach 100kmh without any fear of screaming its head off, but then a commuter bike by its very nature will not be needing to travel at such speeds on a consistent basis. With a maximum power output of 13HP (9.7Kw) at 7500rpm and maximum torque of 16 Nm at 6000rpm it has the power to match its designated function.

Speaking of speed, the disc

brakes are quite adequate to the tasks that you will put this bike through.

The 16 inch wheels easily handled the tracks that pass for roads in our area so that’s something that will further inspire confidence. Dry weight of the machine is 170kg and ground clearance is an ample 165mm. It’s rated for 150kg maximum load capacity.

The ergonomics offer a comfortable ratio between handlebars, seat and footpegs and the seat is firm but comfortable.

Front forks and rear shocks are non-adjustable, but how much adjustment do you want in a commuter bike?

The fuel tank only holds nine litres but that is hardly going to be a matter of concern

on a bike that runs on the whiff of fossil fuels.

Starting is by electric as well as kick start and the bike also has a centrestand which is handy.

The Bollini has a manual choke on the ’bars as well as a gear indicator, which we thought was a nice touch.

It has the usual lights for blinkers, headlight, neutral etc as well as an analogue fuel gauge located between the tacho and speedo. Instruments are easy to

read when on the go.

On the pocket

The Bollini Speed 200 will cost you a miserly $2290 plus on-road costs and comes with 12 months

parts and labour warranty so it’s not going to break the bank to get you out on two wheels.

There are plenty of cheap bikes in this category out there vying for your attention and this one comes well priced with a reasonable build quality and is certainly worth a look. n

S p e c i f i c at i o n s : Bollini speed 200 Engine Type: Air/oil-cooled fourstroke single Capacity: 197cc Transmission: 5-speed Fuel Capacity: 9 Litres Frame Type: Tubular steel Seat Height: 780mm Dry Weight: 170kg Front Suspension: Telescopic Rear Suspension: Twin shocks Brakes: Single disc front and rear Tyres: 110/90-16, 130/90-16 Price (RRP): $2,290 + ORC www.motorsportimporters.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

Above: Piggyback shocks have no adjustment.

Above Right: Air/oil-cooled single cylinder engine has no issues keeping up with city traffic.

Right: Handy rack for the work bag.

Books Direct www.cycletorque.com.au

1

Lost on Earth

“The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times. Along the way Steve not only tests his limits but meets the world head on - waking up behind iron bars in Tierra Del Fuego.

1

Lost on Earth – $34.99 2

Kim The Kiwi on the Konig

This is the life story of Kim Newcombe, a little-known Kiwi mechanic who in 1973 came second in the 500cc grand prix motorcycle championship. Racing in the 1970s wasn’t all about big hair, fags and birds. The high-rolling lifestyle was also a high-stakes game.

Kim The Kiwi on the Konig – $45 3

Going Postal

Nathan Millward had a dream, he wanted to ride across the world on a small motorbike. A decommissioned Australia Post bike, to be precise. Nathan hit the road on his clapped out postie bike, from Sydney to Darwin then through Southeast Asia and onwards to Pakistan and China and the home run through Europe.

Going Postal – $30.00 4

2

The Cafe Racer

The Cafe Racer is one of the most enduring styles of motorcycle ever created, capturing the rebellious spirit of the 50s. This book looks back at the glory days of the Cafe Racer, from Friday night dices on the North Circular, through the street specials craze of the Seventies, to the modern day revival.

The Cafe Racer – $29.99 5

Motorcycle Touring Bible

Touring on a motorcycle has never been more popular than it is today, but with more and more people hitting the open road, a growing number are doing so without the proper skills and information they need to survive the ordeal. Far too often the trip of a lifetime turns into an unmitigated disaster, leading to expensive breakdowns, arrests, lost wages, broken limbs, death, and even, on more than one ocassion, divorce. Most people who travel aboard motorcycles have learned these lessons the hard way, if they’ve survived long enough, but now readers of the “Motorcycle Touring Bible” can learn an easier way; they can learn from author Fred Rau’s mistakes rather than through the school of hard knocks.

Motorcycle Touring Bible – $34.99 6

3

Motorcycle Camping

More and more motorcyclists have taken to camping, both to reduce travel costs and to add an extremely enjoyable dimension to their adventures. Motorcycle camping offers an inexpensive, comfortable, relaxing way to see the country, enjoy nature, and share stories with your friends around a campfire. For many, camping is the ultimate motorcycling experience. With the wide choice of high quality products now available, camping by motorcycle has never been easier. But camping by motorcycle isn’t just a matter of buying high- tech equipment. This new edition is loaded with up-to-date, practical information such as evaluating your current bike for space and load-carrying capacity, what to look for in gear and how to use it, finding motorcycle-only campgrounds, planning and packing for your trip, dealing with “critters” at camp, learning how to cook without a microwave, and even some recipes. An extensive resource directory lists dozens of equipment suppliers to orient you in the overwhelming sea of information available today on gear, luggage, clothing, and even trailers.

Motorcycle Camping – $34.95 7

100 Years of Motorcycles

4

A visual history of two-wheeled motorized transport: the motorcycle. Contains around 300 photographs from PA Photos’ huge archives, spanning the whole of the 20th Century. The story of the motorcycle starts when it was little more than a bicycle frame with an engine strapped on, soon becoming a purpose designed vehicle for cheap every-day transport, navigating congested urban traffic, for long distance travel, cruising and holidays. Some machines became test-beds for mechanical refinement and thrilled spectators at race circuits and off road tracks throughout the world. From the temperamental vintage machines of the early 1900s, to the motorcycling subcultures of the 1940s Hells Angels, the 1950s Cafe Racers, and the Mods and Rockers of the 1960s, all aspects of the motorcycle are celebrated.

100 Years of Motorcycles – $29.99 8

Ivan Mauger Autobiography

IVAN Mauger is more than the outstanding individual performer in speedway.

He can also point to hugely successful partnerships on and off the track.

His latest ‘best pairs’ partner is award-wining journalist, historian and former promoter Martin Rogers who co-authored Ivan’s eagerly-awaited autobiography.

Martin has written and/or edited 19 sports books and collaborated with other former speedway champions including Barry Briggs, Bruce Penhall and Jason Crump.

Ivan Mauger Autobiography – $39.95 9

Bitch’n Bitumen

This - the ultimate riders/drivers guide book, provides 224 pages of the best roads in Tas, Vic, ACT, NSW, and QLD, including 34 maps covering loads of day rides, overnight trips and awesome week-long tours, and much more.

Bitch’n Bitumen – $39.95

46 – JUNE 2011

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Motocourse 2010-2011

Motocourse contains full reports and complete results on all MotoGP races.

It also has a comprehensive review of the World Superbike series, which features reports and results on every round. The book also features Isle of Man TT, British Superbike Championship, and the AMA series.

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Motocourse 2010-2011 – $105.00 2

DEUS

Calling this a coffee table book doesn’t do it justice by half. There’s not much writing in the book, and most of what’s there is from TE Lawrence but it definitely is a visual feast with some great work from the creative mind of Carby Tuckwell who was also responsible for the designs and illustrations.

It’s a huge book and covers many of the events and beautiful motorcycle creations that have emanated from that end of Parramatta Road in Sydney.

DEUS – $89.00 3

Moto Guzzi Sport & Le Mans Bible

The Moto Guzzi V7 Sport and Le Mans are iconic sporting motorcycles of the 1970s and 1980s. They were amongst the first Superbikes to combine Italian style, handling and performance. Covering the period 1971-1993 and all models (V7 Sport, 750S, 750S3, 850 Le Mans, 850 Le Mans II, 850 Le Mans III, 1000 Le Mans IV, 1000 Le Mans V) and with description of model development year by year, full production data and 160 photos, this is a highly informative book and an essential Bible for enthusiasts.

Moto Guzzi Sport & Le Mans Bible – $59.99 4

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Laverda Twins & Triples Bible

For owners and would-be owners, here is a fact-packed, year-by-year, changeby-change record of Laverda’s classic twins and triples. An indispensable source book for all enthusiasts.

A brief history of Laverda motorcycles until the 650 Twin • 650 and 750 Twins • 750 SFC • 1000cc 180-degree Triples • 1200cc Triples • 120-degree Triples • Racing history • Technical specifications.

Laverda Twins & Triples Bible – $59.99

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Cycle Torque Touring Feature

Tassie on a Ténéré

Tasmania has lots to offer the adventure rider, and so does Yamaha’s Super Ténéré.

SUMMER in Tasmania holds the promise of some of

For our gear the Super Ténéré came with ample sized

the best touring in the country with spectacular scenery

side panniers and a flat carry rack on the back where we

and long winding roads. An opportunity to get away on

strapped on a small travel bag. The panniers are actually

Yamaha’s XTZ 1200 Super Ténéré was a chance too good

plastic with thin aluminium panels stuck on the outside

to turn down. It just so happened I have a friend and a

to make them look like metal boxes. One already had a

cousin I’ve been meaning to visit down there for some

small piece broken out of it where it mounted on the bike,

time and all I had to do was pray for some good weather

obviously the result of someone before us having had a

in what is proving a wet La Nina year.

spill. Despite that and the efforts of heavy rain none of the

Cycle Torque’s publisher Nigel Paterson tested the Super Ténéré halfway through last year at Yamaha’s launch

contents got wet on the trip.

Starting on day one from Newcastle in NSW I needed to

in France. This was our first ride on the big Adventure

cover some ground quickly as there is never enough time

Tourer here in Australia, eventually covering almost

when you are having time off work. So it was straight

4,000km from Newcastle to Tasmania and back again.

down the highway to Canberra and on to Cooma, the

y.

r r e f e h t n o n w o Tied d

gateway to the Snowy Mountains. From there it was the twists, turns and spectacular scenery of the Alpine Way.

“We are there…

no here…”

Melbourne’s Tollways.

Poppi, my other half, was flying in to Tullamarine

Stopping for fuel at Kancoban it was onward across

airport where a friend of hers would pick her up. I

the Victorian border through Corryong and along the

had carried most of her clothes and riding gear in the

back roads to my first night stay at Mt Beauty in the

panniers. After a day and a half doing the friends and

Keiwa Valley, where I used to live in the 1990s. Of course family thing in the city, Sunday night was time to suit catching up with old friends for some great conversation Poppi up and jump on the Spirit of Tasmania at Port is always part of any great adventure, so a couple of Bourbons and bullshit with some old friends from my days working on the ski lifts made for a very enjoyable night.

From the mountains to the sea It was hard to leave early the next morning with the

Melbourne for our overnight cruise to the Apple Isle.

Sea legs and islands

Thankfully the weather was good and the trip was smooth enough for a good night’s sleep ready for an early start when we disembarked at 6.30am. After a quick bite of breakfast and coffee at the port town of

sun peeping through the clouds. There is just so much

Devonport, we were back on the road and a couple of

good riding to be had in the area but time waits for

hours south into mountain country.

no man. I had to be in Melbourne by lunch to see my

The Plan was to catch up with an old friend on a

daughter and meet my new grandson. But first up there

property about 50km out of Sheffield and do some day

was more fun on the winding roads across the Gap to

trips from there. Of course every good plan is bound

Bright before heading out via the Ovens Valley and

to have some hiccups. It started to cloud over and rain

Alpine Highway. This is a beautiful part of the world.

lightly at Sheffield. By the time we got to the farm it was

For now it was on to the Hume Highway at

flogging down. We didn’t bother stopping to put the wet

Glenrowan and on to our Big Southern City. The Hume

weather gear on so we were drenched by the time we

seems to have more than its fair share of speed cameras

got there. The BMW Rallye 2 Pro adventure suit I was

as you get closer to Melbourne so it pays to take it easy.

wearing is generally great for all weather but if it starts

The good thing though was that motorbikes are free on

raining while you are riding with the liner out you have Continued next page

Cradle Mounta

I brake for echidnas. to take it all off to put the waterproof liner in it. Either that or carry a large rain suit you can put over the whole lot. All part of motorcycle touring that it pays to plan for.

The next day the sun started to poke through so we thought we would make a dash for some sightseeing at Cradle Mountain. It was a one and a half hour ride through some beautiful winding mountain roads. When we arrived the clouds parted and the sun came out for photos and a good look around. The Super Ténéré carved up the roads beautifully for a bike with such long suspension travel. It just eats up rough roads and despite carrying a pillion and luggage it never felt ungainly or off balance although some may find the seating position a little tall.

Our plan was to head west and up to Burnie for a ride along the coast but with the threat of black storm clouds and heavy rain we turned back as it chased us all the way to the farm where it set in for the rest of the day.

Our host on the farm was Trevor Ingold who is a guide for Tasmanian trailbike tour operator Taztrax. The company does dirt bike tours over a lot of the central and west coast of Tassie, in and amongst some of the vast wild and spectacular country on offer down there; see them at www.taztrax.com.au.

Unfortunately we were only going to be there for three days and we needed to make the most of it, so while the girls stayed dry in the house Trevor and I grabbed the dirt bikes for a tour of the farm before setting out for some of the local forest trails.

in

Whether it is road or dirt this place is motorcycle heaven.

More rain

I am thankful we had seen a lot of Tasmania on other trips

as it was raining again the next day. Trevor and I went out for a 25km mountain bike ride in the morning hoping it would clear up but the forecast was for rain clearing the next day so the rest of the day was spent socialising and trying their home brew.

Wednesday morning brought the sunshine and we were leaving the farm heading for Swansea on the east coast. We headed out winding our way through the beautiful roads to Delorane for morning coffee and pancakes at a local raspberry farm. From there it was along the main roads to Tasmania’s second biggest city, Launceston. There is plenty to see in Launceston but we needed to keep moving and head up through the mountains for St Helens. Coming up to Scottsdale the hilly open fields led into winding roads which seem to go on through the lush green forest for hours. Caravans and motorhomes love the place as well so expect to get caught behind a few and see some appear around the blind corners.

After Scottsdale we topped a mountain ridge into more

cloud which again turned to drizzle by the time we made it to the coastal town of St Helens for a late lunch. We both tried a local Tasmanian scallop pie which hit the spot. If there is one thing Tasmania is famous for is its seafood.

With the day getting late and still a fair distance to go we left

n was spectacular. this beautiful little town behind and headed down the coast through the open coastal farmland and to Bicheno for a quick stop and some photos before cutting across to Swansea where we would stay with my cousin for the next couple of nights.

idge.

d Br n o m h c i R s u o m The fa just to be safe.

Heading home

Sunday morning I docked on the mainland at 6.30am then

it was head down and throttle on to Cootamundra where I

So much to see

caught up with our publisher Nigel who was out testing a

Bay so the next day we backtracked towards Bicheno and

back roads for a single day of great riding covering 1092km.

turned off to head down to Coles Bay for a look at Wineglass

That wasn’t a bad effort considering the whole trip was

Bay. From the carpark it was about a 20 minute walk to the

3934km with an average fuel consumption of five litres per

Lookout over the bay followed by another half hour walk

100km.

Poppi had seen the brochures on the beauty of Wineglass

Kawasaki Ninja 1000. Heading for home we burned up the

to the isolated but very popular tourist beach. Bushwalking

Big bore adventure touring bikes have become a popular

tourists were everywhere. After the steep walk back out of

choice for seeing the country. The Ténéré has suspension and

there it was good to get back on the Ténéré. By the time we

seating that makes the ride comfortable even on bad roads,

got back to Swansea the day was pretty much done and so

solo or two-up. It’s not a dirt bike but it is a dirt road bike:

were we.

leave the single track to thigns smaller and lighter. The

The last day was a casual rise with about a two hour ride

handling defies the weight of such a large bike even with

to get Poppi to Hobart airport by lunchtime. After swapping

a big load allowing you to relax and enjoy the journey.

some of the clothes in the luggage for the riding gear for her

Easily adjusted suspension and shaft drive help make life

flight back to Newcastle, I made a beeline for Devonport

as simple as it gets with a name we all know on the tank.

where the ferry was waiting to take me back to Melbourne. By

Yamaha’s Super Ténéré did a great job in Tassie and proved

fitting in a couple of small sightseeing stops it took me about

very comfortable and enjoyable for the long ride. I loved it

four hours to travel up through the historic town of Richmond and so did Poppi proving it’s well worth a look if you are to the Midland Highway. There are probably more scenic routes than this for the trip back but with some cold, wet and windy weather moving in and only four hours to get from Hobart to Devonport I chose the main roads in the lowlands

in the market for adventure.

– Ray Macarthur

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Helmet Lock

THIS great little product is designed to answer motorcyclists’ needs for a small, portable and convenient helmet lock which requires no fitting. There are two new colours in the range (red and chrome) and now there there is also Helmetlok Cable. Loops neatly through the Helmetlok and the 3mm cable with protective coating uncoils to 1.8m so you can leave your helmet, jacket and bag on your bike. The cable is sold with any colour Helmetlok.

Price: $25 for lock and cable Avail able from: www.helmetlok.com.au More info: (02) 6687 1388 2

Boot yfull

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Electronic tuning

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THESE beautiful Reuben Xaus replica boots from Arlen Ness feature magnesium sliders at the toe, with magnesium heel and ankle protectors.

There’s adjustment at the calf with rubber gaiter for snug fit with leathers as well as flexible panels for improved movement and comfort. And they look fabulous.

Price: $269.95 Avail able from: All good bike shops.

More info: www.ficeda.com.au (02) 9827 7561 TUNING EFI bikes, ATVs and PWC’s just got easier with electronic jet kits from Dobeck Performance. No computer needed to adjust mapping, no dyno. Plug ‘n play installation means it’s minutes to install and base settings are pre-set. Uses load base technology. Full range of tunability and does not interfere with stock ECU operation. Simple push button interface with a water resistant module.

Price: Single cylinder unit $249, multi-cylinder $299.

Avail able from: Good bike shops or Kenma Australia More info: www.kenma.com.au 4

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Zeus rides again

THE first container of new Zeus helmets has hit our shores thanks to the new importer 2 Wheel Importers. This still well-recognised brand is now back: there’s a variety of models, this one is the 2100B, with a proven aerodynamic shape, trademark Zeus comfort liner and quick-release visor system. Sizes XS to XL. Price: $199.95 (metallic black), $229.95 (graphics) Avail able from: 2 Wheel Importers (02) 9772 3393 More info: kstribling@2wi.com.au

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INFORMATION FROM OUR ADVERTISERS 1

Oil for performance

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Gripping dirt bike pegs

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MOTUL 7100 is a high performance oil designed to suit specific Husqvarna and KTM engines requiring SAE 10W60 viscosity. Creating perfect engine cleanliness and low oil consumption due to its low Noack volatility it minimises internal engine friction, resulting in increased acceleration capacity and ease of gear shifting.

Compatible with integrated and non-integrated gearboxes it is a 100 per-cent synthetic based lubricant that improves oil film resistance at high temperature and revs.

Price: 1 litre $24.90, 4 litre $87.90 Avail able from: Good bike shops More info: www.linkint.com.au LA CORSA dirt bike footpegs are made of 6061 alloy and fully CNC machined so there’s no screws or detachable parts to rattle loose. They’re wider than standard pegs at 55mm providing more contact area for the boot sole giving better stability and control. Available for Yamaha, KTM, Husaberg, GasGas, Sherco, Kawasaki, Honda, Suzuki and Beta they come in silver, red, blue, green, black, orange and titanium. Easy to fit they use the original spring and pin.

Avail able from: Good bike shops.

More info: www.linkint.com.au 3

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High-flow filter

K&N Air filters now has replacement high-flow air filters for the Yamaha Super Ténéré. The new filters are washable/reusable, pre-oiled and ready to ride. Designed to provide increased airflow and filtration they offer increased performance and acceleration.

Price: $115.95 Avail able from: Good bike shops everywhere.

More info: (02) 9820 4444 www.ctaaustralia.com.au 4

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Pure vision

NEW from Dynojet is the Power Vision performance tuner and data monitor. It’s designed to tune any Harley-Davidson motorcycle with the Delphi ECM. It really takes self tuning to a whole new level, allowing the rider to quickly and easily change the tune of the bike by simply using the touch screen monitor.

As a guide we called Sportcycles Bikecare in Newcastle (02 4952 1352) and they will fit your Power Vision and tune the bike to suit for $350. This is purely a guide, ring your local centre for their price.

Price: $595 Avail able from: Authorised Dynojet Tuning Centre Dealers.

More info: www.serco.com.au

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As light as carbon

I RECENTLY had the chance to race test a Takamii RH0K carbon fibre helmet, and what a revelation.

It’s incredibly light, weighing only 1400 grams. I couldn’t say it was like having nothing on my head but it’s as close as I’ve come regarding a motorcycle helmet.

There’s not a huge amount of different styles, and for my test I used the Cherry Black colour, with an Iridium visor.

Other colours available are ‘Cosmos Blue’, ‘Graphite’, and the ‘Lycan’ graphic which makes you look a bit like a werewolf. You can also get other visors too, like chrome, dark tint and iridium blue. $65 will get you a smoked visor, $90 an Iridium.

Takamii is a carbon fibre manufacturer in Taiwan and the quality is very high, and the helmets come standard with removable linings, a breath guard, and chin curtain to keep some of the wind from flying under the chin piece and into your eyes.

Takamii is also testing a ‘Photochromatic’ visor which changes its shade to suit the light – neat.

Takamii has got a Cycle Torque special at the moment too. For $999 + $29 registered and insured delivery you get two helmets with all the fruit. To get this deal the helmets must be the same colour and size and you must have a competition licence, plus tell them you saw it in Cycle Torque.

Helmets are AS1698, DOT and ECE 22.05 certified.

– Alex Pickett Price: $589.00 Avail able from: Available from: Selected stockists, check out website for more details.

More info: www.rhok.com.au, or email info@takamii.com.au.

Road Pilot

MICHELIN’S new Pilot Road 3 tyres feature a new design to provide great grip in all conditions, and so far are proving to wear very well.

I fitted a set to my Ducati Multistrada 1100 immediately prior to a trip to Tasmania where I spent a week charging around.

You might think the tyres look like a wet weather racing tyre but they sure handle well in the dry, getting up to temperature quickly and providing enough grip to push my old Multi to the limits.

It was only after I returned to the mainland where I could test the funky looking tyres to see if they did work in water as well as the manufacturer reckons. They call the tiny grooves ‘sipes’, which are designed to get rid of the water quick smart. And that they do, giving me a confidence in the wet I’ve not often experienced.

So far I’ve done a few thousand kays on the tyres and as you can see they don’t look like wearing out any time soon.

Most sizes are available (including some 18 inch hoops), and a set will cost around $560 depending on size, but there will be negligible difference I would expect.

– Bill Newton Price: Average price for a pair: $560 Avail able from: Michelin stockists everywhere More info: www.michelinpilotroad3.com

Cycle Torque long termer

Projec

ct GT Flat track style without the pain

I’VE really enjoyed our time with the Hyosung GT650. I’ve taken it on weekend rides with friends, ridden it to work at 5am in the morning in the fog, and enjoyed Sunday morning blasts across the mountain for a hot breakfast with my mates.

Cultivating the look

One thing which has stood out in all this time is the heads this bike has turned.

Sure it looks great standard, but I reckon I’ve tweaked it just enough to make it stand out even more.

In café racer form we tidied up the rear, put some stickers on, added some clipons and rear sets and put a ‘fruity’ pipe on to give the beast some bark.

To be honest I was never that fond of the bike in café racer form because I found the riding position uncomfortable. It was all right for shorter rides but not much fun for 100 kilometres. Plus the length of the standard GT clutch cable made it hard to route with the GT650R handlebars. It made the pull of the clutch lever harder than standard because of this, and if I was to do it again I would get an ‘R’ clutch cable to alleviate this problem.

Dennis, Cycle Torque’s advertising manager and resident ‘retrophile’ loved riding the bike, especially with his cool leather jacket and gold metalflake open faced helmet. There’s been a number of factory café racer styled bikes built over the years, and I reckon the Hyosung looks as good as any, especially with the all black look.

Flat trackin’

Not long after the last story on the bike, Cycle Torque sent it to Staintune (www. staintune.com.au) to get a new muffler. The original idea was to build a twin system, as in two mufflers coming out the back. I was especially keen on this idea but it would prove to be too difficult a job to design and make in the short time they had the bike so a regular reverse cone megaphone was adapted to fit the standard header pipe. I’ll let you be the judge but it looks horn to me. Not only that it sounds absolutely spot on, with just the right amount of muted throatiness.

You won’t offend anyone because it’s too loud but they’ll certainly know you’ve ridden past, and on something which sounds much tougher than a ‘commuter bike’ as some people like to think of the Hyosung. I can tell you that this bike is much more than that, as any of the guys who’ve ridden it will attest.

The other thing that impressed me was how good the fueling was with the Staintune muffler. Nice and crisp on the throttle, with no missing or farting anywhere in the rev range. I would say plenty of aftermarket muffler manufacturers say their products will do this but it’s not so often the case in reality.

To test if it actually made more power we handed the bike over to Dyno Bike Solutions at Raymond Terrace just north of Newcastle (02 4987 2344). Head man Gavin Schofield ran the bike up on the dyno with the standard

Continued next page

Project GT

Cycle Torque long termer

muffler, and then the Staintune unit and came back with a reading of 1.5hp above stock at its peak. So, we weren’t hallucinating. There was also a handy six per cent increase in torque. This doesn’t tell the full story though because the mid range is loads fatter again, and this is where the bike is ridden most.

This muffler is a standard reverse cone made by Staintune for a number of different models and costs around $700. Ours was modified to fit the Hyosung and if you had a one-off custom job like this you’d have to pay a bit extra for the time to fit it. Most of the time you buy the mufflers through bike shops which are Staintune stockists, but for custom stuff go direct to Staintune.

So, we got the sound right, what about the look? I love the flat track look, which is all about being stripped down and lean. It’s a look which shouts ‘competition’, as if there’s nothing on the bike which isn’t for a purpose. No frills, no crap.

I had a Harley-Davidson XR750 seat which I wanted to fit. After I pulled off the rider and pillion seats, and the surrounding bodywork I realised it was to be a tougher job than first anticipated. It all centred around raised tubing which held lots of bits and bobs and would make the XR seat sit way too high. It was getting in the way so it had to come off. As I was about to get to work with a hacksaw Cycle Torque’s editor walked in the shed and yelled “stop, what do you think you are doing?”

I set about telling him an artist was about to transform the look of the GT650, but unfortunately although he could see my vision he couldn’t come to grips with how I was about to turn this vision into form.

Anyway, after a chat about what I wanted to achieve, and the fact it wasn’t my bike, I decided to stick with what we’d already done for the

the cafe racer look, where we’d pulled off the pillion hand rails and the number plate bracket, making our own tail tidy.

Flat trackers don’t have front guards so that had to come off, taking me about 30 seconds. I tried to fit a set of taller handlebars we had lying around but the standard length brake hose,clutch cable, and wiring for the starter and blinkers etc was too short. It might have only taken me 30 seconds to take the front guard off but I spent an hour working out the taller ’bars wouldn’t work. That’s OK, I liked the riding position anyway.

I’d already bought a set of red metalflake handgrips and was looking forward to getting them on. When I ordered them I never bothered to look at the size. Well, they were too big, but all was not lost, they’ll go on my dad’s Norton when he’s not looking. I can imagine the look on his face when he pulls the covers off it for the next ride.

While he wasn’t looking I also ‘borrowed’ the cool ’bar end mirrors off the Cycle Torque Ducati 851, and with only a minimum of work they bolted straight on into the ends of the standard handlebars.

You can see by the photo of the Harley-Davidson flat track replica this was the look I was trying to achieve without making wholesale changes to the Hyosung. I think it’s worked well. There’s more you could do, like covering the seats in some funky material, custom painting the tank and body panels, or even as little as getting a new Hyosung sticker for the tank in some retro font.

One thing’s for sure I’ll miss the Hyo’. Everyone who’s checked it out has made positive comments on the modifications I’ve done, and it’s a cracking bike.

– Alex Pickett