Cycle Torque March 2011

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FEATURES: Around the world on a P plate Project Hyosung Cycle Torque People – Steve Crombie Troy Corser interview

LAUNCH REPORT – 2011 TRIUMPH

Speed Triple 2011 SUZUKI RM-Z450

march 2011

Contents 30

24 test

kawasaki ninja 1000

38

launch

test

triumph speed triple

suzuki m109rz

42

40

TEST

PROJECT

suzuki rm-z450

can-am outlander features 28 cycle torque people 36 project hyosung 38 p plate touring 44 troy corser interview

50 ktm 690 enduro r long term

REGULARS 3-14 News 16 Dirty torque 18 EDITORIAL 20 GUNTRIP 22 race torque 29 LETTERS 49 USED & REVIEWED 52 BIKE STUFF

46 BOOK SALES Cover photos: Triumph by Lou Martin, Suzuki by Chris Pickett

www.cycletorque.com.au

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A Victorious opening

VICTORY Motorcycles is going from strength to strength worldwide, and especially in Australia.

On the back of that, Victory recently opened a new company-owned store on Parramatta Road in Ashfield, Sydney.

Victory has already had its Melbourne store in operation for a while now and to say it’s upmarket is an understatement.

The Sydney store is also very upmarket, and on hand to open it was just about all of Victory Australia’s staff, plus a number of guests from Victory’s head office in the US. A couple of new models graced the showroom floor, including the beautiful Cory Ness Cross Country which is just awesome to behold. In fact Arlen Ness and son Cory have now been joined by Cory’s son Zach who has designed his own Victory, the signature series Vegas 8-Ball.

Understated but with a number of highlights to keep the bling lovers happy, it will be sure to be popular with buyers.

Steve Menneto of Victory America unveiling the new Highball.

Guests at the opening were also able to check out a new model which we most likely won’t see until later this year. Based on the Vegas, the new High-Ball looks straight out of a custom bike show on the Discovery Channel. It will no doubt appeal to many riders who are looking for a stripped-down custom machine.

Helping celebrate the occasion were loads of Victory owners who had ridden up from Melbourne to be part of the opening. If the night was anything to go by, Victory owners sure are a happy bunch.

Check out the store at 554 Parramatta Road, Ashfield. Don’t worry about driving past it, you won’t be able to miss it. n

JANUARY 2011 – 3

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Crosby and Crombie at Ulysses

IT’S not long before hordes of over 40-year-old motorcyclists descend on the city of Newcastle on NSW’s Mid North Coast.

Yes, the Ulysses Club of Australia will host it’s Annual General Meeting. but the event has become much more than just a gathering of members for a meeting. Held over the week of 21-27 March the event will have trade stalls, test bikes from most manufacturers, entertainment and much more.

There’s some great riding and plenty to see around the Newcastle area too - Beaches, countryside and vineyards are just part of the fun.

Cycle Torque will have a stand also where we’ll be selling motorcycle books on everything from suspension to touring. We will also have two special guests at the AGM. Many will instantly recognise

Graeme Crosby’s name as a rebel racer from the ’70s and ’80s. Croz, Larrikin Biker is his book about his exploits which is a fascinating read. He’ll be on hand to autograph books and we’ll interview him during the days he’ll be at the event.

Also attending to promote his new book is Steve Crombie, a bloke who’s travelled more kilometres than most can imagine on numerous bike trips around around the world. His book is called Lost On Earth and is a fabulous read. Steve is a cool guy and his book will certainly stir the travelling bug in you.

If you haven’t already made your decision to head to Newcastle get moving. More info can be found at www.ulyssesclub.org. n

YamahA’s R-15 Sporty learner

YAMAHA has just released the ‘mini R1’. The YZF-R15 is a learner-legal full size According to Yamaha’s Sean Goldhawk, the little R15 is the perfect tool for the everyday commuter. “The new YZF-R15 is aimed at the entry level rider and commuter. Customers machine powered by a 150cc fuel-injected four stroke single.

The mix of Deltabox chassis and R-series technology is bound to appeal to commuters and who may own or wish to own an R-series sports bike but who appreciate a cost effective transport solution. The low purchase price and running costs mean you could even ride an sports enthusiasts alike.

R15 to work in the week and enjoy an R1/R6 on the weekends.

There’s no doubt learner riders, especially those younger in years are looking for sportier alternatives to get them on the road, and the YZF-R15 is a perfect example of sporty styling “The R15 copes amazingly well with the harsh reality of everyday travel and is extremely cost effective while still offering a heap of fun. It’s a real freedom machine and a genuine and roadholding making its way to the LAMS market. alternative to the bus, train or car,” he added.

Plus with the help of Yamaha Motor Finance, participating dealers are offering the new model at a special introductory price of under $20 a week, or $4799 ride away (RRP $3999 Cycle Torque has a YZF-R15 in its shed as we go to press: the test will be published next inc GST). That’s cheaper than a weekly bus or train pass and is firmly aimed at persuading month, and keep an eye out for a video on the bike too. See www.cycletorque.com.au. n commuters to ride to work instead of clogging up the roads in a car or enduring the hassle of public transport.

4 – JANUARY 2011

AB

Team OZ Laverda LAVERDA. Now there’s a name not many racing watchers have heard or seen for many years, not unless you are into classic racing that is. Team OZ Laverda plans to etch that name into the minds of many again by racing not one but three of the orange beasts in 2011.

First is the SFC750, most recently raced

by Ken Watson to great success. It’s spent a number of years in hibernation but will again roar in anger this year.

The baby of the team is the little Montjuic, a 500cc parallel twin powered racer which has recently been brought back to life by the team after gathering dust in a shed for many years.

The team plans to compete in the PCRA classic racing championships, plus other high profile events like the Barry Sheene Festival of Speed, this year. It’s a friendly atmosphere in the team so don’t be afraid to get up close and check the bikes out. n

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Another team machine is the space frame triple, powered by a 1000cc unit. It has a number of mods to get it competitive in the P5 Forgotten Era class, and although down on power compared to the big GSX Suzukis it’s one of the best sounding motorcycles you’ll ever hear.

Sparks will fly

mation Guide

DIT

NEWS torque

Maximise the value of your CAB membership and audit using BRITAIN’S newest electric first two in the country and the CAB Membership Badge.

motorcycle, the Agility boast impressive speed Saietta, wowed crowds when and torque. Try 220km/h The CAB brand which has been servicing the advertising and publishing industries speedisand 220ft/lbs of it was recently unveiledsince in top1957 synonomous with credibility and accountability. torque. This is serious stuff. the UK. With wild styling and avant- Hibbs is putting the bikes ADR compliance gardeof this suspension, the through As a member of the CAB you too can take advantage of the benefits prestigious brand by Saietta could be a taste of now and is the licence including a CAB Member Badge on all promotional material including publisher panels, media kits, what’s to come when electric holder of Roehr Motorcycles sales flyers and newsletters. powered motorcycles are Australia. No price confirmed yet but $2 to run each week the norm. no maintenance makes Using the badge will reinforce your commitment to a credible and accountable industry.

In Australia we’ve also seen and it a commuter to beat all the first infiltration of electric commuters. superbikes.

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Editor 12 pt Arial CAB CHRIS PICKETT 31,850 AUDIT AUDIT Regular contributors: Oct to Mar 2005 7 pt Arial Oct to Mar 2005 PUBLISHER Darryl Flack, Bob Guntrip, Keith Member since Mar 2005 Muir, The circulation records of this Nigel Paterson Alex Pickett, Darren Smart, Todd Reed, The circulation records of this publication have been submitted Friedemann Kirn, WWW.2SNAP.COM. publication have been submitted Please note: Only audited figures can be for independent audit with the Design & PRODUCTION for independent audit with the Circulations Audit Board quoted in the Badge. This badge valid to Circulations Audit BoardPublishing CYCLE TORQUE is published

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AuditedCopyright 2006. All rights reserved. No part DENNIS PENZO, 0420CAB 319 335 AUDIT of this publication may be reproduced in any dennis@cycletorque.com.au Circulation form, including electronic, without written Member since Marpermission 2005 Accounts: Rebecca Eastment of the publisher. PLEASE CONTACT The circulation records of this THE EDITOR BEFORE SUBMITTING FREELANCE bec@cycletorque.com.au publication have been submitted for independent audit with the

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Barry’s FOS

THE Barry Sheene Festival of Speed will once again be held at Eastern Creek International Raceway in April 2011. This time it will not be over Easter weekend as that clashes with too many other events. So for 2011, it will be April 1-3.

For 2011, an international flavour will be at the forefront of the racing with a large contingent of solos and sidecars heading across the Tasman from New Zealand to contest the races. As well as that, two-time world endurance champion Warwick Nowland will compete on the same HHRacing P&M Formula 1 Kawasaki he used to set a new P5 Unlimited lap record in 2010. Warwick will once again be locking horns with Robbie Phillis, who this time will be riding a new Suzuki Katana P5 race bike prepared by TRex in Melbourne. This new bike should make him even more competitive than before.

Add to that plenty of other fast local riders and interstate riders who are expected to be present such as Mr TRex himself, Rex Wolfenden. Leo Cash, Lauris Fyffe and Keith Higgs on the sister HHRacing P&M to the one being ridden by Warwick.

In the Post Classic Period 4 class reigning Australian champ Robert Young will line up on the Ron Young Engineering Ducati 750SS. If you want to see one of the toughest classic race bikes around in action then the BSFOS is the place. It’s one fast and furious hombre.

Over 250 riders on more than 300 bikes are expected to contest the event to celebrate the life of Barry Sheene a motorcycling legend of the ’70’s and ’80s. Other activities over the weekend include Show ‘n’ Shine, lots of trade/club displays, spectator laps and much more, including special guest star, racing legend Graeme Crosby who will do some parade laps over the weekend.

Cycle Torque will also have a stand at the event, selling lots of motorcycle books,

New Harleys

HARLEY-Davidson is offering a new 1200cc Sportster which will no doubt appeal to many buyers. It’s called the 1200 Custom and features loads of styling touches which set it apart from other machines in Harley’s line-up.

16” wheels are fitted at both ends and the wheels look very much like something you’d see on a hot rod.

Lots of other smaller touches include the black powder-coated engine with chrome covers and polished bits galore.

It retails for $17,895 which is a bargain. looks cool, get into your local Harley-Davidson dealer to see one in the flesh.

Also new for 2011 is the Softail ‘Blackline’ special which is stripped down to the core.

Drag ’bars, new power-train styling, and paint scheme make it stand out that’s for sure.

Check out www.harley-davidson.com.au for more info. n

Honda Broadford Bonanza

EASTER will again see a plethora of classic motorcycles converge on Victoria’s Broadford Raceway.

The Honda Broadford Bonanza kicked off in 2009 and has become a huge success, with all types of classics catered for. If it’s a road racing machine it’s welcome, if it’s a classic enduro or MX weapon it’s welcome. Trials, road, dirt track, speedway etc, there’s a place at Broadford where you can let the old girl run free.

It’s not a competition event but no doubt the blood does get up a little in some riders.

For 2011 the event will celebrate V-twin machines and a number of very special machines, and riders will attend. Former 125cc world champ Hugh Anderson will parade the amazing Britten road racer, one of the rare times it’s now seen in action let alone in Australia.

Well known English motorcycle journo Alan Cathcart will also attend the event, riding one of the Australian made Irving Vincents.

More info can be found at www.ma.org.au. Check it out, it will be a fantastic event. n

including Croz’ autobiography, with the great man himself on hand to autograph your copy.

The Post Classic Association of NSW has made this event their own over the past few years and as well as being well run for the competitors it is a spectacle to behold for motorcycle lovers. More info at www.barrysheene.com.au. n

SMALL TORQUE Tasty Trumpys

Craig was killed in a work accident and the sport of motorcycle racing will be poorer for his passing.

TRIUMPH has reduced prices on the Bonneville A2 – now $10,990, with SE and Our condolences go to Craig’s family.

T100 now $12,490. www.cycletorque.com.au S P E C I F I C AT I O N S: 16models - MARCH 2011

GetContinued your compass from page 14 out

COMPASS Expeditions is well known for its South American motorcycle tours, and At the front of the Ninja is a other countries. Although it’s nice to have options, Kawasaki is now branching out to South Africa.

Compass’ SA foray willfairing be a 17 daydoes tour full sports which obviously didn’t believe demand would be high enough tofirst justify on having BMWs,two starting Pretoria andseparated going through to Capetake Town. some of the wind blast separatein models available only by ABS. away from the rider. The with big discs and radially-mounted four-piston MoreCombined info at www.compassexpeditions.com.

2011 1198 out now

2011 KAWASAKI NINJA 1000

DUCATI Australia has announced the arrival of the 2011 Superbike Engine Type: Liquid-cooledmodels, inline four the 1198 and the new 1198SP, with a RRP of $26,990 for the 1198 Capacity: 1043ccand $33,990 for the 1198SP. Transmission: 6-speed Staying true to Ducati’s racing heritage, the 1198SP features Fuel Capacity: 19 Litresa raft of new technologies and is seen as a significant evolution of Type: the 1198S. Upgrades over Frame Alloy the 1198S include a 10 per cent larger aluminium Seat fuelHeight: tank.820mm It also features a slipper clutch for reduced skip under Wet Weight: 231kghard braking and downshifting, the introduction of DQS (Ducati Quick Shift) allowing Front Suspension: USD forksfull throttle, clutch-less up shifting for faster acceleration and the the Öhlins TTX36 Rearaddition Suspension:ofHorizontal back link rear shock as fitted to the 1198R. Brakes: Twin disc front, single rear

screen is easily hand adjusted to one of three positions, in the most upright it 200 I found difficultLead to fault.

WHEN youthem buyvery a Honda scooter between now andand March 31 you’ll get does take a bit more at HondaDollars to either take off the purchase price or certainly buy gear/accessories breeze off your chest.

AllHonda day comfort? your dealer.

The Ninja is so much more Long rides are commonplace in Australia. A weekend away to comfortable than a ZXcatch up with mates had me doing nearly 2000km in three days, it’s not funny. but many of those kilometres were to be done twisty valley WANT a new Hayabusa, 650 Vstrom or inthe trick looking 10R SFV650?

Then 1000km check out roads, where a bike like the Ninja would be in its element. And it days - especially if you Tyres: 120/70-17, 190/50-17 your local Suzuki dealer to get your bum on one of theseadded beauties. an Airhawk seat - are was.

GREG Hirst has commenced a weekly radio show. Price Greg(RRP): will$16,999 be live for a half hour + ORC but iftime you were TheisNinja was close to perfect this trip.

Fast, on effortless Suzuki offering some very for special deals these bikes,achievable, for a limited only. segment on radio 2CCR FM on Fridays at 6.15pm, as part of the afternoon Drive www.kawasaki.com.au going to make a habit of power (at least above 3500rpm), decent handling and enough CALL FOR A QUOTE program. n doing mega mile days, I’d comfort to allow me to ride 500km before lunch on the first day 1800 24 34 64 THE(inMotorcycle Roadwith Race with a charge for 2011, WE’LL BEAT ANY PRICE GUARANTEED* recommend the 1400GTR. just over five hours, one Development stop) is impressive.Series is backstill owned sports bikes in the past and theSince Super Blackbird I’veseries has produced many withI’ve a five round series confirmed.

2007 the been riding lately is certainly harder on the wrists andfour kneesstroke than Which big Kwaka? ‘name’ riders who started out on the 150cc Hondas. the Ninja. Seat comfort is probably the weakest area of the Ninja, Kawasaki now as litre-plus inline fours covering sports (ZXRound willnotkick off For at Wakefield on March 26/27,10R), with the (1400GTR) final round at but it’s1still too bad. long trips I’d Park recommend an Airhawk touring and sports-touring (Ninja 1000 ABS). In Broadford Victoria on August seat. In thein twisties the seat’s shape is fi27/28. ne for hanging off, and it’s it’s element the ZX-10R is an absolute weapon, carving corners not super-high, so shorter riders will probably still fion nd the Ninja or race tracks with sublime ease and incredible performance. The Classes range from Nippers (9-13 years) 70cc machines through to 250cc acceptable.

1400GTR is one of my current favourite motorcycles, eating miles GPMono four-stroke machines.

A tall pillion passenger might struggle, but shorter passengers with an ease and at a speed which really impresses, and doing so More at accommodation www.mrrda.com. will info find the pretty good for a sporty machine. with a very effective full fairing and large panniers.

Kawasaki didn’t supply the optional Givi panniers or top box The Ninja sort of falls in between. You can’t ride it as hard as a with the test bike, so I added a MotoDry magnetic tankbag and ZX-10R, you can’t travel so far in comfort as the GTR. In an ideal THEseatbag.

Ride All Forsports-tourers The Hills should charity ride is back in 2011, this time raising funds and fora GTR, but few of us are so rich have steel tanks. There are world you’d own a ZX-10R Victorian relief.the passenger footpegs, but they are the luggage flood hooks behind that we can afford both: calling the Ninja a compromise seems only concession to carrying a bag on the back seat, like a criticism, butinfo it’s not: Scheduled for April 10, the exact details areand yetthe to sidebe finalised but more canwith be this bike, you can have comfort mounted grab rails are open at the back end, so straps can slip off and performance. ■ found at www.rideforthehills.org.au.

– they would be more useful bolted on at the back too. calipers, the brakes on the Ninja are superb, offering incredible

Lead with $200 power, control and safety.

2011 Suzukis

Hirsty goes on air

MRRDA is back

Money for floods

Be part of this wonderful ride and make someone smile.

Classics at Greta

THE Coalfields Classic and Enthusiasts Motorcycle Club’s ninth annual motor show is at Tattersalls Hotel, Greta (NSW) on Sunday, March 20.

We can personally confirm it’s a great event so check it out.

R.I.P Craig Ralls

ANOTHER great bloke was taken from us way too early recently. Craig Ralls was an active member of the Post Classic Racing Association of NSW and well liked by all Being a Ninja indicates sports performance. Pillion perch is OK for reasonable distances. Kawasaki has kept the four pipe lay out – who knew him. sort of.

ABS adds an extra safety feature to the package.

The screen has three positions: the two images above are lowest and highest.

e u l A v A r T X e 0 0 2 1 $ r e ov

gET YOur MX gEAr ONLINE AT

Proudly Australian

will@imagemotorcycles.com.au

imagemotorcycles.com.au

PHONE: 02 THE 5 Ways ROuNd-abOuT WyOMING. CENTRal COasT

4322 7100

50Felmet rrP $449.95 4 X K r O F 0 5 2 X K 201.915 AXo PAnts rrP $189.95 sh$6Ar9.95k h totAl oVer $1200 D E T C E J IN L E u F W E N L le s rr P rr P $4 49 L A E H T ’ br An D Go GG Pr im e bo ot s E ‘X S A 95 H 9.

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NEWS torque : PIT BITS Ando gets sweeter

sponsors

CRAIG Anderson and Kade Mosig have signed for a new team called Berry Sweet Lucas Oil Honda.

Both riders will contest the Australian MX Nationals in 2011, with Ando in Pro Open and Mosig in Pro Lites.

The team will be using Kenda tyres, K&N Filters, Denso plugs and EK chains. n

AUSTR ALIAN R oad and Track R ider Promotions has announced that both YMF L o a n a n d Ya m a h a w i l l b e t h e j o i n t s e r i e s n a m i n g r i g h t s s p o n s o r s f o r t h e s i x round 2011 Australian FX-Superbike Championship that kicks off at Eastern Creek Raceway on 12 -13th of March. The 2011 FX based winter series will officially be called the YMF Loan Australian FX-Superbike Championship.

YMA has been a long time sponsor for all forms of motorcycle racing in Australia over the years and has stepped up from being a multiple FX round naming rights sponsor in 2010 to the actual outright series naming rights sponsor in 2011.

Te r r y O ’ N e i l l t h e m a n a g i n g d i r e c t o r o f A R T R P c o m m e n t e d t h a t “ We are ver y pleased to announce YMA has once again recognised the value of advertising its great motorcycles and industry leading finance company YMF through our series. In 2011 that m e a n s Ya m a h a w i l l s h a r e i n t h e m a s s i v e t e l e v i s i o n a d v e r t i s i n g opportunities that a sponsor and competitor receives courtesy of the AFX-SBK Championship series seventy-two half hour televised shows on both the SBS network and the high profile FOX Speed Channel. “ An extra bonus for competitors, the C and D grade series overall c h a m p i o n s i n b o t h t h e Y M F L o a n a n d Ya m a h a s p o n s o r e d F X 6 0 0 a n d F X - S u p e r b i k e C h a m p i o n s h i p c l a s s e s w i l l r e c e i v e a Ya m a h a YZ450F motocross bike valued at $12,099 RRP inc GST as top prize.

Te r r y O ’ N e i l l a d d e d , “ h a v i n g f o u r Y Z 4 5 0 F b i k e p r i z e s w i l l b e great for all the C and D graders in FX600 and our premier FXSuperbike classes. Now every rider in the field whether they are an A or B grader out front or a C or D grader further down the field will have the opportunity of being recognised and rewarded f o r w i n n i n g .” n

Townley Injured Again

New training facility in Mackay MOTORCYCLING Australia Level 1 Coach and full blown dir t bike enthusiast John Ingham is the man behind ‘Drummonds Run’ training facility at Mt Pelion, 50 k ilometres nor th of Mack ay, and it is one of the few safe and legal places to ride in the area.

This privately owned Motorcycling Queensland accredited facility offers a training venue which features a motocross track and a large flowing natural terrain style training loop. A number of track layouts have been designed to allow the main track to be changed from month to month to ensure variety.

Open practice and coaching will be offered every weekend, weather permitting, but rider numbers are limited to ensure your safety, so book ings are essential.

Ingham also conducts MQ Kickstart Junior Coaching, MQ five hour junior licence recertification and MQ adult rider competency assessments and also run junior and senior one-on-one or group rider coaching sessions by qualified MQ officials.

This would be a perfect training base for A4DE competitors leading up to the event. Bookings are essential, Ph 0437 336 663. n

R.I.P Phil Harrison THE sport of motorcycle racing is in mourning after Hartwell Motorcycle Club member Phil Harrison lost his life in a racing incident on Saturday Februar y 5 at Winton R aceway.

P h i l l o s t c o n t ro l o f h i s m o t o rc yc l e d u r i n g a r a c e a n d h i t a b a r r i e r.

O u r t h o u g h t s g o o u t t o P h i l ’s l o v e d o n e s a n d f r i e n d s . n

Dietrich To AMA Motocross AMA EnduroCross and WORCS Champion Ricky Dietrich has signed with Va l l i M o t o r s p o r t s / R o c k s t a r Ya m a h a t o r a c e t h e 2 0 1 1 A M A M o t o c r o s s Championships and a select number of off-road races. “ I ’m p l a n n i n g o n d o i n g t h e e n t i r e o u t d o o r s e r i e s , t h a t ’s m y m a i n f o c u s , b u t I w i l l a l s o d o a c o u p l e o f W O R C S r a c e s a n d a t l e a s t o n e E n d u r o C r o s s ,” s a i d the ISDE Gold Medalist about his 2011 season.

Dietrich rode several rounds of the 2009 AMA Motocross Championship w i t h t h e h i g h l i g h t b e i n g a f i f t h a t t h e Te x a s r o u n d . “ W h e n I f i l l e d i n f o r V i l l o p o t o a n d s h o w e d I c a n r u n t h a t p a c e i t ’s b e e n i n m y h e a d e v e r s i n c e b u t last year Kawasaki didn’t give me the oppor tunity to continue motocross as a f i l l - i n r i d e r, s o t h a t ’s w h e n t h e d e a l w i t h V a l l i k i n d o f c a m e u p . T h i s g i v e s me the opportunity to basically do what I want to do.

“I would like to be top-five, for sure. When I filled in for Villopoto, I was just going for top 10 and I was consistently top-10 with a top-five finish.

So going into this year with a full off-season of preparation my goal is to b e t o p - f i v e w i t h a p o d i u m o r t w o .” n

Get Routed to the IOM G E T R o u t e d ’s 2 0 1 1 I s l e o f M a n T T t r i p t h i s y e a r h a s t u r n e d i n t o a r e s o u n d i n g success with 194 riders and pillions on 176 bikes booked to attend this y e a r ’s C e n t e n a r y e v e n t . A c c o r d i n g t o D a v e M i l l i g a n t h e r e ’s s t i l l s p a c e f o r two more bikes ex Sydney - loading on 10 March and two more bikes ex Perth - loading on 14 March. The Melbourne and Brisbane shipments are both full and Get Routed still has one double and two single beds available on the Isle of Man for the trip. For more info please call Dave or Maggie on 03 9351 0612 or email dave@getrouted.com.au. n

YMF Loan and Yamaha 2011 Australian FX-Superbike

2 0 0 4 M X 2 Wo r l d C h a m p i o n B e n To w n l e y h a s b r o k e n h i s j a w while practising for the up- coming 2011 World MX1 Motocross Championships at one of his favoured practice facilities in New Zealand.

To w n l e y ’s j a w h a s b e e n s u c c e s s f u l l y r e p a i r e d a n d t h e t o u g h K i w i w i l l h a v e to rest for a couple of weeks before moving to Europe for the start of the pre-season races. “I was completing my last 30 minutes moto for the day when I got cross rutted on one of the jumps and went down hard, hitting my jaw on the crossbar of the handlebars. On the positive side it was a clean break and doctors have gone in through the inside of my cheek and p u t a p l a t e i n ,” s a i d T o w n l e y o f t h e c r a s h a n d d a m a g e . “ I t ’s g o i n g t o b e a b i t a w k w a r d f o r t h e n e x t f e w d a y s b u t I ’ v e b e e n t h r o u g h s o m u c h i n t h e l a s t f e w y e a r s I ’ m s u r e I ’ l l g e t o v e r t h i s o n e p r e t t y q u i c k l y .” “ I t ’s a s h a m e f o r B e n , b u t w e k n o w h o w s t r o n g h e i s m e n t a l l y a n d p h y s i c a l l y and we’re sure he will be ready for Bulgaria, thankfully we were already working with a test rider to develop the 450 Kawasaki so Ben will have a c o m p e t i t i v e b i k e ,” e x p l a i n e d t e a m o w n e r J e a n J a c q u e s L u i s e t t i .

R.I.P Nathan Woods WORCS Champion Nathan Wood has lost his life while practising for the opening round of the 2011 series leaving his wife and two children behind.

WORCS organisers put out this press release the day the crash happened. “ To d a y o f f - r o a d r a c i n g l o s t o n e o f t h e g r e a t e s t o f f - r o a d c h a m p i o n s e v e r t o throw a leg over a dir tbike. Nathan Woods, while practising for the WORCS race, passed away. He will be missed, our thoughts and prayers are with the entire Woods Family. G od Speed #54” Woods, a two-time WORCS Champion and ISDE Gold Medalist was kicked off his bike over a tabletop jump. He was airlifted to the hospital where it was confirmed that he had passed away. n

Race your mates IF YOU are a track day junk ie and would like to go to the next level of track day challenges but don’t want to take the big step of joining a club and spending your weekends going racing against A graders then Xtreme Wa k e f i e l d Pa r k R i d e D a y s m a y h a ve t h e a n s we r yo u h a ve b e e n w a i t i n g fo r.

Xtreme Wakefield Park Ride Days will be introducing a brand new track day concept at Wakefield Park R aceway, that being the newly named Xtreme ‘ R a c e Yo u r M a t e s ’ Tr a c k D a y C h a l l e n g e . T h e R a c e Yo u r M a t e s Tr a c k D a y Challenge will only take place during week days and will be open to either riders who have never raced previously or competitors who retired at least five years ago. Ex-racers will have their own group, as will riders new to racing.

The remaining two events for the first half of the year are: Wednesday 6th April and Friday 24th June.

E n t r y f e e s f o r t h e X t r e m e R a c e Yo u r M a t e s Tr a c k D a y C h a l l e n g e d a y s w i l l be $245.00 inc GST per event. The entry fee will include timing transmitter hire and garaging in pit lane for one bike.

Rider registration/entry forms and technical guidelines are available from w w w. a u s - s u p e r b i k e s . c o m . a u i n t h e c o m p e t i t o r s e c t i o n . Yo u c a n a l s o r i n g 0 2 4823 5711 for more info. n

Husky Shoots For 22 TEAM Ricci Racing will bring Husqvarna back to the world motocross stage with an official entr y in the 2011 FIM MX2 World Championship and h o p e f u l l y a d d t o t h e f a m o u s b r a n d ’s 2 1 w o r l d t i t l e s .

Alessandro Lupino and Michael Leib will contest the 15 round championship o n H u s q v a r n a ’s n e w T C 2 5 0 w h i c h h a s b e e n d e v e l o p e d w i t h t h e h e l p o f Paolo Brovedani, chief engineer of Husqvarna R&D Department, Pierluigi Zampieri, Husqvarna racing department manager and Ralf Kleid, Husqvarna e n g i n e R & D m a n a g e r. n

Continued on page 12

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NEWSFEATURE

Island Classic

AUSTRALIA has won the International Team’s Challenge at the 2011 Island Classic, the premier historic event in the countr y.

In front of a record-breaking 19,878 people Steve Mar tin, the former World Superbike racer turned commentator dominated the races he finished aborad a Suzuki Katana, but a DNF with a broken conrod would cost the South Australian the overall win.

Overall victor y went to Irsh former GP star Jeremy McWilliams, his consistenc y beating Mar tin and his speed holding out talented riders like IoM T T winner Cam Donald and Irish T T star Ryan Farquhar.

Mar tin proved he was the man to catch for the weekend, leading from star t to finish in the 2011 International Challenge on his Suzuki Katana, pulling a nice 4.948 second lead on second place getter Jeremy McWilliams, with Donald in third, Phillis four th, Micheal Dibb fifth.

Race two and yet again Mar tin flew to the lead and looked like running away with the race until his Katana expired going through the Hayshed leaving him to watch Donald win on his 1981 Harris XR69, by just 0.146s over McWilliams, with Beau Beaton picking up third place on the Vincent Black Lightning.

The dark horse at this stage was Farquhar, the 34-yearold from Dungannon in Nor thern Ireland. Having never raced at Phillip Island before taking third place overall was a great result for the laid back Irish rider.

He regarded Doohan Corner as the best par t of the track. “Got to have big balls to go through there at 100 per cent ”, he told Cycle Torque.

But he really enjoyed the whole track, “just because

its so fast and flowing, and really pretty ”.

As a young child Farquhar always wanted to race bikes on the ‘real’ roads, “I never wanted to race World Superbikes or 500GP as it was back then. Always the T T and the likes of the Ulster GP.” He explained the Isle of Man as a real buzz and an adrenaline rush, “it ’s hard to explain the feeling what it ’s like until you race it yourself ”.

For the IoM in 2011 Farquhar still believes John McGuiness is the man to beat, “he’s just so fast and willing to go that extra bit to win... Also Cam is always a big threat as well”.

On the Sunday, once again Phillip Island treated fans to some awesome racing across all classes, but all eyes were on the International challenge, with the teams (Australia, UK and the World 13) ready to do battle again.

Race three and Mar tin had a point to prove, yet again leading from star t to finish with a fastest lap time of 1:39.264 set on lap 2 of 6. Opening up a lead of 3.164sec over McWilliams and Cam Donald with Ryan Farquhar in four th spot and recently-retired Aussie Superbike star Shaun Giles in fifth with a lap time of 1:42.689.

McWilliams ended up passing Donald heading into Siberia under brakes. Still he was not the happiest person in the paddock, saying, “ We’re still having clutch issues with the bike, but will tr y and sor t it out for the last race. I need to beat Cam as he is one point behind me (Mc williams 114 - Donald 113), but I still can’t match the same times as Steve. He’s flying at the moment, but because of his DNF yesterday, he can’t win overall”.

The point-scoring structure of the international Challenge heavily rewards consistenc y, with only one point difference between each finishing place.

Farquhar had a good fight with Giles and Campbell, finishing ahead of the two. Farquhar said after race three, “ We still need more time on the bike to set it up right, but really enjoying it overall.”

Jeremy McWilliams’ very trick XR69 Harris-framed Suzuki.

The final and four th race of the weekend saw a different star t to the race with Donald leading into Doohan Corner holding off a ver y fast Mar tin, who stayed right at his heels for a whole lap until he got into the slipstream and drafted past Donald on heading onto the main straight. And that is

where he would stay for the rest of the race. Out in front, setting a new lap record of 1:38.964 Mar tin was never to be headed as he crossed the finish line 6.343 seconds ahead of Irish star and overall winner of the weekend, McWilliams. Donald finished the last race in third but took second overall.

As Mar tin stopped at Honda Corner to collect the Australian Flag and smoke up the rear tyre, you could tell just how much the weekend must have meant to him, holding the flag proudly in the sky as he made his way back to the pits, later on Steve Mar tin saying, “ That was a awesome weekend, and we were up against it, with a new bike. But there’s a lot more competition this year than there was last year, so to do what I did, for Australia, means so much more this year.

“McWilliams and those XR69s, and also Cam Donald are absolute weapons and those riders you know I hold in the highest regards. So to have the day that I had, not only for me, but for Australia, it was just unbelievable,” added Mar tin.

In the Teams Challenge, World 13 came in third, UK came in second and Team Australia won.

– Story and pictures by Russell Colvin

5.99%

NEWSFEATURE

Joining political forces Smart green, not extreme green.

WITH the NSW state election coming up in March few would argue it seems unlikely the Labor Party will get back in power, but then stranger things have happened.

There’s no doubt our hobby of motorcycle riding has few friends in high places, and we constantly seem to be fighting for our survival. This might seem extreme but from Cycle Torque’s view you only have to look at the number of riding areas and race tracks closed in recent years to realise our way of life is in danger.

While we might not agree with everything they say, the Outdoor Recreation Party is on our side. Outdoor Recreation Party candidate David Leyonhjelm tells Cycle Torque what they are about: ‘Few would deny that governments intrude into our lives far more than they did in the past. Motorcyclists face constant new challenges from bureaucrats and politicians who either think we need protecting from ourselves or the community needs protecting from us. Instead of being recognised for our contribution to reduced traffic and fuel consumption, we face unreasonable traffic, parking and safety rules.

But we are not the only ones who have to deal with these sorts of problems. Most groups in the outdoor recreation community are also battling interfering and unsympathetic governments.

Four wheel drivers are a good example. Bush tracks are constantly being closed on the pretext of preventing environmental damage, affecting not only 4WD users but also trail bike riders, mountain bikers, horse riders and others. Dog owners are not permitted to walk their pet on a leash in National Parks while the development of ski fields and the skiing industry is hampered by being within National Park boundaries.

All the while National Parks are neglected and mismanaged, with feral animals and weeds rampant and uncontrolled fuel loads contributing to destructive bushfires.

Recreational fishers are also facing enormous pressure, with a growing web of regulations enveloping our most popular and enduring outdoor pastime. With marine

parks spreading like a plague, the future of recreational fishing is far from assured.

Sporting shooters and hunters are similarly under pressure. Licensing and registration are a nightmare and there are onerous rules on storage, transport and use of firearms.

Rural property owners face draconian restriction on what they can do with their own land, with approval required to do almost anything.

Even car enthusiasts are caught up. Formula 1 racing driver Lewis Hamilton was described by authorities as a dickhead for doing well-controlled burnouts in Melbourne. When Aussie driver Mark Webber responded by describing Australia as a nanny-state with ridiculous speeding and parking rules, adding ‘you need a rule book just to get out of bed’, he was criticised as irresponsible.

In fact, most aspects of modern life are excessively controlled. Impositions on motorcyclists and others who enjoy the outdoors need to be seen in the context of an expanding nanny-state with growing limits on individual freedom and personal responsibility.

The Outdoor Recreation Party believes those who care about such issues can become politically powerful if their concerns are marshalled into a voice that tackles the underlying cause. Although parties based on single issues sometimes make progress at the margins, and lobby groups representing those interests play an important role, fundamental change will not be possible until the cause is dealt with.

Quite simply, the Outdoor Recreation Party is committed to less government control.

Specific policies include lowering taxes and charges on motorcycles, modifications to traffic laws to benefit motorcyclists, relaxation of parking restrictions, and encouragement of rider training. We also oppose legislation, aimed at bikie gangs, that creates criminals from innocent people.

In addition we seek a major review of speed limits to reflect community values rather than those of bureaucrats, enforcement of traffic laws based on risks to others rather than saving drivers from themselves, and an end to harassment of young drivers.

We have policies to liberalise rules on recreational fishing, access to public conservation areas and hunting.

But all these merely reflect our philosophy. Wherever there is an issue affecting motorcyclists, hot car enthusiasts, 4WD users, fishers or groups such as golfers or property owners, our approach is always to favour individual choice and responsibility over government rules.

That includes our attitude to environmental preservation. Many outdoor enthusiasts are deeply offended by the suggestion that they care less about the environment than city-based activists or those who prance around in koala suits. Our approach assumes humans are not an alien species but integrally related to the environment. We recognise the enormous benefits to the environment of motorcycles replacing cars, and such things as weed control and controlled burning in public land. We also strongly support the involvement of volunteers in such activities.

We describe our approach as ‘smart green, not extreme green’.

The Outdoor Recreation Party had a member in the NSW Upper House from 1999 to 2007. Now under new management, it is seeking to regain that seat in the March 2011 state election. The party’s leading candidate is Sydney businessman David Leyonhjelm. A keen outdoors enthusiast, David is a former veterinarian and qualified in law. He rides a motorbike, drives a 4WD, owns a rural property and hates government control.

The Outdoor Recreation Party is registered in NSW and affiliated with the federally registered Liberal Democratic Party, which equalled or beat all the other minor parties in the August 2010 federal election.

To vote for the Outdoor Recreation Party in the upper house, just place a 1 in the box above the line. If you wish, you may also allocate preferences to other parties of your choice. The party will also be standing candidates in some lower house seats.’

For more information refer to www.orp.org.au Photo shows Outdoor Recreation Party candidate David Leyonhjelm and President Peter Whelan, at the 2010 4WD Adventure Show at Eastern Creek. n

dirty torque

50 - MARCH 2011

www.cycletorque.com.au

Bring it on

CYCLE TORQUE RACING FEATURE : TROY CORSER INTERVIEW – Continued from page 48.

“A smaller team is more personal, some of my best TC fans would associate him with many bikes, times were in the early years racing in Australia. But from the Honda Australia RC45 to the Ducati having said that, BMW is a truly schmick outfit and it 916, Suzuki GSX-R1000, and now the BMW S is great being part of such a professional organisation.”

1000 RR. What’s his favourite bike though?

“BMW S 1000 RR of course!”

Cachia, Brendan Harrison, Kade Mosig, Kirk Gibbs, Ford Dale, Lawson Bopping and THE 2011 Rockstar MX Nationals has all of the makings of one of the most And does it make him, or the bike, go any faster?

Teams have evolved the years, with Cody Mackie all capable of putting their bikes at the front of the pack so there is going competitive, tightlyover contested series in many, many years with several international “Noall – not necessarily. it can actually technology, personnel numbers paddock to be a sensational year of racing for the flying 250F pilots. stars, returning Aussies and a and plethora of young talent thrown into aSometimes hot-mix of slow down development. It’s like when you compare a presence. How has TC seen it change from his Crash-prone Ford Dale has been practising like a man processed and has hired a racing over nine rounds. small family business to a corporation – sometimes you point of view? Does he prefer a big team? coach to try and sort his soil testing problems while Harrison, Mosig and Mackay have The amount of riders capable of winning in the Pro-Open class has been bolstered can get the guy in the workshop down the street to get “It has evolved a lot in a marketing and sponsorship something faster.” but also the sense – everyone hasreturn hospitality now, and to be honest, all signed with new teams so they will super motivated to make the move work. by not only the of Billy McKenzie for his second year indone Australia nearly everyhis team looks like a factory team fromwill the have factory Kawasaki equipment at his Former World Junior Motocross champion Jay Wilson moves into the Under 19s class fact that new team-mate Dean Ferris outside. It is all very professional. for 2011 disposal for the new season.

Many world travellers will tell you it’s hard to as does a gaggle of speedy former juniors including Jacob Wright, Brad Skoric, “Electronics has changed the way you race Shaun Redhead, Dylan Petersen and Thomas Rushton to name but a few so the class of McKenzie won eight motos last season but was sidelined for a round with injury live out of a suitcase for extended time periods, motorcycles really; data, telemetry, there’s a hell of we wondered if TC wasmoto sick of it. ‘the young and brave’ will be an absolute classic in 2011. a while lot of analysis thesehis days and theyHonda compareon rider Ferris put privateer the podiumand 14 times and scored three “No, I have actually got time information withThe computer data to maximise bikecan only give – Darren Smart wins in 2010. trick Kawasaki KX450F thenow young hard charger a to see some of the countries we go to, where before I used to just2011 fly inAustralian Motocross Championship Calendar performance. better chance in 2011.

Rndevents 1: Broadford VIC 13 March 2011. and fly out. But now with media days and press “Probably in 1995 we had ten people in the team, is also the to Australian shores attack on of days beforeRnd 2: Appin NSW 3 April 2011. are normally there a couple and you nowThere we would have 30return people between Leon and I at after awedisappointing Rnd 3: the Raymond Terrace NSW 10 April 2011. get to Supercross soak up the culture of a place and understand the andscene then probably another 30 back Motocross at the theracetrack, American by former Australian and champion Rnd 4: Murray Bridge SA 8 May 2011. people atwo littleJosh more.” factory.”

Dan Reardon. Then add former world motocross number Coppin as a Rnd 5: Toowoomba QLD 22 May 2011. championship contender alongside his CDR Yamaha team-mate and three times MX 2011 will herald TC’s third year on a S6: Coonabarabran Rnd NSW June 2011.

Also at the test19day was TC’s team-mate Leon Haslam and a very small National Champion Jay Marmont, plus the Honda duo of Todd Waters and Cheyne 1000 RR. We wondered how much the7: Wodonga Rnd VIC of 3 July number local2011. racers, including Team Honda Australia’s Jamie Stauffer and Boyd being capable of winning races. bike has improved since 2009 and how Rnd 8: MoreeWayne NSW 24 July 2011.

Maxwell.

Not sure what time Maxwell was doing but Stauffer did tell of it has been from Rnd 9: Coolum 30/31 July 2011.

Reardon will be out to capture old form on his new KTMmuch 350 while Marmont will his be input? meQLD he had already done a mid 1m30s on the new CBR1000RR, which is fairly 2011 the fifour rst race bikeConfirmed – 2009 race teams for the 2011IfSeason: honking around Eastern Creek. anyone thinks JS is a bit past it they should fully motivated to try to do something no-one has ever done“The before onbike andis win and 2010 were test development seasons JDRtoKTM: Open - Dan Reardon,He Ryan Marmont.

Josh Cachia, Brendan Harrison have a rethink. will be very Lites hard-toMatt beatMoss, on the 2011 Fireblade.

Australian Motocross Championships in a row. be honest, gathering as much information Berryfor Sweet Lucas Oilthe Honda: – Craig - Kade SMosig Flying Euro flOpen ag was JeremyAnderson.

Crowe on Lites Motohansa’s 1000 RR. The team Throw Cody Cooper on the starting line with this lot andthe that is eighttoriders engineers analysecapable as possible. With this KTM:was Coastal Open – Robbie – Jay trying a new Marshal. rear shockU/19s set up afterWilson struggling a bit with the bike in 2010. experience, weiscan each weekend of winning races and perhaps the series, and although Ryan Marmont anapproach unknown CDR with RockstarPower Yamaha: – Josh wiseOpen the bike is aCoppins, monster,Jay butMarmont handling was at times a bit wayward, lots of data,to and race,top to achieve Serco the bestYamaha:with Lites – Kirk Gibbs, Ford Dale,IfJake results a bit up and down. theyMoss can sort it (and by all accounts this is quantity in the open class you can expect the former lites champion beasinathe result we can. pretty much theOpen case)–then Crowie will beDean fast. Ferris Monster Energy Kawasaki: Billy McKenzie, five an occasion.

“Electronics, chassis and power delivery In the lower end of the capacity wasU/19s Sean –Condon who rides for Team are West Racing: Open – Beau Dargel, Simonspectrum Thompson.

Brad Skoric Michael Addison and Simon Thompson have shown theythecan get good starts and three areas that my input has been devotedOpenBikebiz.

Last yearCheyne he wentBoyd. well U/19s on a Kawasaki ZX-6R in the Formula Extreme Honda: – Todd Waters, – Jacob Wright to. And yes,ride I think have improved the bike.” run at the front of the pack as well while Robbie Marshal has a good forwe the new FX600 series did struggle Shift Motul Suzuki: Openbut - Cody Cooper a bit for consistency, in what was his first year season so look out for him when it all falls into place. of road racing.

For 2011 he’sBopping Yamaha R6 mounted, and if his times at EC tell a Raceline Pirelli Suzuki: Lites – Lawsop – Chris Pickett bigger than just aOpen couple days of testing thenLites he will be very competitive.

Team 07 Axis story Motorsports Honda: – Michael Addison.

– Cody Mackie.

The Lites class is again wide open with the likes of Jake Moss, Matt Moss, Josh

LOCAL BOYS

E-torque

MotoRides

58 - MARCH 2011

www.cycletorque.com.au

Ta s m a n i a a n d S o u t h A u s t r a l i a . “ T here ’ s a n A p p F o r t h a t ” i s a The author has found many clichéd mantra making the rounds o f t h e s m a r t p h o n e w o r l d , a t f i r s t a e x c e l l e n t r i d i n g ro u t e s a n d t i e d set uhas the Torque t h eback m t of o G o oCycle gle M a p s , offi s o cey hack, o u g eour t aageing s lVENTURA’S o g a n t o i n Bike-Pack d i c a t e j utouring st how s e graced f u l the but still loved Honda CBR1100XX. d e s c r i p t i o n o f t h e ro u t e i n c l u d i n g and t h eThe iPh o n e ( a n d i t s i l k ) c o u l d b e Bike-Pack system is a versatile system comprising dedicated L-brackets for whatever make lof e ndifferent g t h , d ibikes). s t a n cOnce e a nthe d aL-brackets d i ff i c u lare t y in place b ymodel p r o you v i d have i n g (there a p p l iare c a versions t i o n s t for o dhundreds o r arack t i n gyou . can add one or two different bags. t hyou i n gcan s fadd o r ya opillion u . grab rail or a rack, and to the t h eaosmall r y t hset-up e A pfor p commuting w i l l w o r kor sports I tThis ’ s e modular v o l v i n gapproach i n t o a to j oluggage k e a b omeans u t you canI nhave riding and quickly swap over to the larger racks and bags for the big touring trip. n t hthe e i L-brackets, P a d a n d ai Pgrab o d handle, To u c hpack-rack in how o u Blackbird r i P h o n eVentura s h o u lsupplied d b e a bCycle l e t oTorqueo with Forythe and a d oRally-Euro a n y t h i nbag. g , i n c l u d i n g m a k e c o ff e e a d d i t i o n t o t h e i P h o n e , b u t w i t h o u t it ewas easy a don a t the a c Blackbird: o n n e c t i oHonda n i t ’ scouldn’t n o t g oreally i n g have a n dMounting t r a n s f otook r m seconds, i n t o w but et w a t hunusually er made access to the bolts for the L-Brackets any easier to get to, so it was a really easy job. The rack then o o ff e r tool. t h e The m abag p sthen e r v igoes c e s over o n tthe h eupright g eslipped a r a t into t h e the f i rbrackets s t s i g nand o f locked r a i n . on using thetsupplied ro a d ( a n d i t ’ s n o t o p t i m i s e d f r t h eway, We l l , t h e re a re n ’ t a n y A p p s w h i c h rail, either over the pillion seat (the preferred option, centralise the weight) or around theoother i P a d ’ s b i g s c re e n ) . wover i l l kthe e e rack. p you dry in the rain, but just $2.49 this is worth t h eOne re asurprising re p l e n tfeature y w h iof c hthe wsystem i l l s h oiswthe weightFiso rdesigned to be carried by the upright rail, not on the seat. That means a vbag ing on your phone. It has some y othere’s u c u ractually re n t r aa ismall n r agap d a rbetween s o y o uthec aseat n and hthe g re a t i d e a s f o r ro u t e s a n d i s e a s y a vwhen o i d it’s t h eunladen, p re c i pbut i t athat’s tion… fine.

The capacity t othat’s use, although it’s stability isn’t We a tbag’s her A p p s ais re56olitres, l d h awhich t t h oisuhuge, g h . but using the expansion zip. There is the main large section and p e r fect. When it comes to the Toadditional d a y I ’ mouter w r i pockets, t i n g a baso u t a n A p p well as plastic loops to strap wthings h i c h to t e as l l swell. y o uFatwplastic h e re zips t o gare o , used, b u t too. i P a d a n d o ff e r s b i g m a p s o f t h e We’re gear robuilt ute and photos/video of what rath e r t himpressed a n b e i nwith g s othe m eVentura l o w - re n t - it’s well beahappier t o e x ptoo, ect along the way it will f aand r t Avery p p ,functional. y o u ’ l l aI’d ctu l l y w aifn tit twere o waterproof but it’s not (the material is but the stitching leaks.) Ventura b e c o m e a w o n d e r f u l d i g i t a l ro a d g ooffers w h ea re M o t o R i d e s w a n t s t o s e n d stormcover for bad weather. a t lbag a s .you y oPRICE: u . Prices vary depending on your bike and the choose.

Av a i l a b l e f ro m t h e i Tu n e s A p p MotoRides is an App for the AVAIL ABLE FROM: Bike shops everywhere S t o re . i PMORE h o n eINFO: w h www.kenma.au ich will set you back all – Nigel Paterson o f $ 2 . 4 9 a n d g i v e s re c o m m e n d e d

LOAD ME UP

rides for the Eastern States,

WASH ME

WE’VE been using Slick Offroad Wash to keep our machines clean and tidy lately. There’s no doubt we get test bikes dirty, and we like to send them back as clean as possible so they send us more test bikes.

The Slick Offroad Wash really does penetrate the dirt and crap on the bike without leaving an oily residue.

Of of the products strength’s is that you don’t have to scrub real hard or get the water blaster out to remove the gunk. This stuff is strong enough to do most of the hard work for you.

It’s also biodegradable and contains no acids or phosphates.

PRICE: $15 for 1 x 170ml packet which makes up to 4lt.

AVAIL ABLE FROM: Direct from MD Imports MORE INFO: www.mdimports.com.au or 0411 518 012.

EDITORIAL

The cost of success The Red Bull Rookie Cup is a great breeding ground for young racers but it don’t come cheap.

I’VE been thinking lately – an unusual, dangerous thing – about the shift in financial dynamics in motorcycle racing.

In the last 40 years we’ve gone from relatively few ‘factory’ riders, to lots of them, and now almost back to the old days where only the very cream of the crop become rich, whether it be road or dirt racing.

But how many of these world level riders actually get paid to race these bikes? Is it the same for the tar racers, or the dirt devils? And what is the cost to get there?

To compete at the highest level – let’s take out MotoGP here because they are prototype machines – can you front up in a van with a bike and maybe a mechanic and take it to the big boys? I don’t think so.

I’ve also noticed another shift, this time in rider attitudes. Instead of expecting to do it themselves it seems more riders are expecting people or companies to help them achieve ‘their’ dream of becoming a paid rider who travels the globe racing motorcycles, and can’t understand why it isn’t happening. Is this a result of parents ‘investing’ significant amounts of money trying to make their kid a champion (or at least live the life of one), and the expectation of it continuing?

Since my son Alex started road racing in 2007 as a 13-year-old I’ve seen lots of different approaches to racing both by

parents and their children. From prima donnas fronting up in the pits with an air of arrogance and seemingly a big budget, to the opposite end of the scale – one parent, a ute or box trailer, a race weary machine and no cash to splash.

Those with no spare money have no option but to try and do it themselves by riding hard and getting noticed by those who pay. Back in the day it was popular for antipodean riders who fancied their chances to head overseas and compete on the ‘Continental Circus’, buying a bike and van in England and doing the rounds in Europe. If you were good enough you got start money from promoters, and if you were really good you might be lucky enough to get a ‘works’ ride. This didn’t just relate to road racing but to speedway, and a lesser extend to motocross. In fact there’s most likely more young Aussies making a living racing club speedway in the UK and Europe right now than there is in road racing and MX. How do you get a gig overseas now?

Well, in road racing you pretty much have to pay for it. Every now and then we get press releases stating such and such has signed for this or that team. The reality is, no matter how they sugar coat it, that most of these riders are paying for the rides, and any number of other riders could do likewise if they had the money to pay. No matter how good the battlers are that I’ve seen at racetracks, the fact is the

rich kids are more likely to get overseas rides because their parents have the cash to pay for it.

And you know what, I’d never bag anyone for paying for a ride. If you can pay for it then good luck to you, and if you prove you are good enough and someone pays you all the better. One thing I can’t come at though is seeing these massive amounts asked for and being paid by riders, or their benefactors, as being seen as an investment for the future.

A reality check is needed by the people who do.

By all accounts things are a bit different in MX, well at least according to some people in the know. While only a handful, if that, of road racers in Australia are being paid any money, in MX it’s a slightly different story, with a greater percentage of riders being paid or at least riding for free.

If you think outside the square there are other options. Two road racers who spring to mind are Cameron Donald and Alex Cudlin. It would be fair to say neither of them made much of an impact racing in Australia. This is not to bag their talent but to make note of the point they never really went beyond being privateers.

Donald has since become of the of the world’s leading pure road racing exponents, currently holding the fastest lap around the Isle of Man TT circuit. He no longer has to dig trenches as a plumber

but rides for a living. He’s the first to admit his wage doesn’t allow a Valentino Rossi lifestyle but he’s doing what he loves.

Cudlin has struggled to make a living racing motorcycles for a number of years now, working in village pubs and the like in the UK. Sure, he’s had rides in the Endurance World Championship and done well, but once again, hefty pay cheques have been pretty much non-existent. Last year Cudlin got a gig racing for a Qatar-based team in the Qatar International Road Racing Championship, and the endurance champs too. He probably thought it was never going to happen for him but it seems he’s finally got one hand on his dream of being a paid racer.

I think it’s easy to get stars in the eyes and think of emulating Chad Reed or Casey Stoner but besides the obvious talent you have to have to scale those heights, the Global Financial Crisis has made it unbelievably harder to achieve.

My wife Kerrie keeps our feet planted firmly on the ground when it comes to our son Alex’s racing. Her favourite comment is, “Motorcycle racing is just a sport, it costs money. His job pays him.”

I know what’s more important in the long run.

– Chris Pickett

GUNTRIP

Is motorcycling dying?

LIFE’S capacity to surprise me is undiminished; believe it or not, yesterday I began a normal working Saturday at Chez Nous by making up some premix.

It’s something I never again expected to find myself doing.

Hell, 15 long years ago, when I was still riding Yamaha’s two-strokes on a daily basis, they ran on straight petrol with oil injection; I really can’t remember the last time I employed measuring cylinder and mixing jug before getting moving. But yesterday I did, making 400ml of 30:1 to feed my Makita whipper snipper, or whatever it’s called.

It started second go (when I remembered to flip on the choke), as all good two-strokes should, and I didn’t stint in the exhaust note. When wading into a particularly intractable patch of jasmine round the back of the shed I gave it its head, and I haven’t the slightest doubt that the neighbours relished the scent of smoke on the breeze and the frenetic crackle of a two-stroke working hard for its living.

Ah, the good old days. The demise of the two-stroke as a working animal is one of the few arguments I have with the environmental lobby, and even that can’t be held responsible for the speedy capitulation of key elements of the motorcycle industry in one of its rare battles with determined opposition.

I can’t help wondering what might have been. I was never an owner of an RG500 or RZ500 (or even an NS400R), but improvements to the technology of succeeding generations of Yamaha twins made them gradually easier to live with.

The first three bikes I owned were two-strokes and they were so dirty to have around they properly belonged on the local tip. Evil-smelling, noxious smoke was one thing; black, greasy and dripping mufflers were something else. Add to that the continual demand for decokes of muffler baffles and cylinder heads, and the abiding threat of fouled plugs and the delights of living with two-strokes way back then could be a trifle obscure, if you weren’t one of the truly afflicted.

And not many were. Two-strokes might have been taken seriously on race tracks of different stamps, but as motive power for road hardware the two-stroke was as often as not a subject for scorn and derision. Until Yamaha came along.

Beguiled by family propaganda, I failed to see the excitement at the heart of Yamaha’s soul until much, much later – until the first liquid-cooled test bikes arrived at AMCN’s then South Melbourne HQ, in fact. What a difference: improved fuel and oil metering, liquid cooling and electronic ignition had all done their bit to transform the humble stroker into something viable, reliable and era-defining fun.

Alas, I didn’t quite see eye to eye with the Yamaha design department after that – its world-threatening little 350 twin seemed to grow larger in its few remaining incarnations, there seemed to be more and cheaper-looking plastic, weight increased and the raw hooliganism of the bike seemed to be diluted until the model range just sort of died out in the middle 1980s. Though I did like the power valve.

The zenith came with the release of the RZ500 and Suzuki RG500, a square four marketed alongside the then new GSX-R750. The Suzuki pair made clear the advantages of the four-stroke – frugal running costs (by comparison), more benign power delivery and easier living, for all the advances made in cleaning up the stroker as a day-to-day proposition.

Next came a late if memorable clutch of GP-replica 250 twins with sharp looks and even sharper power bands. But that was pretty much that. Two-strokes gave as good as they got in road racing for a few more years and would rule the roost in motocross and enduro competition for a good while to come. But the era of the two-stroke was over, and it’s gone unlamented and certainly uncelebrated in the years since.

But why? Did we all take the long view and recognise the strictures inevitable on a planet that suffered more and more under the dirty impositions of an irresponsible population?

I wonder at some of the conversations that took place in the boardrooms of Japan before the ring-ding finally disappeared from the catalogues. An indication of the difficulties ahead would have come from California during the final years of the 1970s, and perhaps that was enough to persuade the motorcyclemanufacturing community that the future lay wholly and solely in “bits that leap up and down rather than in different-sized holes,” to quote one eminent superbike-builder of the period. And, goodness knows, Japanese big business is the last group in the world to start rocking boats unnecessarily.

But I can’t help wondering if everyone really did all they could to save the twostroke. Motorcyclists are typically powerless as a lobby group – certainly very particular circumstances notwithstanding – but if we’d made enough noise at the time maybe the manufacturers might have thought twice.

Oh well, at least I sampled the best the two-stroke had to offer, and if I get really desperate I could always buy myself a scooter. Perhaps.

– Bob Guntrip

14 - FEBRUARY 2011

RACE torque www.cycletorque.com.au

DIRTY TORQUE

Changing Are two-strokes coming back?of the guard

many people.

THE talk on the street is the two-stroke Those of us that had the pleasure of is going to make a comeback and after a day of belting around a country motocross racing two-strokes back-in-the day, will remember racing a whole season on a track I would have to say that the smell couple of sets of pistons and rings with the and the scream of the two-stroke motor occasional clutch in. was a lot more prevalent than it has been WHENEVER Valentino Rossi changes teams, which is very rare, thereplacement interest levelthrown around the for quite some time. The question is, why? That was it, bar the usual consumables. world goes into overdrive.

His move to Ducati seems like a marriage made in heaven for script And it was easy to tell when your Before I go much further I will say this writers,out: but unlike dramatic jumpfourfrom the dominant Honda to the struggling Yamahaain 125cc, 250cc or 500cc screamer needed straight In my his humble opinion, new piston or ring. It would just get a bit strokes areYamaha not good for motocross.

The 2004, the to Ducati shuffle has and will prove problematic. or easier to of kick throughthat the feat kick future of won motocross thatout is. They too Rossi first time on theare Yamaha.

He doughy stands little chance repeating starter. No questions, guessing or looking easy to ride, they are a huge drain on the on the Ducati.

The irony is that the Yamaha had been struggling to win races whereas at the hour meter, just rip the top end off wallet to make competitive and they are theplain Ducati a proven race andand world championship winner - well, in the hands of one and replace what needed replacing. just tooisexpensive to race keep The problem with the modern fourreliable. rider at least.

Despite all of this, you have to admire the strokes is that they go hard right to the The biggest variant in this continuum is Rossi. He was on top of his game in 2004, just 24-yearsmoment when something serious lets go, technology that makes the modern fourold, with a brilliant butthese brittlethings Max Biaggi and amore fast-improving Sete andmajor withrival, so many moving parts banger soonly special.

I mean, are as his above31,the piston the repairs are always so like F1 motors that gothem like aaway cut cat Gibernau.

He swatted likewith peskyallflies. Now Rossi is dealing with an on-going more expensive. ofshoulder the suspension, and handling thatthe much injury, thebrakes effects of a broken leg and ignominy of being turfed out by his last team And guess what. Many 250Fs, and I almost any rider will find sufficient. inThere favour of arch-enemy and reigning world champion Jorge Lorenzo, who Stoner mean 2009 onward, arejoins onlyCasey lasting 40 toin is no doubt the modern four-stroke taking a MotoGP championship off Rossi, a feat Biaggi and Gibernau never looked like achieving. is the choice of riders who want to compete 50 hours before the bottom end drops out of them. is Rossi ridiculous a product atDodging almost many any level. canover ridethe them injuryYou bullets years, luck finally ranThat out for in his for training accident is is sold masses.and draining harder, faster longer... early last year.and Likefor many ageingbut. champions beforewhich him, he nowtointhe a constant Motorcycling Australia has recently The bottom line is many racers and battle for fitness, a swarm of younger and (possibly) hungrier tyros 2011 circleonward the injured announced that from that parents offull racers are as complaining about the legend.

250cc two-strokes are now eligible for the overall expense of running a modern 250F class atrecent everyseasons level ofthey racing and‘Aliens’ 450F motocrosser or serious Lorenzo, Stoner and Danienduro Pedrosa have Lite shown over haveand the the 255cc to 450cc two-strokes are eligible for weapon. speed to race with and beat Rossi on a basis that only Max and Sete could dream of. Although it the Open class.

A top-end rebuild on modern fouris too early to tell, both Ben expensive Spies and Marco have made steps to become Um…why thesignificant 500cc two-stroke isn’t strokes is obviously more than Simoncelli eligible I have but IRossi’s guesschallenge the the two-stroke butrunners, the realand damage done genuine top-three AndreaisDovizioso can be added tono theidea mix too. was made someone whoface hasn’t when the motor lets go. when athe is therefore immense.

He This must is develop ‘foreign’ decision motorcycle whilst stillby not fully fit, and off even heard of a 500cc motocrosser or didn’t bills can get to as high as three grand plus. against at least six riders who appear totally comfortable with their steeds.

Thus far, his teamconsider the fact that some lunatic would There are horror stories of huge mate Nickyrepair Hayden doesn’t seem 100 per cent confident the 2011 and given the enter ainrace on aDesmosedici, 500cc two-banger… workshop bills for four-stroke up-shot of this decision is that MAfor owners going left, and centre overall lack of around pace from theright red garage in testing, it The is possible Ducati could go without a win has taken a positive step to curbing the so this really shouldn’t be a surprise to

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cost of racing in the Lites class by allowing the 250 two-strokes to compete at all levels of racing. Last year Cam Taylor and Kim Ashkenazi a YZ250 the first timerode in 800cc era. But just as soon as you say that, you soon remember that you discount and RM250 respectively in Rossi and Jeremy Burgess the Pro-Lites class at theat your peril. If anyone can get the Duke up to speed on a race-day morning, it is these but they will need all of the Midas Touch to make a race of it, and justify MX Nationals duetwo mainly CT’s Todd Reed has built an awesome YZ250 - look for the story in a future issue. to the time and money Ducati’s enormous investment in Rossi. needed make a 250F Given to Rossi’s injury woes (meaning it is a bit early to tell) his performance thus far underlines motocrossers and a 250cc two-stroke has competitive. that the Ducati is notbodies an easystill bikehave to ride to its limits, indeed the20 rider’s limits.

It will be and in or most cases per cent more power Other governing their interesting to see how much speed Rossi can get out of the thing once he is race fit. torque than a 250cc four-stroke so in the sights on keeping two-stroke racing alive. righthis hands two-stroke should produce The motocross championship At world Valencia in 2010, Hayden seemed to be riding over or thethe bike’s limits, determined to faster lap times and better race results. promoters Youthstream made the decision stay with Stoner in the team-mates’ last race in red. He soon found himself tumbling through the And in the enduro world KTM in 2010 to have only two-strokes at the gravel inJunior turn one.

His reaction was interesting. He is stood up waving arms around and ranting obviously stillhis knee deep in the World Motocross Championships the two-stroke while and European Motocross with their unbridled anger 125cc as he had done when Pedrosadevelopment took him out atofEstoril in 2006, prompting Huqvarna is having a big throw at the Championship an extremely successful commentators to isspeculate that Stoner had done likewise.

The replay showed Stoner some 50m stumps with its WR range, as is Husaberg series and a serious stepping stone to a GP ahead as Hayden lost the front-end, so his fury surely must’ve been directed at the bike that with its 250cc and 300cc two-strokes. ride. threatened to derail him andclass frustrate last opportunity to racethe with and Look,His I don’t think that over next New Zealand still hasina2009 125cc in itshim in 2010. years two-strokes motocross National Motocross Championships andhe I mayfew possible defeat his team-mate was over, but be able to beat Rossi fairwill and take square in the over again but for those ofeight-year us with limited can you from hand experience thaton the earlytell races this year,first something he hasn’t done track, man-on-man, in his GP budgets and half a brain the two-stroke it produces some of the best racing I have career.

Indeed, it is five years since Hayden has won a GP, and it ain’t gonna get any easier to win is probably the most viable option to go witnessed for years with a gaggle of highly another one.

There are just too many better riders on better bikes in front of him.

The question for racing. talented riders battling tooth and nail on Over the last couple of months I have screaming one-dingers…

Rossi is somewhat different. Will there be too many fitter riders on better bikes? been riding a 2007 Suzuki RM125 and I There is a stand-alone 125cc and 250cc Just as Rossi’s career is moving into uncharted waters, Casey Stoner’s is heading for calmer have been having an absolute ball. This 125 two-stroke championship in Britain and a seas.

His four years with Ducati were fruitful but fraught withjust therecently underlying taking hadpressure its firstofgearbox strong contingent of riders every year when has only oilHe change and all of the gear in the they holdbike a two-stroke Glen it there. a difficult beyond itsonly limitsrace andat keeping has won more GPs inrunning the 800s than despite the flogging it’s Helen in America.

In fact, is aelse wave any other rider on a bike thatthere nobody has been motor able to is getoriginal along with.

His record since 2007 been getting over the last three seasons. of discontent in America right now that the reinforces that Stoner is a colossally fast rider, a fierce and fair competitor and a proud Australian.

How many 2007 250F and 450Fs are out AMA won’t allow 250 two-strokes to race His raw the honesty and in dealing with disappointments, which putson some off, there still going strong the people original against 250Fs indifficulties the outdoor nationals. motor?brusque Not many is my bet...

KTM, Yamaha, Suzuki TM are the sometimes just makes him human.

Likeand Mick Doohan, demeanour will thaw out and – Darren Smart still making 125cc, 150cc and 250cc

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MotoRides

For just $2.49 this is worth having on your “THERE’S an App For that” is a clichéd phone. It has some great ideas for routes mantra making the rounds of the and is easy to use, although it’s stability smartphone world, at first a slogan to isn’t perfect. When it comes to the iPad and indicate just how useful the iPhone (and offers big maps of the route and photos/ its ilk) could be by providing applications video of what to expect along the way it will to do things for you. become a wonderful digital road atlas.

It’s evolving into a joke about how your Available from the iTunes App Store. iPhone should be able to do anything, DEPOSITS – Nigel Paterson including make coffee and transform into TAKEN NOW wet weather gear at the first sign of he will become a more likeable character in the rain.

ON THE NEW FINANCE Well, there aren’t any Apps which years ahead.

ROADSTER will keep you dry in the rain, but AVAILABLE His first forays on the Honda have been very there are plenty which will show you positive in achieving this. Talking about the current rain radar so you can avoid TRADE-INS smoothness of the RC212V’s power delivery the precipitation…

WELCOME compared to the Duke’s, Stoner simply said, Weather Apps are old hat though.

Today I’m writing about an App “It’s like glass.” PR photos of Casey in his which tells you where to go, but Repsol gear show a man who seems very rather than being some low-rent happy where he is, and very much looking fart App, you’ll actually want to go forward to the years ahead with Big Red. The where MotoRides wants to send you.

MotoRides is an App for the same can’t be said for the dour Pedrosa, who in iPhone which will set you back all of addition to dealing with his rivals on the track, $2.49 and gives recommended rides must deal with his controversial manager/ for the Eastern States, Tasmania and coach Alberto Puig.

South Australia.

The author has found many The irony of Stoner teaming with Dani is excellent riding routes and tied that when the Stoners first ventured to Spain them to Google Maps, so you get a in 2000, Puig gave them plenty of support description of the route including and allowed them to base their motorhome length, distance and a difficulty rating. at his place. I’m not sure Alberto will be as 2011 MotoGP World Championship, Pre Season Test, Sepang, Malaysia, 1-3 February 2011, Valentino Rossi. Photo by 2snap.

In theory the App will work on welcoming this time. the iPad and iPod Touch in addition – Darryl Flack to the iPhone, but without a data connection it’s not going to offer the map services on the road (and 335 PACIFIC HIGHWAY, ARTARMON NSW 2064 it’s not optimised for the iPad’s big screen).

MOTORCYCLES

PHONE: (02) 9439 3549 WWW.CYCLECO.NET.AU

Cycle Torque Test: 2011 Kawasaki Ninja 1000 ABS (ZX1000HBF)

Mr 90%

For 90 per cent of the population, the Ninja 1000 is more suitable than either of Kawasaki’s own ZX-10R superbike or GTR1400 tourer.

Continued next page

Cycle Torque Test: 2011 Kawasaki Ninja 1000 ABS (ZX1000HBF) KAWASAKI has built a new sports tourer to slot into the gap between the hot ZX-10R and the 1400GTR tourer.

The Ninja 1000 ABS, as it’s commonly known, offers comfort, speed, handling and even optional luggage capacity.

The riding position is key. It’s comfortable and practical, sitting you quite upright, with just a gentle lean forward to the handlebars (which themselves are on risers off the forks). The seat is reasonably comfortable without being an armchair you can’t move around on in the twisties, the foot pegs low and forward enough to avoid cramp but high enough to offer half-decent cornering clearance.

The bike is still a Kawasaki Ninja though; its heritage is sports, its green paint indicates this is a Kawasaki Sportsbike, its styling points to hard riding and high performance.

It’s the (optional) panniers, pillion grab handles and a pivoting screen which point to road comfort and convenience.

Sports-derived engine

There’s no doubt the engine in the Ninja has been developed from Kawasaki’s sports range and first seen in the current naked Z1000. It’s a litre bike, and it shows, offering blistering acceleration and a high top speed.

Right off the bottom I was a little disappointed in the torque available; I actually stalled it a couple of times, the combination of not enough revs, a cable-actuated clutch and a lazy rider coming together. I find (in general) hydraulic clutches offer a little more feel and progression as they are engaged. I know cables are cheaper, lighter and easier to fix if they break, but I still prefer hydraulic…

The Ninja starts working better above 2500rpm, cruises nicely above 4000 and really slips into sports mode above 5500, providing heaps of grunt from there all the way to the 11,000rpm deadline.

This translates to incredible overtaking abilities, provided you have enough revs on board. Sure, the Ninja will pull out and overtake quickly in top, but the difference if you snick it back a gear is significant, especially if you’re starting the move from under 90kmh.

It’s the same when riding in the twisties - powering out of hairpins requires low gear and careful throttle control, because it feels doughy opening the throttle at low revs. The contrast with even slightly more open bends - even those marked 35kmh - is stark. Because it’s easy to keep the revs above 3500, the bike responds much better exiting the turns, simply rocketing you toward the next corner.

As speed rises the engine feels even better. When the red mist drops you will be able to carve mountain roads at speeds close to what you’d be able to do on a ZX-10R. Although Kawasaki has made an effort to reduce vibration getting to the rider by using rubber inserts on the footpegs and including dampers on the underside of the seat, vibes are still noticeable at various engine revs, especially through the tank when you’re pushing along.

Chassis & Suspension

Kawasaki has a long and proud history of building high performance sports machines, and that’s rubbed off on the Ninja 1000. Does a sportstourer really need twin-spar alloy frame, adjustable suspension, trackderived brakes? Maybe not, but the Ninja’s got them.

The chassis certainly looks the part, while the suspension has been designed and built to offer decent sports performance while providing reasonable comfort, a classic compromise... Most sports bikes are uncomfortable at least partly because their suspension travel is short and the springing stiff, but tourers often don’t handle because control is sacrificed in the name of comfort via longer travel suspension which is plush.

A bike like the Ninja tries to cover both bases with suspension which is plush in its initial stroke - absorbing small bumps comfortably - but becoming stiffer quite quickly as travel is consumed. This combination means small bumps are absorbed comfortably but when the going gets tough the bike doesn’t quickly run out of suspension performance and wallow around.

I found the front of the Ninja excellent. The upside down forks offer excellent control and comfort. The rear shock was a little stiff over bumpy roads so I backed off the preload and rebound damping a little to improve comfort. The toolkit supplied with the bike is better than most, too, and included spanners to adjust the suspension at both ends.

However you like your bike set up, the Ninja at least lets you, offering the adjustability not found on most sports tourers.

The Ninja comes standard with ABS in Australia; it’s optional in many other countries. Although it’s nice to have options, Kawasaki obviously didn’t believe demand would be high enough to justify having two

Pillion perch is OK for reasonable distances.

Being a Ninja indicates sports performance.

Mr 90%

S p e c i f i c at i o n s : 2011 kawasaki ninja 1000 Engine Type: Liquid-cooled inline four Capacity: 1043cc Transmission: 6-speed Fuel Capacity: 19 Litres Frame Type: Alloy Seat Height: 820mm Wet Weight: 231kg Front Suspension: USD forks Rear Suspension: Horizontal back link Brakes: Twin disc front, single rear Tyres: 120/70-17, 190/50-17 Price (RRP): $16,999 + ORC www.kawasaki.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

separate models available separated only by ABS. Combined with big discs and radially-mounted four-piston calipers, the brakes on the Ninja are superb, offering incredible power, control and safety.

I found them very difficult to fault.

All day comfort?

ABS adds an extra safety feature to the package.

The screen has three positions: the two images above are lowest and highest.

Kawasaki has kept the four pipe lay out – sort of.

Long rides are commonplace in Australia. A weekend away to catch up with mates had me doing nearly 2000km in three days, but many of those kilometres were to be done in twisty valley roads, where a bike like the Ninja would be in its element. And it was.

The Ninja was close to perfect for this trip. Fast, effortless power (at least above 3500rpm), decent handling and enough comfort to allow me to ride 500km before lunch on the first day (in just over five hours, with one stop) is impressive.

I’ve owned sports bikes in the past and the Super Blackbird I’ve been riding lately is certainly harder on the wrists and knees than the Ninja. Seat comfort is probably the weakest area of the Ninja, but it’s still not too bad. For long trips I’d recommend an Airhawk seat. In the twisties the seat’s shape is fine for hanging off, and it’s not super-high, so shorter riders will probably still find the Ninja acceptable.

A tall pillion passenger might struggle, but shorter passengers will find the accommodation pretty good for a sporty machine.

Kawasaki didn’t supply the optional Givi panniers or top box with the test bike, so I added a MotoDry magnetic tankbag and seatbag. All sports-tourers should have steel tanks. There are luggage hooks behind the passenger footpegs, but they are the only concession to carrying a bag on the back seat, and the side-mounted grab rails are open at the back end, so straps can slip off – they would be more useful bolted on at the back too.

At the front of the Ninja is a full sports fairing which does take some of the wind blast away from the rider. The screen is easily hand adjusted to one of three positions, and in the most upright it certainly does take a bit more breeze off your chest.

The Ninja is so much more comfortable than a ZX-10R it’s not funny. 1000km days - especially if you added an Airhawk seat - are achievable, but if you were going to make a habit of doing mega mile days, I’d still recommend the 1400GTR.

Which big Kwaka?

Kawasaki now as litre-plus inline fours covering sports (ZX-10R), touring (1400GTR) and sports-touring (Ninja 1000 ABS). In it’s element the ZX-10R is an absolute weapon, carving corners or race tracks with sublime ease and incredible performance. The 1400GTR is one of my current favourite motorcycles, eating miles with an ease and at a speed which really impresses, and doing so with a very effective full fairing and large panniers.

The Ninja sort of falls in between. You can’t ride it as hard as a ZX-10R, you can’t travel so far in comfort as the GTR. In an ideal world you’d own a ZX-10R and a GTR, but few of us are so rich that we can afford both: calling the Ninja a compromise seems like a criticism, but it’s not: with this bike, you can have comfort and performance. n

Cycle Torque People – Steve Crombie

Lost On Earth

Being an adventurer started early for Steve Crombie.

STEVE Crombie has made a name for himself as the man from Lost On Earth. Crombie has put himself in countless dodgy situations, seen some extremely beautiful sights and broken bread with all walks of life. But where does this wanderlust come from? We wondered if it was born or bred into him?

“I grew up in place called Fox Valley surrounded by the bush. I always had an affinity with nature. Since the age of six I was addicted to National Geographic magazines and the Guinness Book of Records… there was stack of them outside my bedroom door. I regularly fell into the spine exploring remote and unimaginable parts of the world, held captive by giant fold out maps, awe-struck by the winding track of a river through dense jungle, and inspired by the thought of watching a saffron red sunset on a palm-lined beach which I had never seen, but I was sure existed.”

Many of Steve’s adventures have involved motorcycles, for much of it his faithful Honda Dominator. He wasn’t a junior motocross star but he did find bikes at a young age.

“My first serious motorbike adventure was at the age of ten, on a kid’s camp out at Galston Gorge in New South Wales, riding XR80s and 100s. On the first day I rode up a tree, and haven’t wanted to come down ever since. It was my first taste of freedom.

“My second motorbike adventure was at the age of twelve. My family was on our first and only overseas holiday in Thailand. My brother and sister got toasted on wine, as I valiantly worked my parents over with guilt until they agreed to let me hire a small machine

and ride up and down the local beach where we were staying. I jumped on the bike and rode to the other side of the island. I rode so far I needed petrol. A first for me.

Assorted glass jars of gasoline packed out the front of a concrete floored store. A Thai man filled my bike before shouting, ‘Yes! Yes!’ which I interpreted as, ‘Your bike is full. Ride into the sunset, young man!’ I slid back on, gripped the handlebars and hit the start button. The bike was in gear.

“I remember the fear, and rush of vision as the bike lurched forward like a samurai warrior, destroying everything in a cloud of Bushido dust. In slow motion; red, yellow and green jars filled with ancient liquids exploded out of the way as I rammed the front wheel into the side of the first bike in the line of second-hand bikes lining the left wall. The bike stalled. The store was silent.

I paid my dues, learnt my lesson and life moved on.

“While a little perturbed, I discovered there was something about two wheels that rocked my world.

The idea of directing a motor, of going in any direction I wished, kept bikes close to my heart. While I comprehended the dangers of motorcycling, there was a natural attraction to the exhilarating aspect. The high was indescribable. But I was sure there must be more to it than that. I went halves on my first bike with one of my best mates at the age of 20. It was a Honda VT250”.

But Steve didn’t just decide to explore the world straight out of school, he had to learn the way of the world, some life lessons and earn some cash first.

“At 14 I earnt a crust fisting chickens up the cake hole at a chicken shop. By 17 I was pursuing adventure, in whatever form I could find, from joining the circus and

cruising around Australia, to floating down the Amazon River in a leaky, home-made canoe. These initial journeys taught me that the road less travelled hid land mines of experience and pleasure, all of which needed to be soaked up before we propelled ourselves off the face of the earth.

“I eventually buckled down and worked a few years in financial software development, designing and creating systems that simplified the cross-border trading processes between stock exchanges enabling some of the world’s first web-based equities trading systems in the day time whilst studying IT and completing an MBA by night.

“Easter 2001, one of my best friends was found dead at the bottom of a cliff next to where we were camping. He had been recovering from drug-induced schizophrenia.

This changed my life forever. Jimmy dreamed big. He was one of very few people in my life who really believed he was capable of just about anything. He gave me the strength and determination to dream up adventures that would eventually change the way I lived my life forever – and thanks to him I devoted my life to adventuring around the planet.”

A young adventurer had to start somewhere, and that somewhere was the Amazon.

“At twelve years of age I became obsessed with the Amazon thanks to a movie starring Robert De Niro called The Mission. This lurking memory found its way to the surface of my mind. The Amazon includes parts of Brazil, Bolivia, Peru, Colombia, Venezuela, Suriname and Guyana – any of these countries was a good start. At 19 I took a solo flight to South America and crossed from the Pacific to the Atlantic via the Amazon where I met up with a bunch of crazy Israelis and a Swiss guy in Cusco, Peru. We orchestrated a journey through the Amazon on our own homemade canoe with a little help from a second hand engine, GPS (Global Positioning System) and maps. I didn’t believe such adventures were possible.

Now I understood that anything was possible with a little preparation and the life of an adventurer seemed wholeheartedly appealing.”

South America holds many amazing countries and people. Steve liked the place where tans are very brown, and people like to party.

“I’ve covered more distance in Brazil than I have Australia, and I know Australia pretty well. 7,500kms of Atlantic Coastline, Amazindian filled rainforests, an overwhelming sum of beautiful women and mindbending cuisine. Brazil is all kinds of awesome rolled into one country.”

Part II of Steve’s interview in next month’s issue.

Steve Crombie will be a guest at the Ulysses Club’s AGM in Newcastle. Meet Steve at the Cycle Torque stand, where you’ll also be able to purchase an autographed copy of his book, Lost on Earth. Check out the website www.loston.com or search Twitter and Facebook for more on Combie. n

32 - MARCH 2011

www.cycletorque.com.au

CYCLE TORQUE PEOPLE – STEVE CROMBIE

LETTERS TORQUING BACK

Lost On Earth

One fine day

IT ALL started out on a fine morning three years ago. I was just coming back from a Gladstone bike shop, getting set to ride down to Wagga Wagga to see my uncle Stan before he passed on. Ha! STEVE Crombie has made a name for himself as the man I woke up in intensive care at Bundy from Lost On Earth. Crombie has put himself in countless Hospital five days later with a badly broken dodgy situations, seen some extremely beautiful sights and right leg and knee. broken bread with all walks of life. But where does this It took physio for over two years just to wanderlust come from? We wondered if it was born or bred learn to walk again. Now it’s early 2011 into him? and I’m only just getting it regoed again “I grew up in place called Fox Valley surrounded by the after a rebuild. bush. I always had an affinity with nature. Since the age of The pothole that did the damage was fixed six I was addicted to National Geographic magazines and the two weeks later and I’m still sore to this Guinness Book of Records… there was stack of them outside day every time I ride my bike on our deadly my bedroom door. I regularly fell into the spine exploring highways. remote and unimaginable parts of the world, held captive Don’t you just love our bloody roads? It by giant fold out maps, awe-struck by the winding track of took two wheels, a front end, handlebars, a a river through dense jungle, and inspired by the thought of tank and new paint job, and the frame isn’t watching a saffron red sunset on a palm-lined beach which I so straight anymore. had never seen, but I was sure existed.”

I really love riding, and what’s a limp Many of Steve’s adventures have involved motorcycles, for anyway? Love the mag. much of it his faithful Honda Dominator. He wasn’t a junior ‘Boots’ motocross star but he did find bikes at a young age.

Qld “My first serious motorbike adventure was at the age of ten, Hi ‘Boots’ on a kid’s camp out at Galston Gorge in New South Wales, Glad to see you are on the mend and back riding XR80s and 100s. On the first day I rode up a tree, and riding. My cousin had a huge accident with haven’t wanted to come down ever since. It was my first taste a truck which nearly took his life. Not of freedom. his fault and although he’s pretty bent up “My second motorbike adventure was at the age of twelve. physically he’s back riding and loving it.

My family was on our first and only overseas holiday in You can’t keep blokes away from the things.

Thailand. My brother and sister got toasted on wine, as I Cheers valiantly worked my parents over with guilt until they agreed Chris to let me hire a small machine and ride up and down the local beach where we were staying. I jumped on the bike and rode to the other side of the island. I rode so far I needed petrol.

Give blood A first had for me. glass jars gasolineblood packed out the I’VE a Assorted good record ofofgiving front of a concrete fl oored store.

A Thai man fi until the Red Cross told me I couldlled nomy bike before shouting, ‘Yes! Yes!’ which I interpreted as, ‘Your longer donate. bike is given full. Ride into the sunset, man!’my I slid back on, I’ve blood over 130young times, brother gripped the handlebars and times hit the start The bike was has donated over 100 andbutton. his son in gear. and grandson also donate regularly. Even “I remember the fear, and rush of vision as the bike lurched forward like a samurai warrior, destroying everything in a

Write A Letter!

WIN A Great PRIZE

if, like our family, you’ve never needed it, it is a very good This month Boots has won a Cargol Turn & Go safeguard. puncture repair kit.

Available from better bike shops everywhere Between our family we have seen and there’s a video of one being used on the over 150 years of riding motor Cycle Torque website. bikes. cloud of Bushido In slow red, yellow Send your letters (and/or great bike pictures) I still have dust. a 1960 TR6motion; Triumph to The Editor, Cycle Torque, PO Box 687 and greenI jars filled with new ancient which purchased inliquids 1961 exploded and Warners Bay, NSW 2282 or email out of theride way as I rammed theand frontIwheel chris@cycletorque.com.au. still regularly, alsointo the side the first bike inofficials the line of second-hand had anof MA/MAQ/ACU licence bikes the left wall. The bike stalled. The for lining 50 years. store was silent. paid mytodues, learnt my lesson People need Iblood survive.

Melbourne and –when I called they offered lived my life forever and thanks to himinI devoted my life to and life moved on. some, it might save one of Please donate to oil my chain free of charge which adventuring around the planet.”

“While a little perturbed, I discovered there was something your own loved ones some day. impressed me. had to start somewhere, and that A young adventurer about two wheels that rocked my world.

The ideaPohlmann of directing ‘Mick’ Anyone visiting or staying in Tamworth – somewhere was the Amazon. a motor, of going in any direction I wished, kept bikes close to Qld after staying Imperial Hotel forAmazon “At twelve years ofat agethe I became obsessed with the my heart. While I comprehended the dangers of motorcycling, $35 to a anight with your bike locked a thanks movie starring Robert De Niro calledup Thein Mission. there was a natural attraction to the exhilarating aspect. The courtyard – should Motorcycles.

This lurking memory foundvisit its way Ride to the surface of my high indescribable. But I was sure there must be more to MP3was Buzz Excellent service and assistance.

The Amazon includes parts of Brazil, Bolivia, Peru, itEARLY than that.

I went halves on my first one of my best mind. last year I traded inbike my with Kawasaki Colombia, Venezuela, Suriname and GuyanaTim – anyCampbell of these mates theaage of 20. It was a Honda ER6f aton Piaggio MP3, and IVT250”. love it.

Vic countries was a good start.

At 19 I took a solo flight to South But Steve didn’t just decide to explore the world straight I got a buzz from reading the test of the America and crossed from the Pacific to the Atlantic via out school, he to learn the way of the world, some life newof model inhad your January issue.

It gave the Amazon where I met up with a bunch of crazy Israelis lessons and earn some cash fi rst.the scooter, and an accurate summary of Which and a Swissis guybest? in Cusco, Peru. We orchestrated a journey “At 14 I earnt a crust fime sting chickens the cake holeI’d at a the way it makes feel.

Theupone thing Couldthe you do usonaour favour?

Could you through Amazon own homemade canoeplease with a chicken shop.

By 17 I was pursuing adventure, in whatever like to add is in regards to parking. I write a piece on hand the engine, advantages and Positioning help from a second GPS (Global form find,anxious from joining the circus and cruising around little usedI could to get about parking my twodisadvantages of a believe V-twinsuch versus inline System) and maps. I didn’t adventures were Australia, to flespecially oating down the in a leaky, wheeler, on Amazon gravel River or slopes. water-cooled four? that anything was possible with possible.

Now I understood home-made canoe.

These initial journeys that the The MP3 is a breeze to park – taught I pullmeup, I don’t know and a lot about preparation the life of anmotors, adventurermechanics seemed road land mines of experience andoff, pleasure, a little locklessittravelled in thehidupright position, get and engineering so a few words as to why wholeheartedly appealing.” all of which needed it to beinto soaked up parking before we space. propelledNo and push/pull the the inline areamazing great countries etc would help South America motors holds many and people. ourselves off the face of theslipping earth. more worries about and dropping. me liked out.the place where tans are very brown, and people Steve “I eventually buckled down and worked aDebbie few years in Smith Love the mag, and getting it mailed to me like to party. financial software development, designing and creatingNSW means I don’t out.

“I’ve covered moremiss distance in Brazil than I have Australia, systems that simplified the cross-border trading processes and I know Australia pretty well. 7,500kms of Atlantic John between stock exchanges enabling some of the world’s first NSW Coastline, Amazindian filled rainforests, an overwhelming web-based equities trading systems in the day time whilst Happy customer John sum of beautiful women and mind-bending cuisine.Hi Brazil is studying IT andyou completing an MBA by following night.

I’M HOPING can print the Sounds like rolled a good to me. Expect all kinds of awesome into article one country.”

“Easter 2001, one offor my best friends was found dead at the recommendation bike riders visiting one soon.

Part II of Steve’s interview in next month’s issue. bottom of a cliff next to where we were camping. He had been Tamworth.

Cheers recovering schizophrenia.

This changed Greg at from Ridedrug-induced Motorcycles, 75 Ebsworth St, Steve Crombie will be a guest at the Ulysses Club’s AGM Chris my life forever.went Jimmy dreamed big.way He was of very Tamworth, out of his to one assist mefew in Newcastle. Meet Steve at the Cycle Torque stand, where people who really believed I’d he was capablefrom of just when in I my hadlifechain problems. ridden you’ll also be able to purchase an autographed copy of his about anything. He gave me the strength and determination to book, Lost on Earth. Check out the website www.loston.com dream up adventures that would eventually change the way I or search Twitter and Facebook for more on Combie. ■

Being an adventurer started early for Steve Crombie.

The Kawasaki Road to Success . . .

Kawasaki, one of the world’s leading brands is currently looking for new Dealers in key areas within Australia.

Established in Australia over 25 years ago, the Kawasaki brand is well respected and has a proven track record for producing quality, innovative, market leading products.

Kawasaki is the manufacturer of Australia’s Top Selling Road Motorcycle, The Ninja 250R! With continued growth in recent times, Kawasaki is expanding its Dealer Network and is seeking expressions of interest from self motivated people who enjoy the freedom of operating their own business.

It’s an exciting time for Kawasaki and this is a rare opportunity for the right candidate!

Should you be successful you may have the opportunity to sell Kawasaki’s complete range of world renowned Motorcycles, All Terrain Vehicles, Utility Vehicles or Personal Watercraft.

To register your expression of interest please forward your application to the National Sales Manager at info@kawasaki.com.au Some of the key areas include Northern NSW, Northwest WA, Western VIC and Cairns QLD. We look forward to hearing from you.

Launch Report – 2011 Triumph Speed Triple RIDING GEAR: KBC helmet, gloves by Five Gloves, Joe Rocket leathers, Alpinestars boots.

Head banger

TEST BY

CHRIS PICKETT

PHOTOS BY

Lou Martin

Less frantic means a better road bike.

no more

Head banger no more THE outgoing Triumph Speed Triple had a bit of an animal reputation. It was a bit flighty and a bit peaky. The incoming Speed Triple doesn’t have that.

With a few minor tweaks, Triumph’s engine designers have tamed the engine but produced more horsepower, and a new chassis has tamed the flighty road manners. Tamed but not nobbled.

The past

Ever since the first Speed Triple came out in the mid ’90s it has been a popular machine.

And why wouldn’t it be? Sharp looks and sharp everything else has given those early models almost cult status. In later years the bike became shorter, more muscular in feel and look.

The funny thing is, the 2011 Speed Triple has a wheelbase some 12mm longer (much of this comes from the longer single sided swingarm), but actually feels shorter than the 2010 model. And to prove this point Triumph had a 2010 model on hand to compare so we couldn’t look through rose tinted glasses and

come up with some other idea.

On the stand

The minor changes to the three cylinder 1050cc fuel-injected liquid-cooled engine mainly equate to the exhaust which have netted five extra horsepower and increased torque. It’s also had the benefit of slightly subduing the hit the old model had at lower revs. Sure the engine might not feel as ‘lively’ as before but in actual fact it’s a quicker and easier bike to ride because of it.

Triumph offer an Arrow twin muffler system which mounts where the under-seat original set-up goes. You can also buy the ‘Lowboy’ exhaust (also Arrow) which saves even more weight and looks trick.

Other than that any changes are minute.

The bike has the same six-speed gearbox and engine architecture as before.

The revised engine sits in an all new chassis which has the engine mounted further forward which in turn has given almost a 50/50 weight distribution. Does the front end feel more planted than before? Yes

it does.

Popular thinking has the new Speed Triple weighing less than the 2010 model but looking at Triumph’s specs for both bikes has it the other way around, with the 2011 version tipping the scales two kilos heavier.

Riding them back to back we couldn’t feel any difference weight wise.

One unusual point of interest is the battery has been moved up in front of the fuel tank.

This is not an entirely new idea but it’s not what you would call common. Modern batteries are lighter than before and it’s certainly made no difference to the handling.

The suspension is much the same as the 2010 model. 43mm upside down Showa forks with adjustment everywhere and 120mm travel. At the rear the Showa monoshock is also fully adjustable, but according to the specs the 2011 model has 130mm travel, 4mm down from before.

Brembo four-piston radially-mounted front brakes and Nissin rear caliper are retained, but the rear disc rotor is 35mm bigger at 255mm. ABS is an option.

Other changes include the multi-spoke wheels, the rear has gone from 5.5 to six inches, with the front staying at 3.5.

Looks-wise the bike is quite different. Twin headlights have been retained to keep the Speed Triple ‘style’ continuing. Instead of being round they are more like a pair of eyes.

There’s no doubt the bike is pleasing to look at, and even though the changes to the tank, wheels and headlight are quite dramatic you can see the two models are from the same family.

Before we get to the guts of what’s it like to ride let’s look at some other changes. Fuel tank capacity is now 17.5 litres, losing half a litre, rake and trail has gone to a sharper 22.8 degree/90.9mm combo, compared to the earlier 23.5 degree/84mm. Other specifications are much the same, a few millimetres here and there, but the handlebar width of the new Speed Triple is a massive 49mm narrower.

The ride

We first got to sample the new machine in inner city traffic and straight away I was impressed with the riding position which feels lower and comfier. Much of this has to do with the handlebar positioning but the ’bar/’peg/seat ratio is spot on for the average six foot rider, enabling you to look around and spot trouble in traffic with ease.

In the city snarl the engine is a pearler too, with enough flexibility you can watch where you are going rather than have to concentrate too hard on riding the bike.

Once the road opens up the bike corners and steers very well. Stability is no concern, and the three cylinder donk just loves to be given its head, although its relaxed nature

Solid front end. and sound can give you a false impression of your speed – you could well be going faster than you think.

If there’s one criticism it’s the harsh nature of the suspension. The roads we travelled on in Victoria were quite good but we can imagine bumpy NSW roads bouncing the bike around. You can always stop and wind back a bit on the shock and forks, and if it’s an issue look at softening the spring rate, but it all depends on your weight as well. Simply put, light riders will find it stiff.

Broadford track time

While the bike was very hard to fault on the road we thought the track might exacerbate any problems. Once we started to get into the groove we found the brakes were lacking some initial bite when pushing hard. While this was noticeable on the track it wasn’t on the road, and in fact for this very reason we think this makes the Speed Triple a better road bike.

While the suspension was stiff on the road it was at home on the track, never once becoming unsettled or bottoming under brakes, even when pushed hard. This was most evident when I had a moment of madness and tried to out-brake another journo into Broadford’s first turn.

When it became apparent the pace was a little too hot to contemplate making the turn we simply let the bike drift wide, turned back in and got back on the power. No heart in mouth stuff, no nervousness from the bike.

On the track the engine’s revised nature made for one hell of a ride. Sure, it doesn’t have the outright power of some of its naked competition but it doesn’t really need it. With so much flexibility it’s a blast to ride, and

Subtle tweaks have made the engine ‘friendlier’.

Launch Report – 2011 Triumph Speed Triple the standard pipes even have a great note, giving the triple an awesome sound under full throttle.

The final say

At $17,140 + ORC (the ABS version is a grand dearer) you get a lot of bike for your money. Many Speed Triple owners own their bike long term, they just evoke that kind of loyalty. Simply put this is the best Speed Triple yet. We can imagine having this beauty in our garage for a decade or so. n

Good news! The single sided rear swingarm set up has been retained.

Instruments look straight off the Daytona 675. Redline is a bit lower though.

S p e c i f i c at i o n s: 2011 triumph speed triple Engine Type: Liquid-cooled inline triple Capacity: 1050cc Transmission: 6-speed Fuel Capacity: 17.5 Litres Frame Type: Alloy twin spar Seat Height: 823mm Wet Weight: 219kg Front Suspension: USD forks Rear Suspension: Showa monoshock Brakes: Twin disc front, single rear Tyres: 120/70-17, 190/55-17 Price (RRP): $17,140: ABS$18,140+ORC www.triumph.co.uk/australia Call for a quote

Standard pipes have a nice growl to them.

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

Project GT

Cycle Torque long termer

Chequered sticker looks great.

Adjustable foot pegs from the GT650R.

You’ve seen what the Hyosung GT is like in standard trim.

Now we tart it up a bit.

THERE’S not a lot to dislike about the Hyosung GT650.

It looks tough, especially in all black, it’s reasonably comfy and it goes well. It is the most powerful LAMS approved bike on the Australian market so that fact alone should tell you it’s no slug. I’ve raced against a few of them in last year’s Formula Extreme Championship (in unrestricted form) so I know first hand how fast they can be ridden. And it’s not all just about how powerful they are, it’s also about how good they do, or don’t, handle Anyway, Cycle Torque’s GT650 has been de-restricted so we now have full power at our disposal. During a recent ride I swapped bikes with a mate and he was surprised how well the bike went. He rides an R1 most of the time so it’s not as if he was jumping off a postie bike to sample CT’s GT. But as project bikes don’t involve riding it for six months and just handing it back to the manufacturer – or so I’m told – we had to put our plans into action. You might recall the idea was to turn it into a café racer first and then a flat tracker next. And seeing I’ve been pretty much the sole holder of the keys everyone seemed to think it was a great idea for me to do all the work. “You’ve just started your fitting and machining apprenticeship. It will be good practice,” Cycle Torque’s editor said. It might sound as though I wasn’t keen but in fact I’ve had lots of fun turning the bike into café racer form.

The look

My dad’s always been into old bikes and I’ve read loads of Classic Bike magazine so I had a good idea of what constitutes a café racer. Strip it down and make it look cool.

Simple. It’s easy to say but not so easy to do, but I knew it had to have low handlebars, small seat and an exhaust that barks. When I looked at the bike I realised it was just about there anyway. I had already put on an MC Performance carbon fibre muffler which bolted straight on and suited the look I wanted. It’s a bit more modern than most café racers would have been but we are in the 21st century after all. The particular CF muffler has a titanium tip and retails for $850. If you opt for the stainless steel tip it’s $780, while full stainless steel is $650. Buy them direct from Mark at MC Performance on 0418 549 730 or via the website www. mcperformance.com.au. Tell him you heard it at Cycle Torque.

I dug out a book called Café Racer – the motorcycle. It has lots of info and pics from café racers in the ’50s through to a modern take on the style. I soon realised there’s no ‘correct’ look. You can mix old and new parts, whatever you want, as long as it’s lean and mean.

I knew I wanted clip ons, rear sets and that big headlight to stand out.

Step 1

I could have used aftermarket clip ons but as Hyosung use them on the GT650R I thought that they would surely fit straight on the naked GT. Well they do. It’s not a five second job, but then again fitting any clip ons does require some work. My dad would say put some Pink Floyd on, grab a few beers and get to it. I’m only 17 so I grabbed a coke, put on some more modern vibes and got to it. Dad did sit on the sidelines drinking a beer and offering free

advice so all was not lost.

To put the lower handlebars on I had to take off the top triple clamp which took some fiddling with the ignition switch, headlight brackets and the nifty little instrument cowl. The most work went into swapping the throttle, mirrors and switch blocks from the standard handlebars to the clip ons. Eventually I got there, and one thing to take into consideration when doing this kind of swap is the length of the front brake lines and clutch cable. The GT uses longer ones of these so their length becomes a slight issue when fitting them to the clip ons which sit much lower.

You can also use the ‘R’ top triple clamp which doesn’t have the extra holes left over from the ‘GT’s standard ’bar risers. It bolts straight on but needs a couple of holes drilled and tapped underneath to take brackets. If this is beyond your abilities just use the standard triple clamps. It all worked and looked good so job done.

I also snapped up some old-school brown handlebar grips from Biltwell which make it stand out. Black grips are so not cool.

I elected to use the standard mirrors because they look ok. You can buy aftermarket ones from your local bike shop to alter the look. Some screw in to your original mirror mounting spots, while others go into the ends of your ’bars. The Hyosung clip ons are solid at the end so this wasn’t an option, unless I got out a hacksaw.

I did also play around with putting on a Manx Norton style bikini fairing we had kicking around the shed but I didn’t like the look of it so that idea got scrapped.

Parts prices: Clip ons $144.66 each; Triple clamp $219.

Step 2

It’s the same deal with the footpegs. Hyosung make adjustable ’pegs for the GT650R so all I had to do was grab the adjustable brackets and longer gear selector rod from Hyosung’s parts bin. This was dead easy, unbolt the footpegs, bolt on the ’peg adjustment bracket, and bolt the footpegs to the adjustment bracket. This took less than 10 minutes a side and gave me the rear set feel and look I was after. On the gear selector side it took another few minutes to swap over the longer rod.

Parts prices: ’Peg adjustment brackets $68.55 each; longer selector rod $14.29.

Step 3

While the number plate bracket doesn’t look too bad it doesn’t fit the café racer ‘look’ so it had to go. You can buy what’s called a ‘Tail Tidy’ off eBay, and I couldn’t find a bike shop that sells them. They are usually made from alloy plate or stainless steel. I just went to my dad’s alloy sheet stash and got some alloy flat bar, about 3mm thick, and cut, bent and drilled it to mount the number plate and blinkers. It didn’t take too long and bolts to the remaining bracket which is left when you take off the standard Hyosung rear guard.

As for the solo seat I left the standard set up alone, other than taking off the pillion grab handles. It looks good as is, and has a decent step up to the pillion seat anyway, almost looking like a single seat if you squint.

Parts price: $2

Step 4

Now I was getting somewhere but I needed to do something with the paint work. Seeing we were going to turn the bike into a flat tracker later I didn’t think the same paint scheme would suit both styles. Solution? Go to a sticker place and get them to make a chequered band style strip to put on the tank and front guard. These cost $100, including having James at Hi Impact Signs in Newcastle (0414 6000 33) putting them on, but any decent sticker place can make them. Of course getting a new paint job is a more permanent solution but it all comes down to what you want and what you can afford to pay.

I think the bike looks great. The riding position is definitely sportier than with the higher ’bars and lower ’pegs but they tell me that’s the price of being cool. I don’t know if I am yet but how good does my gold metal flake helmet look. No that’s not me looking like a 50-year-old, that’s Cycle Torque’s Dennis Penzo re-living the past in my gold helmet.

Old-school grips.

Home made tail tidy.

Where to from here?

Newcastle Hyosung dealer Graeme Boyd has given me a fibreglass XR750 Harley flat tracker seat which should look awesome, although I can see lots of work to make it fit.

And if I think the GT’s seat is hard, I can imagine what the XR seat will be like.

MC Performance can.

I wanted to get some wire wheels fitted but this isn’t an easy or cheap option, so that might go into the too hard basket. And by the time you read this the bike should be at Staintune getting a trick exhaust built. Flat tracker here we come.

– Alex Pickett

The gold helmet completes the look.

CYCLE TORQUE Touring Feature

P plate around the world Russian rallygoer… makes us want to travel…

Get your licence then tour the world only a few weeks later.

Sounds simple doesn’t it?

MY FELLOW students at the RTA rider training school seemed a bit surprised when I mentioned at the break that I was there to get my P Plates before leaving in a few weeks on an around the world adventure.

After all, wasn’t it me who asked all the dumb questions in the classroom?

I had bought a second hand 2008 KLR650 a few months earlier and with eight weeks of long service leave there ready for taking I was off to circumnavigate the globe, starting with Vladivostok Russia. Turns out there were a few other Aussies doing the same thing so my bike went with seven others in a container – a great way to keep costs down ($500 a head).

We met via an online message board www. horizonsunlimited.com, which is also where I contacted seven other guys from North and South America who I was to meet up with in Russia. That was the plan anyway.

The entry into Russia went smoothly. So

smoothly that the bikes were out of customs in two days instead of the potential 12 it can take. Our shipping agent knew where a bottle of Cognac here or there could make things happen. So after getting a VIP tour of the motorcycle museum in town, having a few good restaurant meals and sampling the local beers, I was ready to get going a week earlier than the other crew would arrive. I decided to kill some time and head along with the other Australians to a bike rally in the countryside a few hours north of town. We bid good-bye to our hosts the Iron Tigers Motorcycle Club and hit the road.

The rally wasn’t as hard core as I expected, although the music and drinking went on for 24hrs a day. There were even a few families there, with all 300 or so people sharing the same patch of forest as a toilet and the river serving as the bath. We Australians were treated like visiting royalty and were placed

in the prime spot in the camping area and had food and many drinks provided. None of us went blind from the homemade vodka we ‘sampled’, well – at least not permanently.

A couple of nights were enough however at least for my liver - and so we carried on North on mostly sealed roads to the next major city Khabarovsk, where our party split from eight to five as three had plans to head to Magadan. One of the remaining five had made a contact with the local bike club and we were housed for a couple of nights in their basic clubhouse. The club members showed us the city sights and took us to dinner and were great hosts. They were very restrained with regards to alcohol due to Russia’s stringent DUI laws. They also shouted a banya – a Russian bathhouse with sauna, shower and plunge pool. Many houses in Russia have these out the back and there are also ones run as businesses in town. A hot shower was welcome after riding and camping and made us half way presentable for the local TV crew that interviewed us later in the day.

The situation was virtually the same in the next city (Blagovachensk), with the five of us staying at the local biker’s clubhouse, eating some great grub and drinking various Russian beers (including some cheap stuff sold in two litre plastic bottles), and walking down the road to the local banya. We were interviewed by a local TV crew, where we all stressed how beautiful the country was and how friendly the people were, but left town before it was shown. Again, the hospitality of the Russian people was second to none. On top of putting us up for a couple of nights and showing us around town, the bikers had a couple of small repairs done to our bikes and wouldn’t take any money for it.

The next major centre was nearly 2,000 km away at Chita, across the famed ‘Zilov Gap’ a section of Russia where no real road existed until recently (The Long Way Round boys opted to take a train). Well, in 2010 the road is there and has been surfaced for all but maybe 300km. There may have been only 3km

of billiard ball sized stones that presented any real challenge. The riding was somewhat similar to Australia, with long stretches without services or any habitation to speak of – just the heavy forest of Siberia on either side punctuated with a truck stop every 100km or so to get some fuel and a bite to eat. Finding a place to camp each night was a chore as the forest, known as Tiaga, is on permafrost and the top layer in summer turns quite swampy.

Because of this the roadway is quite elevated, in some places 10m and has Armco barriers for most of its length. Some campsites ended up being in the clearings around the quarries used to build the road – the only place actually off the road and dry. Other campsites were picture perfect by small streams or lakes with nobody for miles and only a few billion mossies to keep you company. It often worked out best to keep your riding gear on while setting up your tent, no matter how hot, in order to avoid being sucked dry of blood.

The furthest point North reached was a town called Tynda, about 120km of gravel off the main East/West road. We went there to visit Max, a Russian acquaintance of Chris’s, one of the Aussies in the group who had ridden across Russia before. Max had been wanted to ride the BAM road (track that follows the BAM railway) for some time and suggested we change course and go with him. We all debated it for awhile and in the end two decided to go with him and the three others of us said we would catch up in Mongolia. Max needed some time to get his bike ready so he suggested we stay a few days at his grandparent’s house. This was to be one of the highlights of the trip – sharing meals and seeing how the Russian people lived day to day. Max had a workshop where we all serviced our bikes and a welder came around to mend a broken frame and a couple of luggage racks. We also all got to use the internet connection in Max’s office to send and receive emails, where I found out the American crew I was to meet up with were running late, having missed a ferry from

Korea to Russia. I therefore had more time to kill before they would catch up and could stick with the remaining two Aussies (Chris and Adam) a while longer.

The three of us fell into a daily routine of packing up camp, riding a couple of tanks of petrol, finding a little shop to get some bread (30 cents a loaf), cheese and salami for lunch, some instant noodles or mashed potatoes for later and riding on until early evening. All of the shops separate the customer from the goods and you had to ask for what you want – always a challenge with limited Russian. The days were quite long and the search for a campsite would start at about 7pm and typically there would be a half a dozen false starts down promising tracks leading nowhere until a suitable site was found. Sometimes camp was made as late as 10pm, which wasn’t really a problem as daylight remained.

Washing in streams was refreshing to say the least, but only the rivers near Tynda still had ice in them. We never encountered a bear (other than one chained up at a truck stop) or saw much wildlife to speak of. For the most part the other road users were loggers or guys driving second hand Japanese imports west to flog them.

The last stop in Far Eastern Russia was Lake Baikal, holder of 20 per cent of the world’s fresh water. Camping by its shores a couple of nights was a good break from riding. Even though it was June, the water in the lake was easily the coldest I have ever bathed/swum in. We rode due south through the major city of the region Ulan Ude, pausing to take photos of the largest statue of Lenin’s head in the world and grabbing an armload of foodstuffs from a modern supermarket. I found an internet café and read a few emails from the American crew. They managed to get separated from one another in the first 200km and basically disintegrated as a group.

I would not be able to wait for them to get sorted out and decided to carry on.

Next month we follow Mark as he continues his journey, nearly misses a boat and blasts through the USA. – Mark Davis

Cycle Torque Test – Suzuki Boulevard M109RZ TEST BY

Chris Pickett

PHOTOS BY

Nigel Paterson

When it comes to torque and presence, not many can touch the big Boulevard.

RIDING GEAR: RXT helmet, LARO jacket, gloves by Five Gloves, Hornee jeans, Thomas Cook boots, WileyX eyewear.

Big and blinged THERE’S no doubt the M109R set mouths agape when it was first released in 2006.

Nothing much has changed since, in specification, style or sheer road presence.

It still makes a major impression on riders, and sidewalk watchers, and with an engine boasting so much bottom end, not much will keep up from a set of lights either: this bike launches really easily and blisteringly fast.

Power train

The guts of the matter is really the M109R’s engine. With a fuel injected and liquid-cooled 1783cc V-twin engine providing the grunt, the bike’s not insubstantial ready to roll weight of 346 kilograms feels much less of an issue than it does reading it on paper.

Inside the engine there’s the usual array of four valves per cylinder, dual overhead camshafts, and five speed gearbox – you could probably get away with three speeds there’s so much torque – which transmits power to the shaft drive, and then the massive 240/40R18 rear tyre.

Other mechanicals

Housing the engine is a tubular steel cradle which has upside down 46mm forks at the pointy end, and a single shock which is mounted underneath the engine. The forks have no adjustment capabilities, while the shock is adjustable for pre-load only.

Pulling up the behemoth is some serious

braking hardware. Twin 310mm discs are grabbed by four-piston radially-mounted Tokico calipers, while the rear caliper is a twin-piston Tokico unit. Believe us, this thing pulls up without a hitch.

Ancillaries

A small digital instrument pod lets you know what gear you are in and what revs you’re doing, while the tank mounted instrument panel gives you speed, trip meter and other basics.

You might have guessed the particular model in this test is the limited edition ‘Z’ which besides the orange stripe has a number of other styling touches, including the black alloy rims and shaft drive, embossed Boulevard logo on the seat.

This comes at a $500 premium over the standard model.

Ride time

Make no mistake, this thing is heavy. At low speeds it would be a handful for inexperienced riders who maybe lack a little riding confidence.

The engine feels like a V8, with effortless pulling power. This engine is simply one of the best V-twin cruiser engines we’ve ever sampled. As said before, Suzuki hasn’t changed much and it didn’t need to. It’s almost as if the gearbox ratios are irrelevant. There’s really no need to rev out gears, you can hold one and just use the throttle.

We’re not a lover of the riding position. This doesn’t mean it’s any worse than other cruisers, but that style of machine does tend to give

Black shaft and other styling touches identify the

your lower back and backside a touch up if you are travelling long distances. But the stretch to the ’bars and footpegs feels pretty good.

While the bike’s forte is boulevard cruising it can handle the twisties quite well too. It does require a different riding style to make the most of the bike’s capabilities.

The best way is to punt in to the corners reasonably hard and use the awesome brakes to pull you up, turn the bike and power out. If you want to use the time honoured method of fast corner speed you’ll be rewarded with graunching from the undercarriage. While the big M109R does have decent ground clearance, well for a cruiser anyway, it doesn’t like being leaned over to extreme angles.

Now, one look at the big back tyres will have you thinking ‘that’s cool’, but it’s not so cool when you are trying to ride the bike through roundabouts and the like. It pretty much wants to stay upright, and the rear tends to dominate the front when it comes to the handling stakes.

A bit of counter steering and judicious leaning

Pipes are legally boring. Change ‘em for something

will get you through, but any first time M109R rider will get a bit of a surprise when the first roundabout rears its head. There’s no doubt the bike would benefit from a smaller rear tyre but that would upset the style somewhat.

Verdict

When it comes to sheer in your face presence the M109R is right up there. It looks mean, it goes hard, and is huge fun to ride slow, or fast.

It’s no pussy and requires you not to be one either, otherwise the bike will be the boss, not the other way around like it should be.

It’s well priced at $19,490 + ORC and for that outlay it represents one hell of a motorcycle. n

Rev counter and gear indicator nestle above the

S p e c i f i c at i o n s : suzuki m109rz Engine Type: Liquid-cooled V-twin Capacity: 1783cc Transmission: 5-speed Fuel Capacity: 19.5 Litres Frame Type: Tubular steel Seat Height: 705mm Wet Weight: 346kg Front Suspension: USD forks Rear Suspension: link type single shock Brakes: Twin disc front, single rear Tyres: 130/70-18, 240/40-18 Price (RRP): $19,490 + ORC www.suzukiboulevard.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

One of the biggest motors in the business.

Quad Torque Launch Report – Can-Am Outlander

Out there on an Outlander UTILITY or sports, Can-Am’s new Outlanders certainly covers all bases and are very much at the top end of the ATV range when it comes to equipment level and quality.

We got the chance to sample the Outlander range recently in the rugged mountains near Queenstown in New

Zealand, and we came away extremely impressed with the power, ride-ability and handling of the new 2011 machines.

There’s no doubt the Outlander is an imposing machine, with the picture showing the models giving an idea of the size. These are no dinky quads, but serious bits of gear which are designed to go hard

in the rough stuff and do it reliable for years to come.

What’s new?

The 800R range which Cycle Torque tested is powered by a 799.9cc liquidcooled V-twin engine. Can-Am claims that at 71hp it’s the most powerful production

ATV on the market, and after sampling it we’ve no reason to dispute this. There are other brands which come very close in power output so it could be a case of splitting hairs. That said, you won’t be left behind while tearing up a beach or rounding up the cows that’s for sure.

Outlander 800R XT-P

Besides the stonking engine, the XT-P is equipped with Air Control Suspension which is easy enough to adjust, and dualmode Dynamic Power Steering. Quads have never been accused of being the easiest things to throw around but CanAm’s power steering system makes it as good as it can be in this day and age. One thing which impressed us was the steering never felt as though it wanted to kick out of your control if a big rut was hit.

It’s also got heavy duty bash guards, winch and steel racks with 136kg payload.

Two up is where the XT-P (MAX platform) shines too. There’s loads of room for decent sized rider and pillion, and combined with the carrying capacity makes the XT-P one serious farm shaker.

This jigger looks sporty but this is essentially down to style rather than substance, with trick alloy rims and some cool graphics.

Outlander 800R MR

The MR has huge 30 inch Gorilla Axle Silverback tyres which will eat the mud, chunky alloy rims, alloy taper ’bars and integrated snorkel system for when the river gets deep.

Once again it has much the same basic specification as the other two quads but an interesting point is the radiator is mounted above the front rack so it is less prone to be caked in mud which will reduce cooling

Sand or snow, Can-Am’s Outlander range is up for it. efficiency. In fact, the ‘MR’ moniker stands for Mud Racer, so that’s as good a clue as any as to where this baby excels.

On the trail

In two or four wheel drive the Outlander is extremely good at what it does. With so much power on tap it was great fun to hang the tail out and spray rocks, but when the terrain got tougher flicking it into 4wd had the beast going just about anywhere.

We tackled everything from hard packed mountain trails to mud covered deep ruts and deep sand. Nothing seemed to give the Outlander a moment’s issue but like any ATV, in the wrong hands, things can get ugly quickly if the machine’s and the rider’s capabilities are not respected.

For such a big piece of real estate, the Outlander is surprisingly easy to ride, even at higher speeds. No doubt a big part of this is down to the Dual-mode Dynamic Power Steering system, but the Air Control Suspension plays a big part too. We tested the suspension over some big hits, including downhill under heavy braking, and it came up trumps. The brakes are another strong point of the Outlander range. Never once did we feel they were inadequate. A big tick there.

Ergonomics are right on the money, and in the cold conditions we encountered we were happy the hand guards did a great job.

Prices

BRP Australia has announced an extension of its Can-Am ATV Cashback offer until March 31 in conjunction with Can-Am’s exceptional three year extended factory warranty. The promotion has been extended through to all Outlander and Outlander MAX 2011 models including the new Outlander 800R X-TP and Outlander 800R X MR. Customers can still take advantage of the Cashback program for all 2010 Outlander and Outlander MAX models.

This will see the single seater XT-P retail for $17,190, and the two-up XT-P retail for $18,180. You can slash a grand off both of these prices due to the cash back promotion.

If the 800R X MR floats your boat, it’s going for $18,990. Once again, if you buy before March 31 you can take a grand off this price too. n Test by Chris Pickett, pics by BRP

Cycle Torque Test – 2011 Suzuki RM-Z450

Razor Gang Just because the RM-Z450 is razor sharp doesn’t mean it’s a hand full.

TEST BY

Todd Reed

PHOTOS BY

Chris Pickett

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

SUZUKI’S RM-Z450 has been quite the success story over the past few years, with some of the biggest names in the sport claiming the world’s most prestigious championships on the big bore Suzuki.

During 2010 Ryan Dungey was almost unbeatable on the big Suzuki, and for 2011 Aussie Brett Metcalfe will also be RM-Z450 mounted on the bike which has more 450-class victories and titles than any other bike in AMA motocross and supercross history.

away most of the competition once you get revving.

The power is easy to stay on top of and is very fun to ride, it’s just that there is plenty of it.

The RM-Z450 was the first open-class motocross machine to feature fuel injection and that’s a lead Suzuki’s managed to keep hold of, with the best fuel delivery in the business. It certainly seems as though Suzuki has worked out the EFI technology, the Keihin EFI unit works great and worked flawlessly for us under any circumstances we could throw at the bike.

What’s new for 2011

Suspension & Chassis

Suzuki invested in some major updates on their 2010 model and has refined the model for 2011 Suzuki engineers started off with the exhaust, with noise laws becoming the focus of the world these days Suzuki developed a new pipe to help keep the noise down without impacting power output.

The compression ratio was beefed up to 12.5:1 and a new set of camshafts were thrown into the new Suzuki, this was to complement the new exhaust as well as further improve the incredible power that the RM-Z has. Once you modify the engine to this degree it only makes sense that the Suzuki engineers developed three new EFI settings to match the newer engine characteristics, with two spare couplers in the spares kit to allow the rider or mechanic to switch between curves to suit the rider’s needs. Suzuki also took some steps towards improving the durability of the 450, with new EFI injectors, new crankshaft bearings and an improved crankcase breathing channel.

Engine

The Suzuki powerplant is awesome. The power starts off strong, but not jerky, unlike some of its other 450cc competition, and begins to wind up into the mid-range. The bottom to mid range curve is very user friendly and comes on quite smooth with no abrupt power hits. The RM-Z then builds power to a very strong mid-range and even stronger top end. The best way to describe the mid-top power curve on the Suzuki would be that it simply blows

Suzuki is known to have great handling bikes and the 2011 RM-Z450 is no different. After a few laps around any MX track you will quickly notice how well the RM-Z steers and navigates around the track. It takes minimal effort to point the 450 into a rut or make a change in direction, it steers in accurately and easily makes cornering a breeze.

The straight line stability hasn’t been compromised either, as the Suzuki behaves well on the long bumpy, and chopped out straights.

Showa take good care of the Suzuki 450 when it comes to suspension. The forks are the latest technology cartridge style models, with a Showa piggy-back reservoir rear shock. For 2011 Suzuki has revised the spring rates and damping.

The standard setup works well and will please most riders in your everyday conditions. We found that once the track began to roughen up and we began to push a little harder, the RM-Z begged for a more personalised setup and the rider would benefit a great deal from a more finely tuned suspension setting.

The Verdict

The 2011 RM-Z450 is certainly a winner. It has an awesome motor that is so much fun to ride and doesn’t require all your energy to punt in a few fast laps, the handling is great and it is a breeze to steer the big RM-Z around the track. The suspension works well and has a lot of potential once you find the right settings. n

S p e c i f i c at i o n s : 2011 suzuki rm-z450 Engine Type: Liquid-cooled single Capacity: 449cc Transmission: 5-speed Fuel Capacity: 6.2 Litres Frame Type: Alloy Seat Height: 955mm Wet Weight: 112kg Front Suspension: USD forks Rear Suspension: link type single shock Brakes: Single disc front and rear Tyres: 80/100-21, 110/19-19 Price (RRP): $11,590 + ORC www.suzukimotorcycles.com.au

Showa rear shock has all the fruit.

Brake shape and design has remained constant for a number of years.

Cycle Torque racing feature: Troy Corser interview

What makes TC tick?

TROY Corser is one of Australia’s most successful road racers of all time. Two world championships, numerous race wins, podiums and pole positions. Troy has been a pleasure to watch race over the years, and at close to 40 years of age is proving that as long as you have the desire, and fitness to continue racing at the highest level you can.

We spoke to Troy while he was testing his factory S 1000 RR recently at Eastern Creek to see what keeps him going as he heads into his third year for BMW, but also to see where he’s come from as a superbike racer.

As TC heads into his 15th year of top flight competition on the world stage it’s hard to imagine where he draws the motivation. Is it the money? Is it the kudos? Is it the thrill of competition? Is it merely the adrenaline from riding a race bike at such high speeds?

“To win another world championship is the motivation, on a third manufacturer’s bike,” says TC. Because racing has dominated his life for so long will it be hard to walk away, and how long can he, or even wants to, continue?

“Another two years really – physically and mentally I could keep going a lot longer, I still love racing and am more motivated than ever,

but Sam (Troy’s wife) will probably want me to spend some time at home. You know, it is a balance, and eventually family has to come first.”

Number 11 has adorned TC’s bikes for many years, and he freely admits it’s his lucky number. We asked him if it will be lucky in 2011.

“Any year is a good year to win, but 2011 would be a great year to win another championship.”

TC has banged ’bars with the best of them over the years, some harder than others. Who could forget TC giving Noriyuki Haga a bagging during a post race interview after the Japanese ‘hard man’ banged ’bars a little too hard at Laguna Seca. We asked him who was his biggest rival, and hardest competitor.

“Biggest rival has probably been Nori Haga – been there since I started, we’ve been team-mates on the Yamaha, and we have battled against each other every season for many years.

“As for the toughest, Carl Fogarty I guess.

He was probably the hardest because he was always there and he was always tough, a really hard rider.”

Racing has no doubt been good to TC over the years but when you race motorcycles at such high speeds for so

many years you are bound to see the nasty side of the sport, and get your fair share of injuries. We wondered if he will want to be involved in racing after retirement.

“I’d like to be a test rider, or a test development rider, for a factory team or maybe mentor a young Australian rider for the future.”

And does it make him, or the bike, go any faster?

“No – not necessarily. Sometimes it can actually slow down development. It’s like when you compare a small family business to a corporation – sometimes you can get the guy in the workshop down the street to get something done faster.”

TC fans would associate him with many bikes, from the Honda Australia RC45 to the Ducati 916, Suzuki GSX-R1000, and now the BMW S 1000 RR. What’s his favourite bike though?

“BMW S 1000 RR of course!”

Many world travellers will tell you it’s hard to live out of a suitcase for extended time periods, and we wondered if TC was sick of it.

“No, now I have actually got time to see some of the countries we go to, where before I used to just fly in and fly out. But now with media days and press events we are normally there a couple of days before and you get to soak up the culture of a place and understand the people a little more.”

Teams have evolved over the years, with technology, personnel numbers and paddock presence. How has TC seen it change from his point of view? Does he prefer a big team?

“It has evolved a lot in a marketing and sponsorship sense – everyone has hospitality now, and to be honest, nearly every team looks like a factory team from the outside. It is all very professional.

“Electronics has changed the way you race motorcycles really; data, telemetry, there’s a hell of a lot of analysis these days and they compare rider information with computer data to maximise bike performance.

“Probably in 1995 we had ten people in the team, now we would have 30 people between Leon and I at the racetrack, and then probably another 30 back at the factory.”

“A smaller team is more personal, some of my best times were in the early years racing in Australia. But having said that, BMW is a truly schmick outfit and it is great being part of such a professional organisation.”

2011 will herald TC’s third year on a S 1000 RR. We wondered how much the bike has improved since 2009 and how much of it has been from his input?

“The 2011 bike is the first race bike – 2009 and 2010 were test development seasons to be honest, gathering as much information for the engineers to analyse as possible. With this experience, we can approach each weekend with lots of data, and as a race, to achieve the best result we can.

“Electronics, chassis and power delivery are the three areas that my input has been devoted to. And yes, I think we have improved the bike.”

– Chris Pickett

Local boys

Also at the test day was TC’s team-mate Leon Haslam and a very small number of local racers, including Team Honda Australia’s Jamie Stauffer and Wayne Maxwell. Not sure what time Maxwell was doing but Stauffer did tell me he had already done a mid 1m30s on the new CBR1000RR, which is fairly honking around Eastern Creek. If anyone thinks JS is a bit past it they should have a rethink. He will be very hard to beat on the 2011 Fireblade.

Flying the Euro flag was Jeremy Crowe on Motohansa’s S 1000 RR. The team was trying a new rear shock set up after struggling a bit with the bike in 2010. Power wise the bike is a monster, but handling was at times a bit wayward, with results a bit up and down. If they can sort it (and by all accounts this is pretty much the case) then Crowie will be fast.

In the lower end of the capacity spectrum was Sean Condon who rides for Bikebiz. Last year he went well on a Kawasaki ZX-6R in the Formula Extreme FX600 series but did struggle a bit for consistency, in what was his first year of road racing. For 2011 he’s Yamaha R6 mounted, and if his times at EC tell a story bigger than just a couple days of testing then he will be very competitive.

Books Direct 3

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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 Lost on Earth – $34.99 2

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 is coauthoring 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 3

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Motorcycle Dream Garages

Fantastic Spaces. Outrageous Bikes. Motorcycles live in luxurious palaces, lavishly outfitted warehouses, and gritty shops. ‘Motorcycle Dream Garages’ takes you inside these private enclaves for a sneak peak into the homes of some of the world’s coolest motorcycles. You’ll tour a secret 10,000-square-foot warehouse in New York…a private collection housed in southern California that includes more than 25 one-off customs and highly modified sportbikes-not to mention a jet-powered motorcycle.

Motorcycle Dream Garages – $49.99

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Dual Sport Motorcycling

Everything you need to buy, ride and enjoy trail and adventure motorcycling. Sections on riding gear, tools, riding tips and safety and maintenance keep you well informed for the trip ahead.

Exploring and navigating are also covered in this comprehensive guide book.

Dual Sport Motorcycling – $55 5 Freerider MX’s Ultimate Guide to Freestyle

As freestyle motocross continues to capture the imagination of the mainstream public and motorcycle sales soaring, more riders are focusing their attentions on riding FMX than ever before. With the racing scene becoming more competitive than ever, more people are opting for the lifestyle and fun factor of freestyle, and as a result, amateur classes at events are burgeoning, and letters from readers eager to make a career in freestyle motocross are flooding Freerider MX Magazine’s inbox.

Freerider MX’s Ultimate Guide to Freestyle – $19.95 6

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KAZOOM

Young kids are fascinated by motorbikes. That’s why they stare, point and wave at bikers. Here’s a great book for them. Kazoom tells the story of a crazy race in superb cartoon images and rollicking verse. Twenty-six great bikes – including Beemer, Duke, Trumpy, Kwaka and Harley – ridden by a collection of zany characters.

Written, illustrated and published in Australia.

KAZOOM – $15.95 7

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

To Order Call 02 4956 9820 www.cycletorque.com.au w ww.ccycletorquuee.ccom m.a .aau

www.cycletorque.com.au

Send your order to: Book Sales, Cycle Torque, PO Box 687, Warners Bay, NSW 2282

Shop online at www.cycletorque.com.au Ph: (02) 4956 9820, Fax: (02) 4956 9824

Books Direct 1

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Long Way Down

After their fantastic trip round the world in 2004, fellow actors and bike fanatics Ewan McGregor and Charley Boorman couldn’t shake the travel bug. And after an inspirational UNICEF visit to Africa, they knew they had to go back and experience this extraordinary continent in more depth.

Long Way Down – $24.99 2

Long Way Round

From London to New York, Ewan and Charley chased their shadows through Europe, the Ukraine, Kazakhstan, Mongolia and Russia, across the Pacific to Alaska, then down through Canada and America. But as the miles slipped beneath the tyres of their big BMWs, their troubles started. Exhaustion, injury and accidents tested their strength.

Treacherous roads, unpredictable weather and turbulent politics challenged their stamina. They were chased by paparazzi in Kazakhstan, courted by men with very large guns in the Ukraine, hassled by the police, and given bulls’ testicles for supper by Mongolian nomads.

Long Way Round – $24.99 3

Race Tech’s

Based on Thede’s world-famous Race Tech Suspension Seminars, this step-by-step guide shows anyone how to make a bike handle like a pro’s.

Race Tech’s – $49.99 4

American Dream Bikes

Unappreciated by the world is the fact that in today’s elusive studio of motorcycle design America is a major player for some, the major player. Dozens of designers, engineers and craftsmen are creating some of the most exciting and innovative motorcycles the world has ever seen - ever dreamed about. This doesn’t just mean “yet another chopper”.

It means names like Confederate, Ecosse, Fischer, Roehr, Vectrix (producing an electric sportbike), and MotoCzysz in addition to, and no less worthy in this context, the establishment Harley-Davidson with Buell, Victory, and even Indian. Award-winning author Alan Cathcart visits 25 shops, interviews the designers and engineers and rides the motorcycles. Each shop, interviewee and motorcycle has been photographed especially for this book.

American Dream Bikes – $75.00 5

Race to Dakar

In 2004 Charley Boorman completed his astonishing round-the-world bike trip with his friend, Ewan McGregor.

The journey left him exhausted, exhilarated and hungry for a new challenge. And what greater challenge than the Dakar rally? Beginning in Lisbon and ending in the Senegalese capital of Dakar, the rally covers 15,000 kilometres of treacherous terrain, and is widely regarded as the most dangerous race on earth. With his team-mates Simon Pavey and Matt Hall, Charley faced extreme temperatures, rode through shifting sands and stinging winds, and faced breakdowns miles from civilisation. Charley recounts his extraordinary adventures through Portugal, Morocco, Western Sahara, Mauritania, Mali, Guinea and Senegal. He also follows the stories of other riders - an eccentric, dedicated band of professionals and rookies who all dream of one thing: reaching the finishing line. Race to Dakar is the thrilling account of a race that has captured the imagination of millions.

Race to Dakar – $24.99

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Chrome Cowgirl Motorcycle Life

A primer for women who ride, or want to, or might simply like to jumpstart their lives, the book addresses women astraddle in a way that’s as funny as it is informative. Whether it’s how to ride, what to do to your bike, or what to wear, Sasha has the advice. What’s more, her bike savvy and street strategies pack powerful lessons, offering a friendly word from the wisecracking on how to get the most out of life’s wild ride.

Chrome Cowgirl Motorcycle Life – $39.99

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Books Direct 9

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Custom Motorcycles

Whether you’re building a chopper, a bobber, or a customized bagger--or simply adding personality to a stock cruiser--you want your bike to stand out. It is, after all, an original.

For inspiration or direction, from the big idea to the finest detail, look no further than this book. With hundreds of examples of what builders and painters and passionate owners have done with their bikes, Custom Motorcycles is a great way to get started--or to finetune a concept.

Custom Motorcycles – $39.99 8

Motorcycle Electrical Systems

A motorcycle’s electrical system can be daunting to even the most adept home mechanic. And yet, the more complex these systems become—and the more important to a motorcycle’s function—the more useful, even critical, it will be to know something about them. That’s where this book comes in with a user-friendly guide to understanding, diagnosing, and fixing the electrical systems and components that make a bike run . . . or falter.

Motorcycle Electrical Systems – $39.99

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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 is co-authoring 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 10 The Harley-Davidson Motor Co.

This massive coffee-table book - over 400 pages, large format – depicts Harley-Davidson’s own collection of bikes, having kept one of every model it has ever produced. Quality studio photography and excellent background information tells the story of Harley-Davidson through its many and varied models. Includes prototype motorcycles which never made it to production. Hardcover.

The Harley-Davidson Motor Co. – $79.99 11 Book of the Ducati 750SS

Although manufactured for only one year, 1974, the Ducati 750 Super Sport was immediately touted as a future classic. It was a pioneer motorcycle - expensive and rare, and produced by Ducati’s race department to celebrate victory in the 1972 Imola 200 Formula 750 race. Owing to its uniqueness and rarity, the 750 SS has become extremely expensive and desirable, fetching prices beyond the most expensive contemporary Ducati; for Ducatisti, it is the Holy Grail.

Book of the Ducati 750SS – $79.99

www.cycletorque.com.au w ww.ccycletorquuee.ccom m.a .aau

www.cycletorque.com.au

To Order Call 02 4956 9820 Send your order to: Book Sales, Cycle Torque, PO Box 687, Warners Bay, NSW 2282

Shop online at www.cycletorque.com.au Ph: (02) 4956 9820, Fax: (02) 4956 9824

Load Me Up

Ventura’s Bike-Pack touring set has graced the back of the Cycle Torque office hack, our ageing but still loved Honda CBR1100XX. The Bike-Pack system is a versatile system comprising dedicated L-brackets for whatever make and model you have (there are versions for hundreds of different bikes). Once the L-brackets are in place you can add a pillion grab rail or a rack, and to the rack you can add one or two different bags.

This modular approach to luggage means you can have a small set-up for commuting or sports riding and quickly swap over to the larger racks and bags for the big touring trip.

For the Blackbird Ventura supplied Cycle Torque with the L-brackets, a grab handle, pack-rack and a Rally-Euro bag.

Mounting took seconds, but it was unusually easy on the Blackbird: Honda couldn’t really have made access to the bolts for the L-Brackets any easier to get to, so it was a really easy job. The rack then slipped into the brackets and locked on using the supplied tool. The bag then goes over the upright rail, either over the pillion seat (the preferred option, centralise the weight) or around the other way, over the rack.

One surprising feature of the system is the weight is designed to be carried by the upright rail, not on the seat.

That means there’s actually a small gap between the seat and the bag when it’s unladen, but that’s fine.

The bag’s capacity is 56 litres, which is huge, but that’s using the expansion zip. There is the main large section and additional outer pockets, as well as plastic loops to strap things to as well. Fat plastic zips are used, too.

We’re impressed with the Ventura gear - it’s well built and very functional. I’d be happier if it were waterproof too, but it’s not (the material is but the stitching leaks.) Ventura offers a stormcover for bad weather.

Price: Prices vary depending on your bike and the bag you choose.

KTM 690R gets new BootS:

Wash me

WE’VE been using Slick Offroad Wash to keep our machines clean and tidy lately. There’s no doubt we get test bikes dirty, and we like to send them back as clean as possible so they send us more test bikes.

The Slick Offroad Wash really does penetrate the dirt and crap on the bike without leaving an oily residue. Of of the products strength’s is that you don’t have to scrub real hard or get the water blaster out to remove the gunk. This stuff is strong enough to do most of the hard work for you.

It’s also biodegradable and contains no acids or phosphates.

Price: $15 for 1 x 170ml packet which makes up to 4lt.

Avail able from: Direct from MD Imports More info: www.mdimports.com.au or 0411 518 012.

Kenda K778/K776F

After a couple of serious squirts in the dirt on Cycle Torque’s long term KTM 690 Enduro R with the standard tyres it was time to throw on a fresh Kenda K778 Enduro/DualSport rear tyre and a matching K776F front knobby and see how they perform.

Even at 140 plus kilos the 690R can be seriously thrown around in the bush but the faster I go and the more I was hanging off the throttle the less I was liking the standard tyres. The standard Continentals served the purpose of basic dual sport riding but as I say, once you got a bit more serious in the dirt the lack of traction made the

ride just a tad scary….

Kenda’s K778 Enduro/Dual Sport rear tyre is DOT-approved and has the following features: - Designed for FIM Enduro and Dual Sport 90 per cent dirt, 10 per cent road.

- FIM legal.

- 13mm tread depth with dual rotation, tread design to cover all types of terrain.

- Durable casing and tread compound for long range riding.

The front K776F Enduro is also DOT approved…and: - Designed for FIM Enduro and dual sport, 80 per cent dirt, 20 per cent road - Unique directional tread pattern designed to meet the needs of dry, rocky, hard packed terrain.

- Bead rim saver reduces lower side-wall flex and protects from rim damage.

- Durable casing and tread compound for long range riding.

The ride As expected, the design of the Kenda Enduro/Dual Sport tyres made the ride on the bitumen not quite as positive as the original Continentals… especially for the first 10k or so but as long as I rode with ‘I am riding with knobbies on the road’ in the back of my mind it was all good.

Also, as expected, once I hit the off road the Kendas gave the big KTM a much better feel, particularly under brakes – remember the KTM 690R has unreal front brakes and because the 690cc engine goes like a cut cat I have found several occasions when I am coming up to corners way too fast and the brakes are much appreciated… even more so now that I have some tyres that will stick to the task…

The rear tyre seemed to hook up quite well in the different terrain we put them through on our first day. Mud puddles, some huge, hard pack, some sand and some rock, all in one day so it was a decent test for one tyre and so far so good.

I now look forward to seeing how the tyres stand up to a series of trail/adventure rides booked for the next two months or so…now that Queensland has dried out a little.

– Smarty Price: Front from $109, Rear from $125.

Available from: Good motorcycle shops More info: www.ctaaustralia.com.au or 02 9820 4444.

Long Term Test Update: KTM 690 Enduro R

Berm blaster

The rain in Queensland has hampered our long-term KTM 690 Enduro R test, but Smarty’s back in the saddle…

Up here in ‘sunny’ Queensland most of January and early February was a write-off as far as dirt bike riding went thanks to the pissing rain so I was absolutely jumpin’ out of my skin to go riding and by the end of February the big KTM 690 Enduro R was able to get among some decent trails and after a fresh set of rubber and some suspension fettling it was interesting to feel the difference.

First up, for the more hardcore trails I had to get a decent set of knobbies fitted up so we opted for Kenda’s K778 Rear/K776F Front combination and as soon as I hit the trails I felt a lot more secure belting into corners and under brakes.

The trails we were on are traditionally quite rocky and hard packed but there was a lot of silt and loose dirt washed across the trails from the recent rains so it was a good test for the tyres and the handling of the 690R. With a more confident feel under me thanks to the tyres it was time to see if the suspension was going to be better after we opted for a lot firmer settings in the White Power forks and shock. 20mm more oil was put into the front forks and we upped the compression to 15 clicks in and 12 on the rebound.

The rear shock was set at 90mm sag (it was just over

100mm)and the compression and rebound clickers were set at 12 each so all up we had a bike that was a lot firmer throughout the stroke which can be disastrous if it means the bike deflects off every small bump.

Well, it took a little time for me to fully appreciate the work we had done on the suspension. As per my usual ritual, I take it reasonably steady at the start of each ride and let the speed come naturally… most riders should try this because the amount of times I am with blokes who ruin a good ride by wadding themselves in the first hour is amazing….

Anyway, when I was just cruising I was starting to think we had gone too hard on the suspension but once I started get stuck into it the suspension came into its own and deflection or bottoming was not an issue.

The KTM does steer quite well (even better now with the tyres) but it can’t be thrown around like a motocrosser so with the right amount of planning and control I was able to rip through the countryside at a fair rate of knots without fear of being speared off the 60 plus horsepowered Kato.

We got into some terrain that was deeply rutted from the rain and again the 690 soaked it all up without a hassle and even with my short legs the 930mm seat

height only hampered me a few times… then again, it would have made a huge difference if the seat height was 100mm lower. If you’re short and not confident in you ability to throw around a big off road machine, the 690R is not for you.

We actually found an old motocross track that had a few sandy ruts so I threw the 690 at them and it took about three goes and the rut/mini-berm was toast – the big Kato jump blew it away and it was fun just throwing it around for the sake of it.

After a hard ride I will say that the biggest challenge was the ride home. After so many hours in the saddle my arse was already sore and another hour or so on the road on that bloody hard seat was giving me grief… I know… getting soft in my old age.

Anyway, wrapping up, another cracker ride on the 690R – I am yet to – Continued on page 50. really find too many faults for the market it is aimed at and reliability to date has been fine.

– Darren Smart

L LAMS

approved

Controls

4 position adjustable front brake lever and digital speedometer

Brakes

Class leading 290mm double front disc brakes

Liquid Cooled

Electronic Fuel Injection

Engine

Designed and manufactured in Korea, the liquid cooled DOHC fuel injected 250cc engine delivers reliable power for smooth and effortless riding

Aggressive Sports Bike Styling Sporty, affordable, quality built and loaded with extras. The Daelim VJF 250 is the new kid on the block and redefines the meaning of value.

The VJF 250 is set to raise the bar for 250cc sports leaner approved bikes coming standard with a liquid cooled EFI engine, twin front disc brakes and looks that are sure to give you some street cred.

Manufactured in Korea, the VJF 250 is built to the highest of international standards and is fully supported by a 2 year unlimited kilometre warranty. Arrange a test ride today to see what all the fuss is about.

FOR ADDITONAL INFORMATION OR FOR YOUR LOCAL DEALER PLEASE VISIT WWW.DAELIMMOTORS.COM.AU OR CALL (03) 8363 1600

INFORMATION FROM OUR ADVERTISERS

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Hand it to Shift

THE new Shift Stryker is a short cuff, full leather glove for optimal protection and abrasion resistance with integrated knuckle armour and has accordion stretch behind the knuckle panel for added flex. Perforated leather for added airflow and comfort has premium leather palm with reinforced padding and pre-curved leather finger sidewalls. Embossed Airprene wrist cuff offers optimal comfort and movement and features hook and loop wrist closure.

Price: $69.95 Avail able from: Good bike shops.

More info: Monza Imports (03) 8327 8888 2

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Get equipped

With a combined RRP of just over $800, Triumph’s Acton Jacket, Acton Pants, Acton Gloves and Tri-Tex boots offer great value for motorcyclists. Available in men and ladies’ versions, the Acton range is especially suitable for winter riding and all-weather touring.

All garments are water repellant so winter riding should be warm and dry.

Price: Acton jacket $295; Acton Pants $245; Acton Gloves $89.95; Tri-Tex Boots $249.

Avail able from: All Triumph motorcycle dealers.

More info: www.triumph.co.uk/australia 3

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Drifting into Drayko

DRAGGIN Jean’s new Drayko jeans offer a modern street style fashion jean with a low waist for comfort and a loose leg which is comfortable and fits over riding boots. Draykos feature hand distressed denim with wide belt loops, zip fly and no rivets on the back for safety.

Price: $269 Avail able from: Good bike shops.

More info: www.dragginjeans.net

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INFORMATION FROM OUR ADVERTISERS

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Top quality to boot

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Protecting the other screen

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Super muffler

SIDI’s ST boot is handmade in Italy from LORICA, a hi-tech fibre which is strong, light and durable. Lined with TEFLON air mesh which prevents water or sweat being absorbed. There’s a nylon shin plate on polyurethane support for impact absorption and nylon reinforced braces support the ankle and limit sideways flex. Strap and buckle system on both sides adjusts to leg circumference and also open the top of the boot for easy of fitting. All bolt on parts replaceable for maximum value and wear life.

Price: $649.95 Avail able from: Good bike shops.

More info: www.mcleodaccessories.com.au Dealers: 1300 300 191 CLEAR Armour doesn’t just produce a fabulous invisible film to protect your beloved bike’s paintwork, they now also produce a special film to protect your mobile phone’s touch screen. The ultra-tough, scratch resistant film won’t peel, bubble or discolour. Pack includes two front screens, squeegee, microfibre cloth and instructions. Free delivery.

Price: $18.95 incl GST. Avail able from: Cleararmour More info: www.cleararmour.com.au 0412199299 YAMAHA’S XTZ 1200 Super Tenere may have only been out a relatively short time but some exhaust manufacturers have been working hard to extract some of that wonderful noise we know lurks inside the big Yamaha engine.

MC Performance is one of those manufacturers who are on the ball, producing oval mufflers in both carbon fibre and stainless steel.

Removable baffle, and price includes postage.

Price: S/Steel – $650, C/Fibre – $780.

Avail able from: Direct from MC Performance More info: www.mcperformance.com.au 4

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Handy protection

THE Barkbusters external handlebar end weight is a great addition to the Barkbusters VPS Handguard system. It provides an external solution for excessive ‘bar vibration. High quality forged steel with black powder coated finish looks good.

Price: $49.95 Avail able from: Good bike shops.

More info: www.barkbusters.net (02) 4271 8244

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