Cycle Torque July 2010

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MotoGP

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juLY 2010 Contents 44

20

launch

KTM 2011 SX-F Range

50 LAUNCH

2010 Victory touring range

64

PEOPLE

LAUREN VICKERS MOTOGP

TEST

Kawasaki Z1000

56

test

HONDA VFR1200

60

test

Yamaha WR250R

features 40 - TOURING TURKEY REGULARS 3-17 News 18 EDITORIAL 19 guntrip 26 Dirty Torque 28 race torque 29 letters 32 major events 33 E-Torque 34 QUAD TORQUE 36 Bike Stuff 38 used & Reviewed

Cycle Torque: 02 4956 9820 Full details page 32 Cover images: KTM by pixelpig.com.au, Vickers by Paterson

Rossi Breaks Leg out 2-3 months

Rossi crashing during free practice in the background after slowing to let Pedrosa through a couple of corners earlier. Pedrosa won the race. Photos 2snap/MotoGP Valentino Rossi will be out of the MotoGP world championship for at least two months after breaking his lower right leg during practice for the Italian MotoGP at Mugello - his home track, and one where he’s won nine GPs. The crash – caused by too much throttle on a cold tyre – had the back end going sideways at 180km/h. A fraction of a second later Rossi was airborne and landed on his leg at approximately 150km/h.

He may be back for the Czech Republic race in August, but he has said it makes little difference if he misses four races or six – he accepts he won’t win the title this year.

“I remember everything perfectly,” Rossi said from his hospital bed. “I didn’t hit my head,

I didn’t hit anything else. The airbag in my leathers worked very well and my helmet was just slightly scratched. I don’t have a single bruise! The problem was that I landed on my leg, and it was stuck under my body.

If I had landed on my back it would have been different. I had a new tyre and I’d done two laps, then I slowed down because I had Barbera behind me. When I came back onto the racing line Pedrosa arrived and I didn’t want to cause a problem for him so I moved again but then when I reopened the gas, it happened suddenly and unexpectedly.

Seven seconds were enough to make the tyre drop temperature dramatically. The error was mine.”

Davide Brivio, Rossi’s Team Manager, explains

in greater detail the accident: “Valentino was on his first flying lap with new hard tyres. At ‘Arrabbiata 2’ Valentino slowed down to let another rider pass, because he was following him. When Valentino opened the throttle again at ‘Biondetti’, the first corner on the left, having ridden for about a quarter of the track at a very low speed, the rear tyre had cooled down and lost grip suddenly, causing the crash. When Valentino lost the rear of the bike his speed was approximately 180km/h and when he hit the ground it was approximately 150km/h.”

Rossi’s surgeon, Professor Roberto Buzzi, says his recovery time will be six months, but Rossi believes that to be conservative.

“It’s to be expected that Dr. Buzzi has been

JULY 2010 - 3

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Rossi Breaks Leg Continued from previous page

very cautious in his prognosis,” Rossi said. “I want to heal the injury; that is the only thing I’m interested in. If I miss four races or six races, it doesn’t make any difference. The right time to return could be Brno, but it won’t necessarily be like this.”

Rossi has crashed many times, although this is the first crash which will put the nine-time world champion out of a race – he hasn’t missed a start in 15 years. When asked if the accident might prompt him to give up racing because of the danger, his reply was, “Sincerely, I haven’t felt any fear. I was a bit horrified when I saw the leg, yes... but the thing I dislike the most is to miss so many races! I will take all the time I need also the mind. I won’t be able to come back and win immediately. Now I have a lot of time at home to rest, to recover and to think. Firstly, I want to use this time to improve some things. I want to improve my English, learn something new, read a lot. Basically, I want to improve and learn. This I will do for sure. If your question instead is referring to 2011, this incident will not influence my choices for next year in any way.”

Rossi’s bike will be absent from the paddock for a couple of races but will have a replacement rider on board for Catalunya on July 4: who hasn’t been announced yet.

Rossi’s last comments from his hotel bed? “A big hello and particular thanks to all the fans because never, not even for a second, have they let me forget their affection and support. The messages I saw on Sunday on television from the circuit were beautiful.” n

and be sure not to do anything stupid because I want to return quickly, but only if my condition allows it. I know I have a bike for next year and I don’t need to rush my return to demonstrate anything. I could miss just four races but I still wouldn’t come back to win the championship.

It’s better to be careful, finish the rehabilitation in the best way and come back to race for many more years. I’ve heard of many other sportsmen, a lot in fact, who have had the same problem as me. One example for everyone: Mark Webber called me and he has had an exposed fracture of the right leg. He told me to be very patient and that I would have some moments of discomfort, but that in the end recovery was guaranteed.

“When I come back I will be in perfect shape, although it won’t mean that I can win straight away. When you return after an enforced break you not only have to think about the body, but

4 - JULY 2010

Rossi fans with a sign which says ‘The GP is not beautiful without Rossi at Mugello’.

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History at the TT

PADGETT’S Honda rider Ian Hutchinson made history at the recent Isle of Man TT when he became the first man to win five races in a week after clinching a shortened 4-lap Dainese Senior race in what was a dramatic day’s racing. Hutchinson took the lead from the start and when close challengers John McGuinness and Conor Cummins retired and crashed respectively he was able to ease off in the closing stages to come home 37.77 seconds clear of Ryan Farquhar (Kawasaki ZX-10R) and Bruce Anstey on the Suzuki GSX-R1000. He beat the record of 11 time champion Phillip McCallen who was previously the only man in the event’s 103 year history to win four races in a week, which he achieved in 1996.

of the overall TT Championship taking the Joey Dunlop Trophy by a whopping 61 points from Michael Dunlop and Farquhar.

David Johnson was again the first newcomer to finish, as he had been in the previous four races, the Australian taking an excellent 16th place overall in the race. He also finished as the fastest newcomer overall with his final lap of 123.838mph his fastest of the week.

Sadly though, well known New Zealand rider Paul Dobbs died instantly when he lost control of his machine during the second Supersport race. Dobbs competed at the Barry Sheene Festival of Speed at Eastern Creek during Easter, showing his class on a Norton Commando based race bike.

Fellow Aussie Cameron Donald finished 9th overall in the final TT standings, his best finish of the meeting a third place in the Supersport 2 race.

Dobbs’ wife Bridget had this to say, “Dobsy died doing what he most loved, in a place he loved and felt at home and surrounded by people he loved and admired. He died instantly and felt no pain. He had no knowledge of his end but was fully focussed on the bike and the race.” n

With five wins from five, Hutchinson was the comfortable winner

Jenny Tinmouth extended her title as the fastest women around the course with a final lap of 119.945mph.

Again bringing us closer to the future was the TT Zero Race for electric powered machines. It was run for the first time last year, with a multitude of different looking machines to say the least.

The winner of 2010’s race was Mark Miller on the MotoCzsz EIPC, second Robert Barber of Agni racing, and third was James McBride on the Man TTX machine. Miller posted the fastest lap with a 96.820mp/h.

Green Motard

KAWASAKI is about to release a learner legal 250cc street motard, the KLX250S. It’s based on the KLX250 dirt bike but with slightly lower suspension, slightly different styling, and of course 17 inch wheels.

One colour only, blue, and it will retail for $7,299 + ORC. Check one out at your local Kawasaki dealer. n

6 - JULY 2010

* MAXIMUM DEALER RIDE AWAY PRICE. OFFER ENDS ON 30 JUNE, 2010, UNLESS EXTENDED. THE RIDE AWAY PRICE INCLUDES 12 MONTHS PRIVATE REGISTRATION, 12 MONTHS COMPULSORY THIRD PARTY INSURANCE, DEALER DELIVERY AND STAMP DUTY. OPTIONAL EXTRAS NOT INCLUDED. BASED ON A PRIVATE PURCHASER WITH A GOOD DRIVING RECORD – MAY BE HIGHER FOR OTHER PURCHASERS.

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Yamaha junior concept

YAMAHA Australia has put forward an idea for a one-make series using its new YZF-R125 125cc four-stroke road bikes.

Honda Australia did a similar thing in 2007 with its CBR150 machines, where you bought your bike and competed in the one-make series. The bikes were allowed only limited modifications, based on race preparation rather than getting more speed out of the bikes.

Yamaha has come up with another take on this model. Basically you pay a fee at the begining of the year, the bikes are prepared, maintained and taken to the track by Yamaha staff. You then take a key of a bike out of a hat and ride that bike, sort of like a lucky dip. On top of that you are catered for at the track by Yamaha. Riders, or their parents, are only expected to organise accommodation, transport and evening meals for themselves. Yamaha staff will be on hand at the track for suspension set ups and overall help and guidance.

The series concept is for riders aged 13-15, and with this series you would expect the spectre of cheating, so often seen in one make racing, will be a non event. Yamaha is not new to this type of racing, with the successful FZ6 Cup producing a number of up and coming riders, and in the past the very popular RD and RZ series.

For $17,000 you get all this but you have to pay for any crash damage, and there will be some, but this way you get to spend evenings and weekends between races doing what you want, not spinning spanners in the shed.

years in Australia, with the MRRDA and Metrakit series, with racing super close and producing a number of very talented riders who have moved on the bigger bikes and making a name for themselves, as a direct result of junior racing.

Yamaha has said the ultimate prize could be a satellite supported ride on an FX600 or Superstock 600 machine in 2011.

At this stage the series is only a concept but if enough people are interested it could well become a reality. If you are interested email yrd@bigpond.com ASAP. n

Junior racing has really kicked off in the last few

Swann supports Aussie MotoGP

SWANN Insurance is the new official insurer to the IVECO Australian Motorcycle Grand Prix.

Swann’s sponsorship of Australia’s premier motorcycle race meeting will commence with the 2010 event on 15 to 17 October at Phillip Island, and will continue for the next five years.

The partnership builds on Swann’s long-standing personal sponsorship of Australia’s leading rider Casey Stoner, last year’s Australian Motorcycle Grand Prix winner, as well as its primary insurer sponsorship of the Channel 10, One HD and Fox Sports coverage of the MotoGP and World Superbike 2010 seasons.

“As a leading insurer of Australian riders and as riders ourselves, we understand the passion and the place the Australian Motorcycle Grand Prix holds in the hearts of all motorcyclists,” said Swann’s Stuart Chapman.

Swann Insurance has been in the motorcycle game for decades and was a huge supporter of motorcycle racing in Australia. Many of Australia’s well known racers from yesteryear made their name in the Swann Series which was the place to been seen in the ’80s. n

8 - JULY 2010

WR Adventure

WORLD Motorcycle traveller Steve Crombie is showing the abilities of Yamaha’sWR250R (see our test on page 48) by taking an adventure kitted out WR-R on an 8000 kilometre journey from Darwin to Sydney.

The bike has been fitted out with a long range tank, screen and a host of other goodies to make the WR, and Crombie, better equipped to take on the journey.

This isn’t the first time Crombie has done this sort of thing, he’s travelled all over the world by motorcycle. He first came to some fame with his Natural Born Traveller series, shown on the Discovery Channel, and his book, Lost On Earth, logs his travels, including the Arctic Circle, and will be available through most good book shops later this year.

What this story does show is the ability of Yamaha’s little WR250R, which can be tweaked to turn it from a bush play thing to a serious adventure machine. n

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Draggin scores world first CE rating DRAGGIN jeans officially launched the world’s first CE-approved motorcycle jeans at a special function in Melbourne recently.

Founder and CEO of Draggin Jeans Grant Mackintosh and general manager Fiona Mackintosh welcomed the new C-Evo jeans as a revolution in casual motorcycle protection at a function attended by guests from industry, government and media.

“We have always had the safest [jeans] lining in the market, however the requirements for CE approval are very strict so we are elated,” a jubilant Grant Mackintosh said.

“Whether a rider purchases our entry level classic jeans or the C-Evo Jean, they will find the same protective lining in all of the crash points,” he said.

The CE logo is a universally recognised symbol of product quality and durability and denotes products which have undergone stringent testing and certification for sale in Europe and the rest of the world.

So what makes trhe C-Evo Jeans different from the rest of the Draggin Jeans range? To the naked eye it’s difficult to see the particular design requirements that have gone into the C-Evo Jean. The new CE approved jeans have lining from the waist to ankle, have hip and knee pockets for armour as standard and include a sturdy ankle strap.

The C-Evo also has a plastic fly and slightly different rivets. It still shares the important features of the rest of the Draggin range such as the revolutionary lining of Kevlar and Dyneema, the world’s strongest fibre.

The C-Evo Jeans retail for $399 (including GST) and are available now. For more information check out www.dragginjeans.net n

So Long Easy Rider

MOVIESTAR Dennis Hopper has died at the age of 74.

Hopper was made famous after he starred alongside Peter Fonda in the movie Easy Rider which would go on to enjoy cult status.

Hopper was usually cast as the bad guy, but was widely known as a director, screenwriter, photographer and artist.

Hopper was notorious for his drug taking, and his relationships with women were no less dramatic. Michelle Phillips, whom he married in 1970, divorced him after less than two weeks.

Hopper was married five times in total — he was undergoing a divorce from Victoria Duffy, his wife of 14 years, at the time of his death — and is survived by four children. n

Imports Sweep MX Nationals

CURRENT British Motocross Champion Brad Anderson has swept all three Pro-Open motos at round five of the Australian MX Nationals held at Raymond Terrace on May 30 while Yank PJ Larsen did the same in the Pro-Lites class.

in the day. I just have to work on some race intensity in practice to fire myself up as soon as I hit the track.”

PJ Larsen completely dominated every session of the Pro-Lites program at Raymond Terrace. “In time qualifying I was 1.5 seconds faster than Kade Mosig, who was second fastest in the Pro Lites, which gave me a good indication of how I would go in my first moto,” said Larsen. “I rode hard all day for each win, and a clean sweep of the day, I now have a comfortable lead in the Championship so I couldn’t

Anderson won all three motos with Aussies Dean Ferris (Honda), Cheyne Boyd (Yamaha) and Jay Marmont (Yamaha) all taking one second place a piece but second overall went to the consistent Billy McKenzie (Kawasaki) with 3-3-4 results.

“We really didn’t do much to the bike other than a slip on exhaust, some foot pegs and a bit on the suspension,” Anderson said. “I didn’t expect to do this well to be honest, but the track was rough and to my liking so it suited me down to the ground.”

Jay Marmont started the day slowly but managed to finish the day in the top five while his closest championship rival Tye Simmonds (KTM) struggled to 7th outright on the day thus extending Jay’s lead in the championship.

“I just need to get on my game earlier in the day,” said Marmont. “The past couple of rounds have not seen me at my best early and then I am able to pick it up later

10 - JULY 2010

be happier.”

Luke Styke finished the day second overall from Kiwi Michael Philips and Ryan Marmont.

Pro Open Championship Standings: 1 Jay Marmont 241; 2 Tye Simmonds 228; 3 Dean Ferris 223; 4 Billy Mackenzie 215; 5 Cheyne Boyd 214.Pro Lites Championship Standings: 1 PJ Larsen 282; 2 Kirk Gibbs 227; 3 Ryan Marmont 215; 4 Cody Mackie 213; 5 Luke Styke 184. n

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NSW CTP gouging THE NSW Compulsory Third Party insurance scheme, where you buy a Green Slip from a private insurer before you can register your vehicle, was supposed to bring the cost of insurance down after rorting and inefficiencies in the old government run system.

The Green Slip system isn’t without its detractors, and there are likely to be more soon with the capacity brackets being reassessed, prices increased (generally) and motorcyclists being hit in the hip pocket for being motorcyclists.

Under the old system there were capacity breaks were 0-100cc; 101-300cc and 301cc and above. We’ve been informed this is changing on July 1 to have breaks at 100, 226, 726, 1125 and 1325.

Because of the new capacity ranges and new pricing, a 250cc bike’s Green Slip could cost $465, and increase of 84 per cent over the old 100-300cc range price. For riders of machines from 300-700cc prices might actually drop by up to 30 per cent, which is good news if you have a 450 enduro or 600cc sportsbike.

For bikes up to 1125cc, the price increases are reasonable, only about three per cent, but if your bike is between 1125cc and 1350cc, expect a 30 per cent hike.

For big bikes over 1350cc there’s an extra slug of around 18 per cent.

One issue is different companies charge different amounts for Green Slips depending on where you live, how old the bike is, whether you carry comprehensive insurance, how old you are, your driving record and other factors, so giving definitive prices and how much they have changed from the old system is impossible here.

Indeed, in one of Cycle Torque’s experiments with pricing, a 40-year-old rider with a good driving record owning a 250 has seen the price of a Green Slip more than double from $211 to $429.

This outrageous gouging of the motorcycling public should not be accepted lying down. The minister responsible is Roads Minister David Borger. You can call his office on 02 9637 1656, fax a letter to 9897 1434 or email his office at minister@borger.minister.nsw.gov. au. Borger is a member of a government in deep trouble with the electorate and very likely to be dumped at the next election, due next March. His office had not reolied to Cycle Torque’s enquiries but the time we went to press, but hopefully we will have more information for the next issue, and we will keep www.cycletorque.com.au updated as new information comes to hand.

If you’d like to have a say about this matter in Cycle Torque, send your emails to editor@cycletorque.com.au. n

Strang Fights For GNCC Title

Win a trick YZ

Suzuki mounted Strang was in a race-long battle for the lead with KTM’s Cory Buttrick when the pair came to a bottleneck mud bog filled with back markers. Buttrick made a desperate attempt to go around the stricken riders and got bogged to the axles in the Ohio mud and seemingly lost all chance of finishing the race, let alone winning it.

Juniors to Silverstone

AUSSIE Josh Strang continues to fight to win the 2010 GNCC title and has won the hearts of motorcycle racers and fans world-wide with what has to be considered the most sporting gesture possible at the recent mud-infested John Penton GNCC in Ohio.

Buttrick explains. “I dropped into this deep rut and I thought I was done at that point. But then Josh helped me drag the bike out and gave me a shove up this hill to get me going. I stopped at the top of the hill and got off the bike to help him and then I saw Whibley go to the right of us and I saw Kearney go that way too, and then I saw Josh get going so I took off.”

Shaking his head in disbelief Buttrick added. “I can’t thank Josh enough for what he did – it was the best thing anyone has ever done for me during a race. Big thanks to Josh Strang, he’s a class act.”

“It was only two hours but it seemed like forever,” said Strang. “The track was kind of hard, with a couple of difficult hills and a few bog holes. I was in the back on the first lap and I got bogged down, but then I got going on the second lap and got up there with Cory. This event got real rutty and slippery and it was pretty gnarly, but a second was good today and I was able to stretch the points lead a little.”

Strang’s stongest rival for the championship Charlie Mullins (Yamaha) finished in 13th place. n

12 - JULY 2010

YAMAHA is giving away a blingedup YZ450F motocross blaster. The Marmont replica has a host of goodies from companies such as GYTR, Acerbis, Hammerhead, One Industries and TAG. How do you win it? Go to the Fuel TV website and tell them in 25 words or less what is your favourite moto program.

Here’s a tip, don’t say it’s another program.

METRAKIT Australia has announced that three Metrakit Juniors will head off to the Silverstone circuit in the UK in late June, after we went to press for the July issue, to compete in the 2010 International MiniGP, held on the Stowe Circuit at Silverstone over the weekend of the British MotoGP. Zac Zanesco and Luke Mitchell will be competing in the 80cc Class and Hayden DeMamial in the PreGP 125cc class.

The three riders will compete in three 20 lap races over the course of the weekend with some of the best junior riders in the world.

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Frank nets a Spyder IN August 2008 Lake Macquarie Ulysses Club member Frank Hockingwasridinghismotorcycle when an oncoming car decided to make right turn hitting the right hand side of his bike.

“I was heavily impacted on the right side of my bike and my right leg took the brunt of the hit,” Frank recalls.

While Frank was lying on the ground bleeding to death some lowlife came by and stole his mobile phone and wallet.

“I lost a large amount of blood and was not expected to survive,” he says.

“I had a heart attack due to the extreme loss of blood and also lost

my right leg above the knee.

“I recall the doctor apologising for having to take the leg off when I came back some weeks after the accident.

“I remember thinking ‘why be so apologetic when there was no other choice?’

“The doctor said he’d had no choice as all the bone did not come back to the hospital with me after the accident.”

Frank works in the welfare industry with children, young people and foster carers.

“My wife Astrid and I are currently Foster Carers and have been for almost 20 years,” Frank said.

In that time Frank and his wife Astrid have assisted more than 70 children directly and many, many more with his training and support of foster carers. Needless to say, after the accident Frank’s bike is no more.

But with the help of various Hunter Valley Ulysses club members, Brisans Motorcycles in Newcastle and BRP Frank is now the proud owner of a BRP Spyder Club Tour which was presented to him recently at Club Macquarie at Lake Macquarie.

BRP also supplied Frank and Astrid with some touring suits to make their lives on the new Spyder even more enjoyable.

Brisans played a big part in getting the Spyder organised and even transporting it to and

from PME (Problem Management Engineering) who had to modify the Spyder to fit a right hand brake.

Interestingly PME was founded

by Bill Georgas in 1989, himself a paraplegic, to do all kinds of modifications to all vehicles for disabled people. Check out what they do on www. pmeautoconversions.com.au Thanks also to Ulyssian and journalist Ian Parks who played a role in bringing this deal together for Frank.

Caption: Kevin Stewart, of Brisans, left, and BRP’s Simon Kendric, right with Frank, presenting the BRP Spyder Tour at Club Macquarie Lake Macquarie. n

Honda MotoGP hospitality

HONDA is selling tickets to its corporate hospitality tent at this year’s Phillip Island MotoGP round over the October 15-17 weekend.

Bookings are also now being taken for Honda’s“Champion’s Dinner’ to be held on Friday, October 15th at one of the Island’s top rated venues, Infused Restaurant.

The $785 package includes entry to the circuit, morning

tea, lunch and afternoon tea for each day of the event, plus cloak room facilities and grandstand seating.

Ticket prices also include live circuit tv screening all the action as it happens, pit passes and a gift of Honda merchandise. Soft drinks are free and bar drinks are also available for purchase.

The very popular “Champions Dinner” provides fans an

opportunity to get up close and personal with the international star riders.

Tickets cost $155 per head for a three course dinner and MotoGP HRC riders including Repsol Honda’s Dani Pedrosa and Andrea Dovizioso, Randy De Puniet, Toni Elias and Alex de Angelis are expected to attend.

Master of Ceremonies and special guests for the evening

will be Leigh Diffey and Daryl Beattie.

Bookings are strictly limited for both events so fans are urged to get in quickly.

For booking forms for Corporate Tickets as well as the Dinner, please go to: w w w.hondamotorc ycles. com.au and click on “Events”.

JULY 2010 - 13

NEWS torque

Get routed gets organised DAVE Milligan, boss of the motorcycle transport and tour company, Get Routed, is just back from the Isle of Man where he managed to secure a very rare commodity: more accommodation for the IoM 2011 trip.

The population of the IoM swells by 50,000 over the race weeks and accommodation is almost impossible to find unless you plan early.

Get Routed’s accommodation options for 2011 range from top-end luxury to tents for the budget-conscious. Dave can provide the full list of what’s still available on request, and it includes some pre-erected tents (complete with three double mattresses on a floor, gas cooker, table and chairs) at Kirk Michael for those who only want to take a sleeping bag.

As well as several houses and an extra two homestay bed-and-breakfasts, Dave has secured rooms at the Sulby Glen hotel. The legendary IoM racer, Joey Dunlop, enjoyed many a pint of Guinness at the Sulby Glen with his mates and Rosie the publican. Sulby Glen pub is a very popular viewing and socialising spot and the speed at which the race bikes pass within a couple of metres of the front door of the pub will suck the wind out of your lungs.

The only way you can get closer to the racing is to be entered in the race itself.

If you feel like a ‘taste’ of the IoM, Get Routed is hosting a ‘free beer’ GP evening on Friday, October 15. The beer in question is IoM-brewed Bushy’s Manx Ale - not a beer for the faint-hearted but an exotic introduction to the legendary IoM experience.

For more information on TT packages, costs for taking your own bike, accommodation or any other issues relating to the 2011 Isle of Man invasion, contact Dave Milligan on (03) 9351 0612 or email him at dave@getrouted. com.au. n You can apply by going to www.ma.org.au/forms, applications close July 16.

MA is also holding a similar course for female motorcycle sports participants, with the four-day course starting from Monday, September 13. Applications for the female course close on Junly 9.

Bag a Bonnie

TRIUMPH Australia has just announced there has never been a better time to ‘bag a Bonnie’.

Both the iconic Bonneville A1 and Scrambler A1 have had their retail reduced to $11990 plus on road costs! That’s $500 off the normal retail price of $12490 + orc.

This is in addition to the already reduced Bonneville SE A1 Black that is currently $12,490 plus ORC, a massive $1000 saving off its regular $13,490 +orc price.

These reduced prices are available only while stocks last, so get into your authorised Triumph dealer today…

Laro’s Wintersun bike giveaway Signs of the TT

A TT-mad designer has brought out a number of signs which would look pretty cool in the shed, bar or toilet of your house.

There’s four designs which show a particular part of the course.

These signs are officially licensed by the TT and are priced around $55. Check out www.ttlegends.com.

MA in camp

MOTORCYCLING Australia is holding an Elite rider training camp for four days from Monday September 20.

The camp will be held at the Australian Institute of Sport and is aimed at riders from speedway, road racing, and dirt track, with subjects like nutrition, sports psychology, physiology, strength and conditioning on the agenda.

14 - JULY 2010

THE 23rd annual Wintersun nostalgic festival was held in Coolangatta-Tweed Heads between June 4 and June 14.

More than 100,000 people attended the festival which included car and bike displays, markets, 50’s through 70’s stalls and displays, carnival rides, parades, stages for dancing and live entertainment from cabaret to rockabilly, dance to show.

Laro Motorcycles was a major sponsor and provided a 250 Cruiser as a prize for one lucky festival goer. The winner was John Faulkner of Nerang, Queensland. John was not present at the time of the draw and (at the crowd’s insistence) a second bike was given away.

The winner of the second bike was Carmel Howarth of Glenrowan Victoria who was in attendance.

Wintersun in Mildura is back in August and will be held again in Port Macquarie next year.

22 - JULY 2010

NEWS torque www.cycletorque.com.au

TORQUING BACK Yamaha’s LETTERS Ken De Dycker Australia to host world MX GP in 2011?

Suspend me

Hi guys love your mag and not just ’cos it’s free. I was just checking out your book store and I was looking for a book on understanding and setting up suspension on road, especially sports bikes. Perhaps you could consider one on your list as there are a few of us out here who need and want to learn about it.

One that is deep enough to get familiar with the concepts but not too technical that it goes above our heads would be great in this perfect world. Thanks again guys for a well balanced and interesting mag.

check for the dots either!

We all know the chance of recovering a stolen dirt bike is next to nil. But if there was a central register and servicing outlets could quickly check this just think what the possibilities could be.

Regards David Walters

AFTER an extremely successful Note of Thanks A note of thanks return to American soil for the USGP, In February I was involved in a car crash Youthstream announced there willwhere be a car ran into the back of my bike.

The crash has left me with two fractured many key changes to the 2011 season vertebrae in my back and torn ligaments in my left knee. I would like to send Rayson and the big news forJohn Australian MX a note of thanks to the two ambulance Hi John fans isGood that GPwe’ll racing returnofficers in who attended the scene and idea, checkwill it out. transported me to Liverpool Hospital. The Ed. 2011. staff at the emergency ward of Liverpool Hospital were unbelievable. I was given dilema A Data brief Dot statement rst class treatment and assessed Recently a friend of my post son hadUSGP is 2008 had the quickly and professionally.

I thank all YZ250F stolen, as hasfor my nephew a few season. following points the 2011 for your help in my time of need. years ago.

My XVS1100 is insured with Insure My As always know of people havemid-May - The 2011we season willwho start Ride, who I learned of through Cycle their bikes stolen through various means.

Torque. Adam, at Insure My Ride, was garage, while at the shops etc.

- From Thethefirst race could be helda dream in to deal with. He not only In this case the bike had been Data knows motorcycles he also understands Dotted and was stolen from a home garage Australia. motorcyclists.

He organised transport overnight. Being an unregistered bike of my smashed bike to their preferred isEuropean probably littlestages chance of seeing - there The will follow repairer, Collide-a Scope at Hornsby, this bike again. Not long afterwards I assessed the damage and later calendar from Junewhere to Nathan was atinmy the local bike shop buying parts as carried out all the repairs to bring my usual. I spoke with the owner of the shop September bike back to almost new condition. Both and queried if when they get a bike in Adam and Nathan were very professional service do they check if it has data - for Two Grand Prix in the U.S. and areI wholeheartedly recommend them both dots on it. if you need insurance for or repairs to Not surprisingly they said no, they planned. your bike. I got my bike back in May and didn’t have the gun, which I believe it looks a hundred times better than I can cost less than $50 but from my - The Motocross of Nations will be held feel. I had a short ride that afternoon understanding there is no central and as always there is nothing like for thed’Angely numbers (I could be at register Saint Jean in France. feeling the wind in your face. I’m still wrong on this). Like checking regos, if recovering and hope to be back to full there is no central then it being held Apparently talksregister are already time riding soon. Again a huge thank you seems pointless in getting something Data to everyone. between motorcycling and Dotted, especially if bike shopsAustralia don’t Pat Lane promoter Kevin Williams regarding the Australian Motocross GP. n

Sexist?

Hi Steve I know it’s revenue, but do you have the If you were still a reader of ability to knock back an advertiser on the grounds of good taste?

Cycle Torque you might note A1 I ask because as a regular straight has changed its ads in the last male, I nd the pair of quarter-page couple of months. I think you are A1 adverts more than a little sexist, drawing a long bow by assuming mysoginistic and offensive. Your mag has A1 regards all its customers as already lost both my daughter (owner sexually charged young males, and rider of two bikes) and my wife and I hope you don’t think Cycle (owner and rider of ve bikes, former Torque’s staff are all sexist Vic State captain of WIMA, m/cycle racer onanists. To suggest Aprilia and trainer, etc) as readers, and A1 has and Moto Guzzi is tainted by the lost all of us as customers. advertising is a little extreme This is ironic, as we have two Aprilias too. and ve Guzzis in our eet and are I have no idea if A1 received looking to Europe to replace our complaints and decided to change Japanese dirt bikes - perhaps we should stay with Yamaha & Honda and not look at its advertising accordingly but Husqvarna. The A1 adverts are neither your letter is the rst we have clever nor relevant to the products they received on the matter. attempt to promote.

I am sorry you no longer read Motorcycling is no longer solely an Cycle Torque, we don’t like activity for low-brow, blue-collar males to lose readers but it’s your under the age of 25 - as I’m sure you’re prerogative, as it is A1’s to run aware. No doubt A1 will defend his this type of advertising, which sexist adverts and obviously knows this although sexually suggestive is demographic are buying their $25,000 far from outright pornography.

Aprilias - which is a sad indictment of Ed. the brand.

As for the Guzzi ad - well, it says that you’d be an onanist (a wanker) to buy a Guzzi, which is an equally sad assessment of how they see their customer base of whom we are no longer a part.

Happily there This month David Walters has won a Cargol are other Aprilia Turn-n-Go puncture repair for making a great & Guzzi dealers suggestion. who don’t debase With all the tools and equipment you need to their products get on the road again quickly, this kit is essential or clientele with for anyone who even thinks they might get a puncture. this sort of Available at better bike shops everywhere. advertising.

WRITE A LETTER!

WIN A GREAT PRIZE

Steve Kealy

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

JULY 2010 - 15

NEWS torque

Cairoli and Musquin extend their leads KTM’s Antonio Cairoli and Marvin Muquin continue to stretch their leads in the MX1 and MX2 class respectively after round six and seven of the 2010 FIM World Motocross Championships held in the USA and France.

The USGP at Glen Helen Raceway in California was meant to be a tough race for KTM350SX mounted Antonio Cairoli with the track featuring a long uphill start but that didn’t seem to stop the determined Italian as he holeshotted the opening moto just ahead of similarly mounted Mike Alessi.

Cairoli went on to win the moto just ahead of Alessi and KTM450SX mounted Max Nagl but in the second moto it was TLD Ben Townley on his CRFR450R that got the jump from Alessi, Nagl, Cairoli and Suzuki’s Clement Desalle.

Townley, with much to prove after being

16 - JULY 2010

taken out by Alessi in the opening moto went on to win the race from Desalle and Cairoli who won the overall and extended his championship lead further.

The GP circus blasted their way back to Europe for the French GP the following weekend and Cairoli started the day with a win in the opening moto from Steve Ramon (Suzuki) and David Philippaerts (Yamaha) but the tables were turned in moto two with Philippaerts taking the win from Desalle and Cairoli who extended his championship points lead to 68 points.

“I don’t look at the championship, it is still many races,” said the quiet Cairoli after France. “I try and win as many Grands Prix as possible and have fun with the bike, four or five more GPs I will start to think about the championship.”

Nagl broke his collarbone during practice for the French GP and obviously

scored no points for the GP thus dropping the German out of second place in the championship.

The MX2 class at the USGP was all Musquin with the Frenchman blitzing both motos while his closest championship rival Ken Roczen (Suzuki) just off the pace with 3-5 results over the two races.

The French GP was once again a Musquin benefit with the home crowd going off their scones over their new MX sensation. “This win is important for me, many people come to watch me race here and this is not a time to disappoint them, four wins over two GPs is very good for the championship, the team and my fans.”

Roczen had a shocker in France with 16-7 results over the two races helping to extend Muquin’s championship lead to 71 points. n

NEWS torque

Dungey and Pourcel Take Control ROCKSTAR/Makita Suzuki’s Ryan Dungey and Pro-Circuit Kawasaki’s Christophe Pourcel are already a full moto clear of the 450 and 250 class championship points respectively after round three of the AMA National Motocross Championship held at the famous Hi-Point Raceway.

Dungey dominated both motos at HiPoint and put himself a full 25 points

clear of class rookie Brett Metcalfe (Geico Honda) who scored his first 450 podium at Hi-Point with a third behind Dungey and Andrew Short (Honda).

“It feels good,” said Dungey. “The track turned out better than I thought after the first moto. I got good starts and put us in a good position to be out front. There were a lot of passing lines today. Sometimes you get caught behind someone and have difficulty moving through the pack and that’s where starts play a big role.”

TLD Honda’s Ben Townley continued his good form with 4th outright with 6-4 results while AMA big mouth Mike Alessi went 7-5 on the KTM350SX while points leader going into Hi-Point Chad Reed had a shocker with a rock

knocking his goggle lens out in moto one and contact with another rider in turn one damaging his brakes beyond repair resulting in a dnf in moto two.

In the 250 Class championship leader Christophe Pourcel went 4-1 at HiPoint only to be slightly out-pointed by South Africa’s Tyla Rattray (Pro-Circuit Kawasaki) who went 2-2 to score his maiden overall victory on US soil.

“It feels good,” said Rattray. “I’ve been working for it and to finally get one now really means a lot to me.

Being consistent is what it takes to win the championship. It would have been nice to go 1-1 but at least I was consistent. I’ve been working hard and it feels good to finally get on top of the podium.”

Pourcel now has a 27 point lead over Rattray and is looking forward to the rest of the season. “We race week-in week-out, I always enjoy my racing, winning or not, this is fun for me, the point lead and the championships are a bonus.”

Geico Honda’s Justin Barcia continues with his inconsistent results after winning the opening moto and finishing 21st in the second. n

Crump 7th at Danish GP

Jaroslaw Hampel won the Polish GP.

DEFENDING Speedway World Champion Jason Crump has finished seventh at the FIM Dansk Metal Danish Speedway Grand Prix at Copenhagen’s Paken Stadium.

Crump took 10 valuable World Championship points from the Danish GP and is still fourth in the championship after struggling over the previous two rounds. “I did much better tonight,” Crump explained. “Compared to the past few weeks I definitely feel like I rode a lot better.”

“It is a long season, we are not even at the halfway point yet so I just have to keep chipping away at it and I know I am heading in the right direction, we made some small steps forward and l am much happier with my performance.”

“I have a lot of races between now and the next Grand Prix which is invaluable. The aim is to keep improving and be back on the Grand Prix podium at Torun in two weeks time.”

The Danish GP was won by Jaroslaw Hampel ahead of veteran Thomas Gollob and Chris Harris. n

JULY 2010 - 17

EDITORIAL

Cover yourself THERE are many sports and activities we do in life that can very easily take our life. As a reader of Cycle Torque you are most likely a motorcycle enthusiast or at least interested in bikes. We must all agree motorcycle riding is at the very least a risky pastime.

On face value it would seem that motorcycle racing would take the level of danger to a higher plane. This brings to mind two of Australia’s motorcycle racing big names who have died in relatively recent times. The most recent being Andrew McFarlane, while the other was Andy Caldecott. I have purposely avoided using the term ‘heroes’ or ‘legends’ here because I think them overused and not relevant.

In fact I would think neither of these guys would have considered themselves that. I didn’t know Andrew but I can appreciate his skill on a machine, and I’m sure plenty of youngsters, and peers, looked up to him as a role model for his sport. Andy on the other hand was an inspiration to me. The thought of riding a big KTM Dakar racer through the dunes at the speed he did was mind-blowing, and it was a shock to me when he died. The other rider to impact on me with his death was Joey Dunlop, the closest to a bike racing hero I’ve ever had. I never met either of these riders but I certainly looked up to them.

KTM Australia was instrumental in getting a trust fund set up for Andrew’s family, as it was when Andy died. I really applaud this, it’s a dangerous sport and sometimes the risks taken by the riders catch up with them. But it begs the question. Did either of these guys have insurance of their own? You would hope they had some sort of life insurance, and it would be easy to say it’s too hard to get if you race motorcycles but this isn’t exactly the case.

What about the average club racer out there? Who’ll look after them or get a trust fund started for their family if it all goes wrong?

I have my own family accident insurance which also covers my son while he is racing motorcycles. It certainly won’t set you up

for life but it can take some of the financial burden away. We accept danger as part of our everyday life, and I’m sure both Andrew and Andy accepted this as they worked hard to make their competitive dreams happen, and I’m equally sure these risks were managed risks, even though the risks eventually caught up with them.

When people ask about my son Alex racing bikes I can see that some of them think it’s very dangerous and I’m putting him at risk unnecessarily. What about my daughter who rides a horse and has been thrown off a number of times, or the fact Alex wants to play all-age Rugby League next year which in my eyes is much more likely to cause you an injury than racing road bikes? I certainly got more injuries playing league than I ever have racing motorbikes.

You have to live your life as you see fit but it’s also very important to cover yourself or your loved ones as much as possible. If you are a racer with a Motorcycling Australia (MA) licence or similar you will have some cover but I urge you to look elsewhere for extra cover, the maximum you can afford. I’d like to see MA’s insurance cover expanded to offer more money to racers and their families if they are permanently maimed or killed.

Would you be prepared to pay more for your MA licence if it was?

You’ll find an advertisement of the Andrew McFarlane trust fund in this issue, I hope you’ll be able to give something to help his family cope financially with Andrew’s loss. Of course the pain will go on much longer.

– Chris Pickett

Please Support These Trust Funds Andy Caldecott: http://www.andycaldecott.com.au/Trust.html Andrew McFarlane: http://www.ktm.com.au/news.php?newsid=615

GUNTRIP

All our yesterdays

THE problem with the present is that you and I get a very limited view of it. Even on the few occasions during our lives when we might witness something momentous, we have a necessarily limited and partisan glimpse of the action.

Trying to reveal anything approaching the full picture of even the most minor incident can call for truly monumental research and plenty of lost moments in the present trying to piece together the fragments of the past.

But making the effort is vital if we’re going to understand anything at all.

In some of my quieter moments during the past three months I’ve been researching an incident that took place at Bathurst 30 long years ago. This ‘incident’ cost someone his life and probably deserves to be called something rather weightier; but that’s how it’s treated in many of the records.

Thirty years is a long time in human terms. I soon discovered that many of the key figures in this ‘incident’ had died, one or two on the racetrack but most through natural causes; I discovered too the weaknesses of the human memory, not solely due to the passage of time but from an understandable failure to note what might have been happening within clear view or earshot because you were battling with some more immediate and personal crisis; and then there’s the matter of the ego, of how certain things must or must not have happened this way or that because pride insists on it.

It was tough going, but after I’d dug to the bottom of the reminiscences of everyone I could think of, I thought I’d be on safer and easier ground by plunging into the archives and finding all the crucial bits of paper that would really make the story stand up and speak for itself.

Here’s how it went. After doing the obvious thing and going online, I contacted the local libraries, who helped me where they could with clippings from their newspapers. I went then to the State Library, which keeps bound copies of every imaginable periodical, including the late and lamented REVS. All good, useful stuff.

Next came a trip to the Bathurst Motor Racing Museum, where I found acting curator Tim Pike to be very helpful. Problem was, he didn’t have much to be helpful with. Off to one side of the halls full of historic racing bikes and cars is a moderately sized room that’s fairly packed with stuff – posters, crash helmets, trophies, racing suits; nameless memorabilia of battles

lost and won that’s been donated to the museum.

There are also rows and rows of archive boxes that had me licking my lips in anticipation.

Somehow, however, and not for the first time, the needs of motorcycle racing has been relegated to a distant second place behind the compelling demands of the car fraternity, and most of those ranks of archive boxes turned out to be full of ATCC/V8 Supercars gear. After systematically rooting through the shelves for a couple of hours, all Tim and I managed to unearth was a patchy collection of programs, a few photos, bits and pieces of paperwork: some speed trap times, results (often in the form of programs thoughtfully filled in by the editor of the Western Advocate) and press releases, filed here and there and far from complete – and, curiously, a sizeable collection of overseas bike mags.

It wasn’t much to show for 30 years and more of the most important single race meeting in the country.

Never mind, there was enough in the various reports in AMCN, REVS and Two Wheels to have me believe that I’d find what I wanted in the magazine files. True, I didn’t have much hope of finding much at AMCN. I seemed to recall from my time on the Green Horror in the first half of the ’80s that at the end of each issue we’d file all the photos and parcel everything else up into a brown paper package and scrawl an issue date on it. Trouble was, these parcels got jammed into odd corners and ultimately looked like the sort of scrappy bundles you see carried by refugees in old news footage as they shuffle away from warravaged Warsaw or Berlin or Srebrenica; in other words, not the sort of thing likely to receive priority viewing as successive new owners came to itemise the magazine’s assets. Sure enough, AMCN had next to nothing.

Next stop was Alexandria to check out the REVS/ Two Wheels archives. When I joined Two Wheels in 1984 I wondered at the fine organisation and care that had clearly gone into the collation of these, and, sure enough, they’re still intact. There I managed to find quite a bit of what I wanted. I still haven’t found it all but what I don’t have I’m unlikely now to unearth, and I have enough now to write the story.

What bothers me is that the documentary history of the sport seems to be in such disarray. And not even Jan Blizzard can remember everything.

– Bob Guntrip

Project Everts The 2011 KTM 4-Stroke motocross range has been completely redesigned from the ground up‌ by 10 time World Motocross Champion Stefan Everts.

REPORT BY

Darren Smart

PHOTOS BY

KTM/pixelpig.com.au

Cycle Torque Test – 2011 KTM 4-Stroke SX Range

Project Everts For 2011 the KTM 250SX-F and 450SX-F are joined by the all-new ‘revolutionary’ 350cc machine with all three models featuring a completely new chassis, a linkage rear suspension and new bodywork.

So committed is Everts to this project that he flew to Australia to be on hand for the launch of the 2011 range held at Appin Raceway, south of Sydney recently.

“Right from the beginning I had discussions with KTM about a linkage suspension, my thoughts were that this is a must if KTM was going to make big impacts into the worldwide market,” said the straight talking Everts.

As if the experience gained from winning 170 GPs isn’t enough, KTM’s Race and Development department was able to combine their expertise with Everts’ experience to come up with a product that KTM hopes will see them set new benchmarks in race results and sales across the globe.

The Chassis

The all-new robot welded chrome-moly steel frame is designed to isolate the forces that the rear shock has through the rest of the chassis. When explained it makes complete sense to minimise the forces from the impact of the rear shock from upsetting the rest of the motorcycle and the positioning of the top shock mount on the new chassis is said to have achieved this.

And why stay with steel instead of alloy? KTM claims to have delivered the new steel frame weighing in approximately 0.5 kg less than the lightest alloy equivalent from their competitors. In addition, KTM remains that the steel frame is easier to maintain, easier to work on and supplies more space for the tank and other components.

Rear Suspension

KTM is not completely dropping the PDS system, as a matter of fact KTM claims to have made big progress with the PDS system for the 2011 2-stroke motocross range and the EXC range by using a similar top shock mounting system used on the linkaged 4-stroke SX range.

KTM’s thinking goes something like this: “PDS character is extremely beneficial for the lighter 2-stroke bikes and off-road (trail/enduro) applications, whereas a high spring progression in the linkage system benefits the extreme Motocross and Supercross applications.”

The new chassis and linkage system is serviced by a completely new WP shock absorber with piston and bushings that provide better seal and friction properties to handle the higher shaft velocities, a new spring retention and preload system allows for preload adjustment without the use of hammer and punch and the usual range of adjustability.

The new alloy swing arm is manufactured with a single-component casting process that eliminates any inconsistencies created by welding. The mounting positions

are up-dated while higher profiles and optimized flex supports the frame and suspension characteristics.

Front Suspension

The latest White Power 48 mm front forks feature the ‘closed cartridge technology’. The forks have had a lot of influence by Everts and the end result is a fork that is made to match the needs of the new chassis packages.

The KTM patented SX triple clamps are designed to not only hold the forks and handlebars, they are now “part of the suspension action.”

The billet alloy clamps don’t squeeze the tubes and are designed to support the fork action by providing a certain amount of flex, which “allows the triple clamps to follow the fork legs when deflected during hard landing or braking.”

Bodywork

Stefan Everts took a key role during the entire development process of the new bodywork. From the first clay model till the final product, Stefan was heavily involved with each step of the process and the results are super slim ergonomics with excellent contact

points between rider and machine.

grams per wheel.

Airbox

Exhaust silencer

The big difference for KTM’s notool airbox is that their intake boots (between filter and throttle body) is designed for every displacement, which improved the power by up to 0.5 hp. All KTMs get the Twin-Air filter.

Wheels

KTM’s wheels continue to feature the CNC machined hubs and EXCEL rims but for 2011 there are new nipples made of high-strength aluminium reducing each wheel’s weight by 200

The new silencers designed to optimise the performance while reducing the noise level to future noise emission regulations.

Cooling System

KTM’s cooling system routes the hoses from the cylinder head through the frame triangle directly to the radiators simplifying the radiator mounting and improving the air flow through the radiators. A new T-Connector between

Continued on next page >

Project Everts Continued from previous page radiators is designed to improve fluid flow.

The new 7.5 litre tank made from lightweight polyethylene continues to feature the ¼-turn fuel cap while the 250/350SX-F models feature a compact fuel pump.

The 350 motor is essentially a larger capacity version of the 250 engine using the same 42mm fuel injection system but the 5-speed gearbox and clutch have been substantially up-graded to contend with the extra power while a counter balancer has been added without compromising the slim design of the engine.

Peripherals

Engine 450 SX-F

Tank

Brembo brakes, hydraulic clutch, wave disc rotors, tapered Renthal handlebars and KTM tool kit are all standard issue with KTM.

Engine 250 SX-F

The major change to the already proven 250 SX-F engine is improved porting, 42mm fuel injection, new header pipe, larger silencer diameter, larger AC generator and the option to include an electric start.

Engine 350 SX-F

The electric start 450 SX-F engine continues with the 41mm Keihin FCR flat slide carburettor but the clutch and 5-speed gearbox have been strengthened. The titanium exhaust header pipe and the innovative Header Pipe Resonator System (HPRS) is coupled to a new rear silencer.

The Track

On a superbly prepared Appin circuit I got plenty of track time on all three of KTM’s latest 4-stroke motocrossers and I was very keen to see what all of the above meant on the track.

250

My opening laps on the 250SX-F was all about seeing how user friendly the motor was. I mean,

not everyone is going to have the thing screaming at 13,000rpm all of the time so I wanted to see if the 250 had any bottom end for the mid-pack wobblers.

The fuel injection has made the 250 very responsive right through the rev range but I wouldn’t say the little KTM had the best bottom end of any 250F I had ridden, it wasn’t lacking or lazy but it definitely preferred to be a little further up the rev range.

Turning wise, it was almost like cheating, deep ruts, shallow ruts, flat turns, muddy turns, off cambers, I felt very confident throwing the 250SX-F around and trusting the front end when I tipped it in at speed.

The feel of the 250SX-F was definitely different from previous models with the new ergos and suspension, the work done by Stefan and the development team had paid big dividends.

The new front forks were great, I purposely flat landed off one of the sky jumps over the back of the circuit and landed the front wheel in a few good sized holes and there was no spike back through the hands.

The rear suspension was definitely different to the PDS suspension, I think under hard acceleration there was a small advantage but I found that the

Continued on next page >

Rear suspension now uses a linkage with a White Power shock.

Wave disc, Brembo caliper.

Project Everts Continued from previous page shock reacted more positively off the face of jumps and punching through the bumps under brakes.

350

As you can imagine, this was the bike that held the most amount of interest and I was immediately impressed with the power from the little 350cc engine.

The bottom end power was very strong and if you let the thing rev through to red-line it was one of the most linear motors that I have ever experienced.

And handling wise it actually felt even more positive than the 250, very similar but I just felt more comfortable when pushing hard. I put this down to the state of mind that you have when you mount these bikes, most of us tend to ride the 250Fs like under-powered light weight bikes so we ride the wheels off them to maintain corner speed etc.

The 350 felt very similar when you entered a corner to the 250 but once you started applying the throttle you felt you could be a little more patient thus creating smoother cornering and faster corner exits.

Like the 250 the suspension, brakes and ergos are spot on.

450

I jumped off the 350 and jumped on the 450 and I was horrified, it was horrible! I couldn’t get it into corners,

I was getting kicked all over the place and I was absolutely buggared after three laps.

I have raced 450cc motocrossers for years, why was this so hard? Well, after about 15 minutes of struggling I parked the 450, went and had lunch and jumped straight back on the 450 for another session, this time with a different mind-set.

I did a race start and punted the 450 like I was in a race and yeehaa, the 450 was back on the money, you see, it is just not fair to jump from the 350 straight onto the 450 as it felt bigger, heavier and aggressive in its power delivery.

The 450 has benefitted from the up-grades on the ergos and suspension and it is definitely much better for it so by the time my

ride was over I was back to being a 450 rider‌until I got back on the 350.

The Final Motos

So I can give you the reader some idea of the difference I did a moto on each bike and rode them at say 80 per cent for as long as I could before I was buggered.

The 450 got me to the 17-minute mark before I was shagged, the 350 took me to the 22 minute mark while I got 23 minutes out of the 250F. If you think about those figures, Stefan was right on the money with his thoughts on the advantages of racing the 350 over the 450.

Watching Everts put in lap after lap at warp speed on a bog stock 350 was enough to convince me that KTM has a real winner on their hands and you, the buying public are going to benefit from the great man’s input into all of the new generation KTMs.n

dirty torque

Before we part IT IS an age-old pattern, a good friend is taken from us and we all wish that we had the opportunity to have just one more conversation with the deceased so that we can tell them what they mean to us and how much we appreciate them.

With this in mind I started thinking about the people in my life who are still with me, especially the people in my motorcycling life, and it is about time I came clean and told them what they mean to me… obviously without getting too sooky… I have a ‘tough guy’ reputation to protect after all.

The list below is not in order of importance but where they jumped into my motorcycling life.

Bob Smart. Bobby Smart was an inspiration to his son(s).

Dad was an exceptional sports person, he played Australian Rules, tennis, basketball and golf and a very high level and from as far back as I remember I was kicking, hitting or throwing something with my dad and brothers.

We got involved in motorcycle racing in Mt Isa when I was very young and unlike many parents he never abused us if we lost a race, but in saying that he never jumped out of his skin when we won either, he was, and still is, a steady, positive influence on everything we have ever done, on a motorcycle or not.

Paul Smart. My brother Paul and I raced against each other from a very early age. He was one of the top riders in his age group throughout our junior years and won a heap of Queensland Championships and was so close to being an Aussie Champ. Stuart Bennett and Phil Robinson were his arch-rivals for years.

I became a better racer because of Paul, I had to beat him

Shayne King

and because he was so bloody fast I had to ride right on the limit for years to keep him at bay and ‘the limit’ became a comfortable place for me. Paul is also a good fair dinkum no-bullshit bloke and my best mate.

Rick Hume. I met Rick back in the early ’70s and have continued our friendship ever since, his mum and dad were like my second family. He is godfather to my daughters and a great influence on them and a solid mate to have around.

Greg Kirwin. Greg had no respect for my status as ‘top dog’ in Mt Isa and consistently had a serious crack at beating me. I always admired his determination though a little pissed when he succeeded at getting to the checkered flag first. Like the Hume family, I was very close to all of the Kerwins and to this day I treasure his/their friendship.

Danny Nixon. Danny Nixon was the best rider in Mt Isa/North Queensland by the time I started taking motocross seriously. Danny lent me his CR125 for the 1976 Mt Isa club championship and forwarded advice that gave me the ability to win the championship and would you believe, 35 years since we first met Danny and I still talk almost every week and our long and often hilarious conversations are very special to me.

Mike Landman. I know that he hates it when I do this sort of stuff but Mike Landman was another person who made me the rider I became. It was the late ’70s, and while most of my mates were emulating/idolising Stephen Gall and Anthony Gunter I was all Mike Landman, he was fearless, fit, determined and in my books he has grown in stature

dirty torque

even when Ollie is smokin’ me on fierce in his loyalty to his friends. since I have met Mike, raced the track‌..

Mike McKenzie. In the mid 80s against him and been able to share Can Of Worms. I just realised Mike was a quick kid on a KX and a laugh with him whenever our www.cycletorque.com.au JULY 2010 - 31 that I am already up to 1000 plus a more committed rider was hard paths cross. words and I haven’t even scratched to find. Mike is now my coach for Calvin Brewster. A more the surface of all of the people who triathlons and we share a great love determined and aggressive racer for ‘the good ol’ days’ of motocross, have meant something to me in my you will not meet. Unfortunately motorcycling life. his wife Rob is an inspiration while Cal suffered career ending hand If you are reading this and you his sons Benny and Sam are now injuries in 1982/83 but we have know me as a racer, a coach or the my training buddies when we go maintained a very close friendship guy who out-smarted you and running, cycling or swimming‌.go that means a lot to me. shagged the trophy girl after you figure huh?

Jeff Leisk. I met Leisky in 1981, bought her drinks all night, you Mick Hansen. Mick is one of the he was very quiet while I was, will know we are mates, we will many fast guys from Mackay and well‌ not quiet‌ he was more a A have had a Bdrink and a bullshit we hit it off immediately when spectator to life off the track but session and I look forward to the we met up in the early ’90s. Mick f#*k me could he ride a motocross next. bike. Our paths have crossed a heap has become a close friend over the Finally. To Nigel, Chris, Dennis, years and I look forward to great of times over the years and I now Dee and Bec from Cycle Torque. You times ahead in years to come. consider him to be a great friend.

The Sharp Family/Shayne King.

Steve Dinsdale. Dinsdale and I have let me dribble on for more B HAMMERHEAD ADare The Kiwi connection,HAMMERHEAD you guys are cut from the same cloth, though than Cycle issues with D Designs exploded onto120 the MX scene ene aTorque few y years ago with a very cool line up of motocross accessories accessories. Specialising in billet alum aluminium parts, its range is A SWEET DR SOUNDS dead-set legends, Kingy, it is hard I think his is of slightly firmer and my self-serving, over-opinionated, constantly expanding and its product quality is second to none.

Spearheading the range WE’VE had an MC Performance modiďƒžed mufďƒ&#x;er on a Suzuki DR650 test the Hammerhead Designs billet gear shifters with different offset shift without tips, designed so mule for some time now. Believe it or not we don’t evennot know to the owner of that youis are forget World robust material.

I was considered under-brained column the rider can select a safe and comfortable size gear lever to suit the riders boot size.

With the DR650, he’s a friend of the guys at Sportcycles Dyno Centre in Newcastle. the factory mxthe and sx teams around thethan countrya running the Hammerhead equipment, He likes it so much by he wants to buy it so you can’t get aChamp much better thumbs when we areallshooting a hard competitor many, Steve more few raised eyebrows. our mx test pilot, Todd Reed has kitted his 2010 Honda CRF250 out with a range of the up than that. But that’s on the road and sometimes tests like that can be Hammerhead few months to of dragging them through the dirt he fun tells shit andranhangin’ out but you products take and after a Here’s was ‘feared’ byTomost.

Steve out has friendship, family, misleading. take the guesswork of the equation, Sportscycles the us the Hammerhead gear is easily as good, if not better than any other product on the bike on the dyno before and after the pipe was ďƒžtted, and some good gains market and can see why all the race teams are using Hammerhead designs.

Distributed in it all in without any ego and better becomewere one of the people I know times and motocross. achieved without touching a thing on the carby. It works, it’s cheap Australia by the friendly crew at Mainmoto imports the Hammerhead Designs products horsepower and retains the ‘factory’ look. – Darren Smart aka Smarty friends are hard to find beyond the I will bePRICE: friends with for life.

As can be found in a large range of dealerships across the country. $350 ABLE FROM: Direct from MC Performance fierce a AVAIL competitor he was, he is as MORE INFO: www.mcperformance.com.au

PRICE: Too varied to list

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RACE torque

All Change VALENTINO Rossi’s crash at Mugello has thrown the 2010 championship wide open with Jorge Lorenzo in the box seat to win his first MotoGP Championship.

Dani Pedrosa’s stellar victory has thrown a different light on proceeding - this championship isn’t over by a long shot. Looking back over the last few years, the top riders can budget for two to three race crashes per year. Casey Stoner has already filled his quota and can’t afford any more offs, hence his cautious disposition at Mugello and Jerez. It is a far cry from the sizzling performances from Casey of old, but hopefully both and he and Ducati can come up with a solution post haste to get Casey back where he belongs - at the front.

There have been many theories as to why the Ducati Desmosedici is having serious front-ends yips which also saw Nicky Hayden and Mika Kallio fall at Mugello - the only two DNFs - and last month we speculated that the switch from the screamer engine to the new Big Bang configuration could be playing a role. In addition to thicker forelegs, which Casey junked at Mugello in favour of the slimmer 2009 units, Casey seemed to lap at respectable times, but in his own words, he really needed another 0.6sec to keep pace with Pedrosa and Lorenzo.

Remember, Casey dominated Mugello last year, and now his ‘alien’ status is in danger of slipping.

Another theory about the Casey/ Ducati woes comes from Wayne Gardner.

It is an interesting one based on his own experiences at Honda. Writing in his blog, WG wrote: The problem is with engine location, plain and simple. I believe Ducati knows that and is trying to work out a way forward. We went through this at Honda years ago. Honda used to think that having the engine low in the bike was the way to go. True, with the engine low, braking is fantastic. The problem is that the

bike won’t go around corners and the back wheel ends up spinning, just like the Ducatis do now.

How did Honda come to change their approach? It all happened one day at Le Mans in the late ’80s when my motorhome was parked next to the Suzuki pit, and they had their bikes totally uncovered. I had mirrored windows and I could see everything without them knowing. It was immediately apparent that Suzuki had their engine up really high, like a motocross bike. I went and got one of the Honda bosses, who proceeded to sit in my motorhome for hours taking photos of the Suzuki, reel after

nature is obviously robbing his confidence, which is probably at an all-time low, despite his ability. Casey’s style, hanging so far off the bike, also doesn’t help. He’s going to have to try and adapt his style to counter the effects of the bike’s geometry, but that will be difficult.

As a result, I think Hayden will probably go okay and become the golden child. I can see Ducati helping him more and more as the year progresses. It’s a big call, but I’ll stand by it.

It is important to note that Wayne wrote this piece before the Mugello GP, Wayne Gardner and as we saw, Hayden fell early on the race, a crash he took full responsibility for after he tried too hard to catch the front group. But shouldn’t a MotoGP bike allow you to push? After all, the Ducati has traditionally demanded to be ridden hard - Troy Bayliss, Loris Capirossi and Stoner can all attest to that. Now it seems that the Ducati riders have to nurse the bike over a full-race distance in case it might fall over.

Confidence and belief in the bike is paramount in all levels of racing, reel, because the Suzuki none more so than MotoGP. It is clear with Schwantz on it was the best handling that Stoner doesn’t have full confidence bike of that time so we started pushing the in the bike, which leaves Ducati in its engine up and raking the front forks out. most precarious position since it entered It took us two-years to work out the correct MotoGP in 2003. A Ducati has not slinked location, but after that the NSR500, equipped its way into parc ferme’s top three this with a big bang engine, became unbeatable. year, and following Casey’s dominance I believe Ducati is going through the same at the end of last season, it is a little hard process now. They know that their engine to fathom why. More worrying is that it configuration is wrong and that it’s too far doesn’t appear that a podium finish will forward. I think they know they need to happen anytime soon, although Rossi’s rotate the ‘V’ up higher. This will enable absence will make the task a little easier. them to bring the front wheel back further. A Lorenzo knows that the MotoGP title higher engine position will also enable a more will not be his by default, and he must effective weight transfer during braking and fight Pedrosa all the way to properly acceleration, which in turn will lead to more claim it. Let’s hope Stoner and Hayden grip and better feel. The bad news is I think have something to say about it too. they’re stuck with what they have for this – Darryl Flack year. Fixing this type of issue calls for a major redesign of both engine and chassis. What Follow Gardner’s blog at does it mean for Casey in the short-term? www.waynegardnerapproved.com Nothing good, I’m afraid. The bike’s inherent

TORQUING BACK LETTERS Suspend me

Hi guys love your mag and not just ’cos it’s free. I was just checking out your book store and I was looking for a book on understanding and setting up suspension on road, especially sports bikes. Perhaps you could consider one on your list as there are a few of us out here who need and want to learn about it.

One that is deep enough to get familiar with the concepts but not too technical that it goes above our heads would be great in this perfect world. Thanks again guys for a well balanced and interesting mag.

John Rayson Hi John Good idea, we’ll check it out.

Ed.

Data Dot dilema

Recently a friend of my son had is 2008 YZ250F stolen, as has my nephew a few years ago.

As always we know of people who have their bikes stolen through various means. From the garage, while at the shops etc. In this case the bike had been Data Dotted and was stolen from a home garage overnight. Being an unregistered bike there is probably little chance of seeing this bike again. Not long afterwards I was at my local bike shop buying parts as usual. I spoke with the owner of the shop and queried if when they get a bike in for service do they check if it has data dots on it.

Not surprisingly they said no, they didn’t have the gun, which I believe can cost less than $50 but from my understanding there is no central register for the numbers (I could be wrong on this). Like checking regos, if there is no central register then it seems pointless in getting something Data Dotted, especially if

bike shops don’t check for the dots either!

We all know the chance of recovering a stolen dirt bike is next to nil. But if there was a central register and servicing outlets could quickly check this just think what the possibilities could be.

Regards David Walters

Note of Thanks

is nothing like feeling the wind in your face.

I’m still recovering and hope to be back to full time riding soon.

Again a huge thank you to everyone.

Sexist?

Pat Lane

I know it’s revenue, but do you have the ability to knock back an advertiser on the grounds of good taste?

I ask because as a regular straight male, I find the pair of quarter-page A1 adverts more than a little sexist, mysoginistic and offensive. Your mag has already lost both my daughter (owner and rider of two bikes) and my wife (owner and rider of five bikes, former Vic State captain of WIMA, m/ cycle racer and trainer, etc) as readers, and A1 has lost all of us as customers.

This is ironic, as we have two Aprilias and five Guzzis in our fleet and are looking to Europe to replace our Japanese dirt bikes - perhaps we should stay with Yamaha & Honda and not look at Husqvarna. The A1 adverts are neither clever nor relevant to the products they attempt to promote.

Motorcycling is no longer solely an activity for low-brow, blue-collar males under the age of 25 - as I’m sure you’re aware. No doubt A1 will defend his sexist adverts and obviously knows this demographic are buying their $25,000 Aprilias which is a sad indictment of the brand.

As for the Guzzi ad well, it says that you’d be an onanist (a wanker) to buy a Guzzi, which is

an equally sad assessment of how they see their customer base - of whom we are no longer a part.

Happily there are other Aprilia & Guzzi dealers who don’t debase their products or clientele with this sort of advertising.

Steve Kealy

Hi Steve If you were still a reader of Cycle Torque you might note A1 has changed its ads in the last couple of months.

I think you are drawing a long bow by assuming A1 regards all its customers as sexually charged young males, and I hope you don’t think Cycle Torque’s staff are all sexist onanists. To suggest Aprilia and Moto Guzzi is tainted by the advertising is a little extreme too.

I have no idea if A1 received complaints and decided to change its advertising accordingly but your letter is the first we have received on the matter.

I am sorry you no longer read Cycle Torque, we don’t like to lose readers but it’s your prerogative, as it is A1’s to run this type of advertising, which although sexually suggestive is far from outright pornography.

Ed.

A note of thanks In February I was involved in a car crash where a car ran into the back of my bike.

The crash has left me with two fractured vertebrae in my back and torn ligaments in my left knee. I would like to send a note of thanks to the two ambulance officers who attended the scene and transported me to Liverpool Hospital. The staff at the emergency ward of Liverpool Hospital were unbelievable. I was given first class treatment and assessed quickly and professionally. I thank all for your help in my time of need.

My XVS1100 is insured with Insure My Ride, who I learned of through Cycle Torque.

Adam, at Insure My Ride, was a dream to deal with. He not only knows motorcycles he also understands motorcyclists. He organised transport of my smashed bike to their preferred repairer, Collide-a Scope at Hornsby, where Nathan assessed the damage and carried out all the repairs to bring my bike back to almost new condition. Both Adam and Nathan were very professional and I wholeheartedly recommend them both if you need insurance This month Roy Kemp has won a Cargol Turnfor or repairs to n-Go puncture repair because he’s spent enough money lately. your bike. I got my With all the tools and equipment you need to bike back in May and get on the road again quickly, this kit is essential it looks a hundred for anyone who even thinks they might get a times better than I puncture. feel. I had a short Available at better bike shops everywhere. ride that afternoon Send your letters (and/or great bike pictures) and as always there to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@

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WHEN: July 1-4, 2010 WHERE: R4 Broadford Victoria.

WHAT: Superbike racing at its best. But there’s everything else from 125 gp to Superbikes.

CONTACT: www.asbk.com.au.

Australian Formula Xtreme Championships

WHEN: R3, July 3-4, 2010 WHERE: Eastern Creek, NSW. WHAT: New series without MA sanctioning, essentially run by Formula Xtreme boss Terry O’Neill. Great racing, centred on the eastern seaboard. Formula Xtreme boasts plenty of TV time too.

CONTACT: www.formula-xtreme.com.au.

NSW MX State Titles

WHEN: July 9-11 WHERE: Lake Macquarie MCC WHAT: State titles run by MA NSW, with many top stars turning up to bang ’bars with local riders.

CONTACT: www.motorcycling.com.au

Winter Rally

WHEN: July 10-11, 2010 WHERE: Four kilometres south of Nerriga, off the Nowra to Braidwood Road.

WHAT: Great rally, food and drink available, gymkhana, plenty of camping. Bring your winter woolies.

CONTACT: Leon 0409 814 547 or Shannon on 0425 259 119.

Victorian Road Race Series

WHEN: Rd 3, July 16-18, 2010 WHERE: Winton Raceway.

WHAT: Classes range from Superbikes to the little junior machines. Broadford is not only a delight to ride at, it’s a great viewing circuit too.

CONTACT: Francis, 0413 622 079.

North Queensland Dirt Drags

WHEN: July 17-18, 2010 WHERE: Sarina Showgrounds, 30 kilometres south of Mackay.

WHAT: Come see the V8 motorbike and a heap of other classes churn up the dirt in straight line drags.

CONTACT: www.nqdirtdrags.com.au

Australian MX Nationals

WHEN: July 18, 2010 WHERE: R7 Port Macquarie NSW. WHAT: Australia’s premier MX series, Under 19s, Pro Lites and Pro Open classes.

CONTACT: www.mxnationals.com.au.

GS 30th Anniversary Rally

WHEN: July 23-25, 2010 WHERE: Riverwood Downs, near Dungog in NSW’s mid north coast.

WHAT: This rally is being organised to celebrate the 30th Anniversary of the BMW GS motorcycle, with bike show, celebration dinner and trade displays. Entry form has more details and is available on club website - www.bmwtcnsw.org. Entry fee of $20 includes rally badge and breakfast Sunday.

A U G UST > NSW Trials Titles Round 3 Big Al’s 7th annual Show ‘N’ Shine WHEN: Sunday August 1, 10am – 4pm.

WHERE: Brian’s Road Appin – at the bottom of Motocycle sports complex.

WHAT: First of 5 rounds of the New South Wales Trials Titles. All grades from Junior to Expert. Spectators are more than welcome and encouraged to attend, – entry is free – NO dogs please.

CONTACT: Paul McGrath 0413 997 465 visit www.trials.com.au.

Australian Historic Road Race Championships

WHEN: September 3-5, 2010 WHERE: Phillip Island.

WHAT: Great racing, great machines, great atmosphere.

CONTACT: www.ma.org.au or www. phillipislandcircuit.com.au.

WHEN: Saturday September 18, 2010 WHERE: 7/99 Kurrajong Ave, Mt Druitt.

WHAT: Bike show, trade stalls, entertainment. $20 entry, kids free, free sausage sanga and drink upon entry.

CONTACT: www.bigalsclubhouse.com.au.

Far Cairn Rally

WHEN: September 18-19, 2010 WHERE: Tottenham Showground (120kms west of Dubbo) in Central NSW. WHAT: In aid of fund raising for M.A.R.I. (Motorcycle Accident Rehabilitation Initiative). On site toilets and showers. Lions Club catering. Entry form has more details and is available on club website - www. bmwtcnsw.org. Entry fee of $25 includes rally badge and breakfast Sunday.

CONTACT: Andrew on 0419 255 290.

CONTACT: Jennie on 02 4982 8073.

Macquarie Towns Resto club rally

WHEN: July 24-25, 2010 WHERE: Windsor area, Sydney.

WHAT: Vintage and classic machinery, and their owners, are invited to attend this rally, the eighth so far. A beautiful area to ride, and bikes as far back as 1924, and as new as 2000 will be available for view by the public.

CONTACT: Call David on 02 4578 4601 or Clyde on 02 9654 2068.

Honda Rjays Road Race Series

WHEN: July 31-August 1 WHERE: R2, Wakefield Park NSW. WHAT: Great race series, from superbikes to juniors. This particular round will be the four-hour endurance event.

CONTACT: www.stgeorgemcc.com.

MRRDA series

WHEN: July 31-August 1 WHERE: R2, Wakefield Park NSW. WHAT: Great juniors race series. Many of the young up and coming riders have got the race craft from this series. Held in conjunction with the St George event.

CONTACT: www.mrrda.com.

Conondale Classic

WHEN: Sat July 31 – Sun August 1, 2010 WHERE: Conondale circuit, Kenilworth Rd, Maleny Qld. WHAT: Classic and Vintage off road racing at its best.

CONTACT: www.qvmx.com.

Ragged Fringe Rally

WHEN: September 18-19, 2010 WHERE: Bretti Reserve, 33km north of Gloucester NSW, along Thunderbolts Way. WHAT: This is the 23rd annual rally and is run by the Moto Guzzi Owners Assoc. of NSW. Catering available on Saturday night and Sunday morning. Supplies at Gloucester.. Entry fee $15 inc badge.

CONTACT: The Secretary, MGOA, PO Box 392, Camperdown NSW 1450.

Golden Dragon Rally

WHEN: October 1-3, 2010 WHERE: Tamugulla Reserve, Tamugulla Vic. WHAT: The Central Victoria Ulysses Branch once again presents the Golden Dragon Rally. Badge, Bonfire, Awards, fully catered. Bands Fri. and Sat. nights. $15.00 pre-paid; $20.00 at gate. Send pre- paids to PO Box 736 Bendigo Central 3552.

CONTACT: Reg (03) 5439 3611. n

E-Torque

Carrying computers CARRYING photographic equipment on a bike used to be the bane of my motorcycling life, but by the time we got to digital photography and laptops, I’d basically given up.

I don’t think there are many riders really very comfortable with carrying their laptops on bikes, and riders’ choices of cameras are often driven by looking for something compact, with performance being secondary.

There are a few things out now which look like making life a bit easier for those of us who like to take our tech on the road though, and the first is Apple’s new wunderkid, the iPad. For those of you living under a rock, the iPad is a tablet computer running an operating system with a touch interface – Apple has just renamed it iOS (it was previously the iPhone OS, but as the iPhone is only one of three devices the company produces which uses the iOS, they changed its name).

Apple even showed an iPad being used on a scooter (http://www.apple.com/ ipad/gallery/#ad) and there’s an awesome video showing how versatile an iPad can be if you add velcro, too… (http://vimeo. com/11886557).

Helping me carry this tech is my new camera bag, a Think Tank Multimedia 20 (http://www.thinktankphoto.com/products/ multimedia-wired-up-20-bag.aspx), which can carry a DSLR with a couple of lenses, flash gun,

accessories and the iPad. It’s a belt-bag style bag but has easily-detached straps which create a harness, so I can ride with gear comfortably.

The iPad doesn’t replace my computer, but I’m a lot happier about carrying it on a bike than a laptop. For a start it’s solid state (no moving parts), so vibration isn’t going to trash a hard drive, because there isn’t one. It will do most of what I use a laptop for (writing, email, web, calendar, contacts, notes, photo checking) and a whole lot more as well (movies, podcasts, eBooks, YouTube, maps) in a package smaller, lighter and less expensive than all but the crappiest of netbooks.

I bought the iPad camera connection kit, which is two small plugs which go into the iPad’s dock connector: one reads SD cards, the other has a USB port so you can plug your camera into it with a USB cable. Either way you get to see a thumbnail of the images on the camera’s card and suck off the ones you want.

They will transfer to your computer when you synchronise it later, too.

Add in a Bluetooth keyboard for when I’m travelling and the iPad should replace my laptop when I’m on the road, especially if I’m on a bike.

Cycle Torque’s editor, Chris Pickett, is about to put the plan to the acid test, flying out to Transylvania for a bike tour which you’ll be able to read about in a future issue, and he’s taking compact camera gear and an iPad to

record it all.

You can read Cycle Torque on the iPad, too.

Wired, Time and even The Australian might have the budget to produce applications dedicated to the iPad, but we don’t around here, but it does support PDF and Cycle Torque’s electronic editions are created in PDF, so you can transfer and read them, or just stream it via our website.

I’ve been using Goodreader - a cheap App for viewing lots of different types of documents on the iPad - but Apple has announced it is building in support for PDFs into its book application when iOS is updated in a few months.

There is an iPad which only connects to the rest of the world via Wi-Fi and a model which also has a 3G wireless modem built in so you can connect wherever you have a phone signal, but you have to pay for a data plan with that one. Each model is available in three different memory capacities (16, 32 and 64GB).

I’m used to travelling with a computer these days, and it’s about time I was able to get something far better suited to being carried on a bike than a conventional laptop.

Don’t forget to follow us on FaceBook and Twitter, you might even win a prize… details coming soon.

– Nigel Paterson publisher@cycletorque.com.au Comments welcome.

www.cycletorque.com.au PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 Email: info@cycletorque.com.au Editor CHRIS PICKETT PUBLISHER Nigel Paterson Design & PRODUCTION Dionne Hagan THE D MEDIA DESIGN Advertising Vic: Brian Sullivan, 03 9583 8377 Qld: Darren Smart, 0412 183 797 smarty@cycletorque.com.au Advertising Manager DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au Accounts: Rebecca Eastment bec@cycletorque.com.au

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

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

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

Copyright 2006. All rights reserved. No part of this publication may be reproduced

in any form, including electronic, without written permission of the publisher. PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

QUAD Honda dollars

HONDA’S popular TRX250TM now comes with a handy $1000 bonus which can be used at the time of the transaction for a wide variety of accessories, servicing or as a credit toward the ATV purchased.

The new TRX250TM features the highperformance cylinder head from the racier TRX250EX for increased performance.

An oil cooler is standard equipment, keeping the engine cool and collected when working hard on the land.

Uniquely designed floorboards allow the rider’s feet to grip the footrests while keeping mud and debris away from the rider’s feet, which is handy to keep the boss of the household happy.

Large cargo racks front and rear allow payloads of 15 and 30 kg, respectively.

The Honda Dollars deal is available from now until 30 June 2010, and the TRX250TM comes with a recommended retail price of $8190. n

Suzuki King HERE’S another overseas model many on the land will like to see imported to Australia. The KingQuad 750AXi and KingQuad 750AXi Power Steering models are also 2011 models. “We are dedicated to producing innovative and exciting products for the 2011 model year,” said Suzuki’s Steve Bortolamedi.

“The production announcement of these four KingQuads re-confirms Suzuki’s devotion to supplying our dealers and customers with excellent product and we believe that the KingQuad 750AXi is just the right machine to get our customers enthusiastic about buying Suzuki ATV’s.”

That might be Suzuki sales speak from Bortolamedi but the KingQuad does have a very good reputation for dependability and stump pulling power. With the addition of Suzuki’s Electric Power Steering, the KingQuad 750AXi Power Steering models offer riders lighter steering and even more responsive handling than ever.

A fuel-injected single-cylinder liquid-cooled DOHC 722cc engine powers the KingQuad 750AXi. The KingQuad has a transmission with three drive modes available: 2WD, 4WD, and front differential-locked 4WD. It also has fully independent suspension front and rear. n

ATVs on the web WHILE ATV riders and racers are passionate about their sport in Australia, it’s much smaller than the two-wheeled scene. In America it’s a much different proposition. Sure, the USA has a much bigger population, and therefore a bigger ATV fan base but it’s huge there, due no doubt in some part to the fact the rules on where you can ride are a bit more flexible than in Australia.

Check out www://web.me.com/mainstream.media/Site/ATV247.com to see just how passionate ATV lovers are over the good ol’ US of A. It’s a reality show called ATV-24/7 and is based on people racing in the ITP/Moose Racing AMA ATV MX Championship. n

New Yams YAMAHA has two new models slated for the American market in 2011. They are the Grizzly 450 EPS and the Raptor 125.

The new Grizzly 450 EPS is a mid-level machine with top-of-the-line features that excels in trail riding and utility functions,” said a Yamaha spokesman “The Raptor 125 is the first in its class from a major ATV manufacturer with true sport performance,” he added.

According to Yamaha, the Grizzly 450 EPS combines features for the outdoor and recreational enthusiast: Electric Power Steering, Ultramatic automatic transmission with the centrifugal clutch system, OnCommand 2WD, 4WD and 4WD diff-lock, and an all-new rear-sealed wet brake. It features a mid-level chassis with a new one-piece frame and independent rear suspension. Its engine is a 421cc, 4-stroke able to handle more than 115kg rack capacity and 600kg in towing.

Yamaha says the Raptor 125 is the first 125-class sport ATV from a major ATV manufacturer. It

features a 124cc, two valve, single overhead cam engine, five-speed manual transmission, electric start, hydraulic disk brakes and five-way preload adjustable suspension.

Yamaha’s complete utility ATV line for America in 2011 announced recently includes the Grizzly 700 EPS, Grizzly 700 (non-EPS), Grizzly 550 EPS, Grizzly 550 (non-EPS), new Grizzly 450 with EPS, new Grizzly 450 (non-EPS), Grizzly 350 IRS 4X4, Grizzly 350 4X4, Grizzly 350 2WD, Grizzly 125 2WD and Big Bear 400 4X4.

Yamaha’s 2011 sport ATV models include the Raptor 700R, Raptor 350, Raptor 250, Raptor 250R, the Raptor 125 and Raptor 90. The 2011 Rhino 700 FI, including a Sport Edition, was announced in February.

We won’t see all of these models in Australia but there’s a real big chance we will see the Raptor 125 and the Grizzly 450 EPS. n

INFORMATION FROM OUR ADVERTISERS

1

3 2

4

1

Anti fog

THERE’S not many things worse or more dangerous than your visor fogging up in the rain. That’s where FogCity comes in.

It attaches to the inside of your screen and keeps the fog at bay.

We gave you the incorrect website last month so check out below for the right one.

Price: From $26.95 Avail able from: Leading bike shops More info: www.ctaaustralia.com.au 2

Sheepish grin

AUSTRALIAN company Andy Strapz has developed, in conjunction with manufacturer Stockpile, a wool sock especially suited to motorcyclists. With 85 percent Merino wool keeping your feet and legs warm you’ll no doubt be able to ride massive distances in complete comfort. Seriously though, the socks are designed to cope with shocking conditions and even keep your feet warm

when wet. How good is that?

All sizes available.

Price: $15 a pair plus postage.

Avail able from: Direct from Andy Strapz More info: www.andystrapz.com, 03 9770 2207.

3

Brace yourself

ANY experienced off-road rider will tell you that knee-braces are a must of you don’t want to walk like a cripple in your later years.

Planet Moto has the newly-developed Delkevic knee braces are designed to protect your knees from impact but also against hyper-extension, keeping your knees going in the direction they should be.

Price: $299 a pair Avail able from: Planet Moto More info: www.planetmoto.com.au, 1300 457 878.

4

Patriotic

Forget Australia Day, get yourself a set of the new Progrip ‘Aussie Flag’ and ‘Coat of Arms’ goggles and be Patriotic every weekend when you head to the track or trails. These all new goggles from Progrip feature triple ply felted foam, Progrip’s patented ‘no fog’ lens technology, triple layer silicon beaded strap, precut foam and moulded channels for earstems to fit most prescription glasses. As used in Australia by Craig Anderson, Matt Ryan and Kim Ashkenazi.

Price: $99.95 Avail able from: Good motorcycle stores everywhere.

More info: www.jtr.com.au

5

6

7

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Jasmin

NEW for Winter 2010, the Ixon Jasmin jacket is a mix of sophisticated design with essential features for riding on the road.

A longer length ladies jacket with removable winter lining, the Jasmin is 100 percent waterproof, features certified CE protectors in the elbows and shoulders and utilises a princess cut for a more feminine fit.

Price: $239.95 Avail able from: Good motorcycle stores everywhere More info: www.ficeda.com.au 6

Stand up

RACE stands are essential at the racetrack but they are also a useful item for the home garage.

Australian company Anderson Bike Stands has been in the game for donkeys years, with Chris Anderson developing

his own ideas gained from racing and the need to work on his own machines.

Front, rear, under-bike, the list of stands and products is extensive.

Price: Rear swingarm stand: powdercoated – $186, chrome – $195, pickup knobs – $26.

Avail able from: Direct from Anderson Bike Stands.

More info: www.andersonstands.com 7

Stop the rocks

IT’S not hard to get a hole in your radiator from a well placed rock spat out of a tyre in front of you. Stop this by fitting a Rad Guard to your bike. They look trick, don’t impede airflow but they do impede rocks.

Rad Guard even have guards for the new BMW S 1000 RR and Aprilia’s RSV4.

They come in Polished Alloy (Titanium look) or Satin Black and are easy to fit.

Price: S 1000 RR – $295, RSV4 – $259.

Avail able from: Direct from Rad Guard More info: 1800 001 189 (free call) or www.radguard.com.au 8

Filter the crap

K&N’S 63 Series AirCharger® Intake Kits are guaranteed to increase horsepower and come with a million mile limited warranty. K&N intake systems replace your vehicle’s factory air filter and air intake housing and are designed dramatically reduce intake restriction as they smooth and straighten air flow.

This allows your vehicle’s engine to inhale a larger amount of air than the OEM air filter assembly. More air means more usable power and acceleration throughout the engine’s RPM range. The filters on these kits are washable and reusable.

Price: $470 Avail able from: Leading bike shops More info: www.ctaaustralia.com.au

Hammerhead

HAMMERHEAD Designs exploded onto the MX scene a few years ago with a very cool line up of motocross accessories.

Specialising in billet aluminium parts, its range is constantly expanding and its product quality is second to none.

Spearheading the range is the Hammerhead Designs billet gear shifters with different offset shift tips, designed so the rider can select a safe and comfortable size gear lever to suit the riders boot size. With all the factory mx and sx teams around the country running the Hammerhead equipment, our mx test pilot, Todd Reed has kitted his 2010 Honda CRF250 out with a range of the Hammerhead products and after a few months of dragging them through the dirt he tells us the Hammerhead gear is easily as good, if not better than any other product on the market and can see why all the race teams are using Hammerhead designs.

Distributed in Australia by the friendly crew at Mainmoto imports the Hammerhead Designs products can be found in a large range of dealerships across the country.

Price: Too varied to list Avail able from: Contact Mainmoto for stockists More info: www.mainmoto.com.au

Sweet DR sounds

WE’VE had an MC Performance modified muffler on a Suzuki DR650 test mule for some time now. Believe it or not we don’t even know the owner of the DR650, he’s a friend of the guys at Sportcycles Dyno Centre in Newcastle. He likes it so much he wants to buy it so you can’t get a much better thumbs up than that.

But that’s on the road and sometimes tests like that can be misleading. To take the guesswork out of the equation, Sportscycles ran the bike on the dyno before and after the pipe was fitted, and some good gains were achieved without touching a thing on the carby. It works, it’s cheap horsepower and retains the ‘factory’ look.

Price: $350 Avail able from: Direct from MC Performance More info: www.mcperformance.com.au

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FRE

E

Turkish Delight

HERE I am in Istanbul, Turkey, about to embark on the Ferris Wheels ‘Turkish Treasures’ motorcycle tour.

Owned and operated by Mike and Denise Ferris, the first tour started with Mike and a group of Australians 15 years ago across the Himalayas and has grown from there to include Morocco, Nepal, Bhutan, Shangri-la, Inca, Rajasthan, the Andes and Dalmatia. All the tours are approximately three weeks in duration and the bike hire, fuel, mechanic, support bus with driver and tour guide (all local), accommodation and meals are covered in the cost.

This was my first bike trip

Aprilia Pegaso 650 would in a country unfamiliar to be my best option, the other me, on a bike that doesn’t being a Suzuki V-Strom 650 belong to me. All my riding (low seat height but bulky has been inside of Australia, up front), and the mechanic unless you class the one would drop the forks for me from WA to my homeland as well.

‘Tasmania’ as overseas, just We arrive in kidding! So Istanbul in the the first thing ‘…for the next week morning after to suss out and a half we will about 18 hours was if the of hideous bikes on this follow the coast flying, which, particular through The Aegean let’s face it, tour would and Mediterranean no-one likes. be suitable We’re picked for me Regions.’ up by ‘Team as I am Ferris’, in somewhat this case Denise and her vertically challenged trusty bus driver Ali and standing at a height of tour guide Baris, as Mike 5’1”. After ping-ponging a is off doing the Moroccan few emails with Mike and Magic tour. We spend the Denise we decide that the

morning meeting the rest of the group, 12 all up, while taking in some of the sights including The Blue Mosque. We have some lunch together and then have the afternoon to do as we please. At the end of the day the bikes have been delivered and we meet the owners and suppliers of the bikes and their team, sign the paperwork and get familiarised with our bikes.

The mechanics, of which one, Shakru, will spend the duration of the tour with us, are very thorough and make any adjustments possible to ensure your comfort.

We have a bit of a briefing on what the general go is

Continued over>

CYCLE TORQUE FEATURE – TOURING TURKEY

whilst on the tour and what to do if you get lost or have any dramas, but the main question on our lips is “if the 70kph speed limit imposed on motorcycles in Turkey is heavily enforced, what the?” The answer leaves us not so mortified and though we did get pulled up, we all came out unscathed.

We were prepared with cash, however, as if you pay them cash on the spot they are somewhat negotiable on the exact price! Who knows how Keenan Sofuoglu learned to ride so fast!

The next morning we’re suited up and ready to go by nine, most mornings of the tour are an eight-thirty or nine start with a couple of earlier ones thrown amongst it. It is cold, but a gorgeous clear, sunny day and we head west out of Istanbul trying to get used to staying on the right side of the road and practising the ‘corner-marking’ method used so, hopefully, no-one is lost or left behind. We’re heading through The Marmara Region and for the next week and a half we will follow the coast through The Aegean and Mediterranean Regions, with the occasional inland detour.

Today is about 300 km and at the end of the day we will be in Gelibolu (Gallipoli). Turkey is rich in history and as we make our way along the coast we go through The Historic National Park of Gallipoli Peninsula visiting monuments,

Continued over>

Turkish Delight

memorials, and cemeteries, which was established to honour the 500,000 who lost their lives there. We also visit Troy and its archaeological excavations, the ruins of Ephesus and its ancient theatre, Agora and baths and Celsus Library, Pamukkale (inland) and its thermal springs and picturesque seaside towns like Kusadasi and Kas. The coastline is awesome. The roads are well maintained and there are often roadworks in progress to be aware of. Lots of winding and twisting to be had, the odd semi rolled on its side, obviously enjoying himself a tad too much! And you can be guaranteed to come face to face with the odd vehicle coming the other way that decides he wants the whole road to himself!

The scenery is breathtaking. Staying focused on the road? Difficult!

We say goodbye to the Med and start heading across Cappadocia and Central Anatolia where the scenery is like you rode into another planet.

Volcanic ash solidified into a material

called tuff which is easily eroded compared to the hard volcanic rock layered on top and has created a vast and unique landscape of ‘fairy chimneys’ and distinctive formations.

A hot air balloon ride will give you a bird’s eye view of the surface but there are cities to be found underground.

Known as ‘troglodyte’ dwellings, where, in not so peaceful times, the residents would retreat to, complete with their animals and supplies leaving a deserted town above and a few holes in the surface which were unlikely to be discovered or investigated. When we next head off it’s across the Anatolian Plains towards the Black Sea coast.

This region is Turkey’s wettest and the climate moderate even in summer, in our lingo it was ‘bloody freezing’ and yet a few lunatics managed to go for a swim! We did, however, score dry weather; the only bad weather on the whole trip was a storm as we neared Cappadocia. The coastline

offers even more fantastic riding through lush forests and thriving farming areas. Stopping in Safranbolu, which means ‘Big Saffron’ it’s pretty self explanatory what’s been growing here for centuries, but it is also famous for its Turkish Delight. We make our way back to Istanbul where we hand back the bikes and celebrate a safe and incident free trip and perhaps do some more shopping at the Grand Bazaar.

In general the accommodation was all good, apart from being jipped by one hotel and having to find last minute accommodation, leaving a few of us with the odd cold shower, which Chief Wigham was most unimpressed about, but you’d expect that from a coppa! The food was delicious with lots of fresh breads, meats and salads.

Everything was well organised and as we were provided with maps and a list of our hotels with their numbers we could go at our own pace and stop if we wanted to have a look at

Continued over>

CYCLE TORQUE FEATURE – TOURING TURKEY (cont)

58 - JULY 2010

www.cycletorque.com.au

something.

The only – times LAUNCH REPORT 2010 VICTORY TOURING RANGE we were required to stay together was to get through major cities so there wasn’t too much time wasted searching for lost souls!

Controls for the stereo; cruise Torque aplenty with this engine.

Loved the dash, especially the Great seat!

I’m certainly planning on controls set-up is similar. gear indicator. doing another of Ferris Wheels tours as I know I could not have seen as much as I did in that space of time on my own or been looked after yet still have freedom to wander on my own. The only way to travel? Bike.

For more information about Ferris Wheels motorcycle safaris ring 02 9970 6370 or email safari@ferriswheels. com.au WE WERE lucky enough to have Victory head man Mark Blackwell come out from America to give us the good oil on the new bikes. At the – Sarah Wright technical briefing he also unveiled a bike which had everyone assembled oohing and ahhing. Called the Core, the bike is a low and lithe

CORE TECHNOLOGY

machine which has the chassis and fuel tank made from one piece. Narrow wheels, big brakes and the big Freedom V-twin in the middle.

It’s a design project which is about minimisation and the use of ‘Core Technology’, using as many parts as possible to do more than one job.

It’s the first time the bike has been seen in the flesh outside of America but we hope, as did everyone in the room that night, it becomes a production reality. We want one.

More than enough room.

Continued from page 56

Style and extras

S P E C I F I C AT I O N S: 2010 VICTORY CROSS TOURERS Engine Type: Air/oil-cooled V-twin Capacity: 1731cc Transmission: Six speed/belt drive Fuel Capacity: 15 Litres Frame Type: Steel cradle Seat Height: 667mm Dry Weight: 338kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston calipers front, twin-piston rear.

Tyres: 130/70-R18, 180/60-R16 Price (RRP): From $27,995 www.victorymotorcycles.com.au

It’s amazing how a styling cue can change the overall CALL FOR A QUOTE look and feel of a bike. On 1800 24 34 64 the Cross Country a frame WE’LL BEAT ANY PRICE GUARANTEED* mounted half fairing – tted with a very low screen – houses a comprehensive instrumentation package which has some nice touches like the gear indicator. Victory has been smart here too, no need for different speedos for different markets, the speedo can be altered for miles or kilometres, with a sign at the bottom of the dial illuminating to let you know what’s happening. It might only be a little thing but it shows plenty of thought has gone into the design of these bikes. A stereo comes standard on the Country and the Vision, with the speakers set up high on the wings of the fairing.

Up to 80km/h you can tootle along listening to music or talkback radio shows but over this the tunes start to get garbled a bit. It’s loud enough of course, but any motorcycle stereo system we’ve ever used tends to be a bit like this, affected by wind blast.

One thing we loved was the style of the dual exhausts. The engine pipes go into one collector and then a crossover piece attaches the two tailpipes. They look like something straight off a mid ’50s Buick and sound good standard, and even better with the Stage 1 factory accessory pipes. Victory has a pretty big accessories book to customise your already custom motorcycle. Everything from different screen heights and shades, to exhausts, bling bits, cruise control and seats and backrests. It’s important to realise you can change things so the riding experience is better suited to your

2010 VERSYS 650 NEW LEARNER LEGAL. COMING SOON. ORDERS TAKEN NOW PHONE: 02

4322 7100

THE 5 WAYS ROUND-ABOUT. WYOMING. OPPOSITE MCDONALDS

www.imagemotorcycles.com.au will@imagemotorcycles.com.au

Cycle Torque Test â&#x20AC;&#x201C; Kawasaki Z1000 TEST BY

Chris Pickett

PHOTOS BY

RIDING GEAR: OGK helmet, Kawasaki jacket, Spyke gloves, Draggin Jeans, Razor boots.

Nigel Paterson

The

Zen of

Ride like a crazy person or cruise like Captain Sensible, the Zed Thou can cater for you.

Zed

THE latest generation of the famed Kawasaki Z1000 is the best in a long line of naked muscle bikes bearing the same model designation, starting way back in the early ’70s. The 2010 machine has been the recipient of a major rework, boasting sharper looks, more bite from the brakes, and more grunt.

The result is a bike which loves being ridden by someone in a lunatic frame of mind, but it can also be toured and cruised if you so wish.

Engine

Earlier models in recent years have used an engine heavily based on the ZX9-R. This latest version has a completely redesigned mill with increased capacity (now 1043cc) thanks to a longer stroke. Four Keihin 38mm throttle bodies get the fuel/air mixture in, and Kawasaki has developed a trick air duct system which gives a real intake howl. A six-speed gearbox handles cog swapping, and this is assisted by a wet clutch and chain rear drive.

Getting the note out is an exhaust system with four outlets, therefore keeping the Z1000 soul alive. It’s actually a 4-2-2, so it’s not four individual pipes. Nevertheless it looks very neat, sounds pretty good and has that allimportant quad-pipe look.

Chassis and running gear

Tying the whole thing together is a ZX-10Rinspired alloy twin spar chassis. Keeping the front wheel pointed in the right direction is a

set of 41 Showa USD forks. Part of the styling package makes the front end look like it’s a rigid set-up. Of course this is just the covers playing make-believe but it’s interesting to see a manufacturer go to the past for some styling cues when the rest of the bike is futuristic.

Adjustability is a strong point of the forks, with preload, compression and rebound damping available to the tinkerers. At the rear the single shock is also adjustable on most fronts.

Kawasaki has actually done away with the reservoir on the new shock, saying the linkage is much better at helping the shock do its job.

You won’t have to worry about running out of brakes on this baby. With twin 300mm discs being squeezed by radially-mounted four-piston Tokico calipers up front, and a single-piston job at the rear. Overall it’s a strong package, and will only show up flaws if you are seriously racing one. The Australian imported model comes standard with ABS, so like it or lump it that’s what you get.

It’s a neat looking unit, with some of the previous model’s bodywork looking as though it’s been slightly reworked and put on this model, with some new touches thrown in as well. For the rider it’s very comfortable, as you would expect an upright naked bike to be, although you seem to be perched over the instruments rather than looking forward at them. For most riders the ‘bars/seat/’peg will be about right.

A hark back to the four pipes of the original Z1.

Chain adjustment made easy.

Continued over> Engine is based on the ZX-9R.

Cycle Torque Test – Kawasaki Z1000 The ride

It fires up easily enough although when it’s cold you might need to crack open the throttle slightly. One thing I also noticed in the fuelling department was its propensity to flame out after accelerating hard and then stopping to do a U turn. Now this tended to happen during our photo shoot and most riders would never encounter this. Possibly your local Kawasaki dealer can increase the idle slightly to overcome this if needed. You might have gathered from the pics we had a hoot during our time on the big Zed. Well, we did. Sure, you can ride this bike like a lunatic if you like, and it will love you for it, but we also took the Z1000 away for a weekend into the boondocks, well, a little place called Moonan Flat to be specific.

Out on the open road it’s a fun bike to ride, the little plastic airfoil – you wouldn’t call it a screen – works well enough to get some of the wind blast over your head, and the comfy riding position makes long distances reasonably easy. The seat isn’t the softest but it’s OK. When the road turned bumpy as all get out the

Z1000 became less of a comfortable proposition. It all revolved around the suspension. Twice I stopped and softened the suspension – compression and rebound damping – but this wasn’t enough to make the bike soak up the bumps. In short,

The

Zen of

Zed

the suspension is too stiff for my liking, on crap roads. We didn’t have the correct tools to alter the spring pre-load and this would have improved things dramatically but it is still too stiff. On smooth roads none of this matters, it handles well, tips in easy, lofts the front end with dramatic ease – gearing is relatively low – and has a blistering kick when it reaches the upper reaches of its rev range. Kawasaki states it has 102kW of power at 9,600rpm, with maximum torque 110Nm delivered at 7,800rpm.

Fuel capacity is only 15 S p e c i f i c at i o n s: litres so we were filling 2010 Kawasaki z1000 it up more than the other bikes on our little ride, but Engine Type: Liquid-cooled inline-four consumption was around Capacity: 1043cc 6-6.5L/100 kilometres overall, more when we were Transmission: Six speed/chain drive Fuel Capacity: 15 Litres Frame Type: Alloy twin spar Seat Height: 815mm Wet Weight: 221kg Front Suspension: 41mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston calipers front, single-piston rear. ABS Tyres: 120/70-ZR17, 190/50-ZR17 Price (RRP): $16,499 www.kawasaki.com.au Call for a quote

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riding aggressively.

Colours available in OZ are white, orange, black/silver.

Kawasaki offers a 24 month, unlimited kilometre warranty, and the bike retails for $16,499.

Verdict

The Z1000 was a blast of a bike to ride, it looks as cool as, and is very versatile. For me to fall in love with this bike I’d have to have the suspension sorted, which would quite possibly involve only minor tweaking. That said, a couple of others in the office never complained about the suspension even though they rode it over the same roads.

It’s almost like a wild horse. You can control or harness it to a point but it’s still very much wild at heart. n

There’s not huge amounts of info here but it looks cool.

Big brakes and ABS.

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Launch Report – 2010 Victory touring range REPORT BY

Chris Pickett

PHOTOS BY

Lou Martin

RIDING GEAR: AGV helmet, Spyke jacket, gloves by Five Gloves

Grace, Pace, Space

NOT SO long ago Victory Motorcycles added the Vision touring model to its lineup of stripped down street hustlers. Joining the Vision in 2010 is the Cross Country and Cross Roads, giving the manufacturer of the ‘New American Motorcycle’ three distinct touring platforms. Not only does each model perform with grace, they also have plenty of space and are not short on pace.

Engineering

The 106 cubic inch (1731cc) Freedom V-twin air/oil-cooled engine is the heart and soul of each of the touring models. Victory does produce a 100 cubic inch engine which is very similar to the bigger capacity unit but thankfully Victory has decided to endow its tourers with the ‘big banger’. The bigger donk is not about extra power at the top end, it’s about torque, getting the power to the ground. On hand is 92 hp and 109 Flb of torque, plenty of go forward grunt

for the real world. Even though the engine layout is what you might call, ‘old school’ it is modern in design, with four valves per cylinder, fuel injection, hydraulic lifters, six-speed overdrive gearbox and a carbon fibre reinforced drive belt. This sort of technology is nothing new really but the good thing here is it’s not a maintenance unfriendly mechanical package. Regular servicing will probably keep it going forever and won’t be wallet busting.

Touring cruisers

Each of the bikes essentially share the same engine and chassis, while there are some differences in suspension, brakes, detail, instrumentation and of course styling.

The Cross Roads is what you might call the ‘budget’ touring model. From the headstock back it’s the same as the Cross Country. Both bikes share the same 43mm inverted non-adjustable forks and air-adjustable single rear shock. Victory’s designers have kitted this bike out to cope with some pretty

average road conditions, with 130mm of travel from the forks and 120mm from the rear shock. Victory says its tourers have the longest travel suspension in their class, and after riding the bikes we have no reason to doubt them.

Giving the Cross tourers some real bite in the brakes department are twin four-piston calipers grabbing 300mm discs up front, and a massive 300mm disc being stopped in its tracks by a twin-piston job at the rear. Mind

you, these bikes aren’t exactly on the light side so a good set of stoppers is a must. Interestingly, the Vision has a twin three-piston caliper/300mm disc set up. You might ask why the heaviest bike in the group has smaller calipers, and it would be a fair enough question on face value. It’s all to do with the brake system on the Vision being linked (ABS is optional on the Vision too) while the two Cross tourers use a conventional front/rear

Continued over>

Launch Report – 2010 Victory touring range set up.

While the Cross Country and Cross Roads make do with 43mm forks, the Vision uses 46mm forks, with the same length of travel. We can only guess it has something to do with the weight of the Vision: at 387kg (ABS equipped is 395kg) it is some 40 kilos heavier than the Cross country, and 49 kilos than the stripped down Cross Roads.

All three machines share the same 130/70R18 – 180/60R16 Dunlop Elite 3 tyre package. Both the Cross tourers have the same wheel design but the Vision has its own special polished rims.

Style and extras

It’s amazing how a styling cue can change the overall look and feel of a bike. On the Cross Country a frame mounted half fairing – fitted with a very low screen – houses a comprehensive instrumentation package which has some nice touches like the gear indicator. Victory has been smart here too, no need for different

speedos for different markets, the speedo can be altered for miles or kilometres, with a sign at the bottom of the dial illuminating to let you know what’s happening. It might only be a little thing but it shows plenty of thought has gone into the design of these bikes. A stereo comes standard on the Country and the Vision, with the speakers set up high on the wings Enough suspension travel Style is everything. of the fairing. Up to 80km/h you can to soak up the bumps, tootle along listening to music or and enough brakes to talkback radio shows but over this the pull you up quick. tunes start to get garbled a bit. It’s loud enough of course, but any motorcycle shades, to exhausts, bling bits, cruise stereo system we’ve ever used tends to control and seats and backrests. It’s be a bit like this, affected by wind blast. important to realise you can change One thing we loved was the style of things so the riding experience is the dual exhausts. The engine pipes go better suited to your height, build and into one collector and then a crossover panache, or lack of it. One thing you piece attaches the two tailpipes. They don’t have to up-spec is the panniers; look like something straight off a mid not only are they designed to be ’50s Buick and sound good standard, and even better with the Stage 1 factory totally integrated into the the whole ‘look’ of the tourers, they come accessory pipes. Victory has a pretty standard. The Vision, in particular, is big accessories book to customise your one of the prettiest tourers ever made already custom motorcycle. Everything in our opinion. from different screen heights and

Touring cruisers On the highways and byways

With a low centre of gravity the tourers are easy to ride at town speeds.

Sure they aren’t light but once rolling are very easy to control. At town speed limits you are better off holding one or two gears rather than change up and down too much. Many big twins have clunky gear changes at lower speeds, it’s just the nature of the beast so to speak, but out on the open road the gears slide home easier and quieter.

The engine is so torquey you can just about take off in fourth gear, so rolling around a street corner in third is child’s play for the big Freedom V-twin.

In town was where another of the design points hit a huge six for the Victory team: ground clearance is amazing for such a big bike, we onaly scraped once through a roundabout and that was when trying to actually find the limits of the floorboards. Out on the open road this was handy too. With the plush long travel suspension and high mounted footboards you can hustle these tourers along at a very quick pace, and one section of twisty 30km/h signposted corners saw our journo group cracking along without scraping the guts out of the boards, in fact neither

ours nor the bike in front touched down once – impressive. If you want to have a bit of a play the brakes are up to the task too.

Even though sixth gear is an overdrive it never feels like it’s too high. The secret here we think is the nicely spread gear ratios which see only around a 500rpm drop from fifth to sixth, and the torque spread is wide enough to be just where

you want it when in top gear.

For us the riding position on the Cross Country and the Cross Roads was spot on. A nice bend to the ’bars, a very plush seat and long footboards had us just right, we almost felt like Goldilocks. We found the ’bars on the Vision came back further so we felt a little ‘cramped’ for space. It also goes to show how little touches can alter the ‘feel’

of a bike. On the Vision we found the screen height to be about right but on the Cross Country it gave too much buffeting for our liking, while the detachable screen on the Cross Roads amplified too much engine and transmission noise, although we could ride with our visor up with this screen fitted. We even liked the Cross Roads with

Continued over>

Touring cruisers

no screen. This is where the accessory stuff comes into play. You can change it up to suit your own body. Thankfully we aren’t all the same height, have the same head size and the same length legs.

Just speaking to the other journos at the launch showed how opinions varied on everything from look to the feel of a motorcycle, and which particular model they preferred.

Verdict

Our favourite of the three was the Cross Country. We’d put a different height screen on it but other than that it was nicely set up for doing big miles in relative comfort or just heading off

into the Sunshine Coast Hinterland for the day like we did. Prices for the Cross tourers start at $27,995 and go up to $36,595 for the Vision Tour, and $39,995 for the Arlen Ness Vision. So, you will pay premium dollars but these are premium products. Victory has been a big name in America for a long time and is solidly marketing its products in Australia. If you check out the Victory headquarters/dealership in Melbourne you’ll see the company has invested big time and is here to stay in Australia.

The brand is becoming more and more popular here too, and if you ride one you will see why. n

S p e c i f i c at i o n s: 2010 victory cross tourers Engine Type: Air/oil-cooled V-twin Capacity: 1731cc Transmission: Six speed/belt drive Fuel Capacity: 15 Litres Frame Type: Steel cradle Seat Height: 667mm Dry Weight: 338kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston calipers front, twin-piston rear.

Tyres: 130/70-R18, 180/60-R16 Price (RRP): From $27,995 www.victorymotorcycles.com.au Call for a quote

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WE’LL BEAT ANY PRICE GUARANTEED*

Launch Report – 2010 Victory touring range

Controls for the stereo; cruise controls set-up is similar.

Loved the dash, especially the gear indicator.

Torque aplenty with this engine.

Great seat!

More than enough room.

Core Technology

WE WERE lucky enough to have Victory head man Mark Blackwell come out from America to give us the good oil on the new bikes. At the technical briefing he also unveiled a bike which had everyone assembled oohing and ahhing. Called the Core, the bike is a low and lithe machine which has the chassis and fuel tank made from one piece. Narrow wheels, big brakes and the big Freedom V-twin in the middle.

It’s a design project which is about minimisation and the use of ‘Core Technology’, using as many parts as possible to do more than one job.

It’s the first time the bike has been seen in the flesh outside of America but we hope, as did everyone in the room that night, it becomes a production reality. We want one.

Big Bore Vee Four TEST & PHOTOS BY

Chris Pickett

The mighty VFR has finally got a well deserved update in style, technology and capacity.

IN THE past, Honda’s VFR series has often been described as the best sports-touring bike ever made.

Is the new 1200cc VFR the best sports-tourer of the current crop? Not sure about that but it’s still a cracking motorcycle in more ways than one.

In the stall

Prior to actually seeing the bike in the flesh I had formed the opinion it was a pretty, and big, motorcycle.

In reality it’s still pretty but nowhere near as big as I expected from the photos I had seen. It doesn’t look much, if any, bigger than the current VFR800, which incidentally will still be sold by Honda, at least for the time being.

The two things that really stand out for me is the fact Honda has gifted the bike with shaft drive, something many fans had been crying out for, for years. And of course the other is the major hike in capacity, from 800cc to a nearly 1250cc. But is this a revamped VFR or a completely new one? If Honda had ditched the 800 and just sold the new 1200 the question would answer itself to a degree but seeing as the two bikes will compete for showroom space – at $24,990 though, the VFR1200F is substantially more expensive than the VFR800 – it gets a little more complicated. Surely some of the technology

would have carried over from the ‘old’ 800, so although it might not have started from a completely blank canvas it probably only had a few squirly lines on it.

One of the prettiest motorcycles ever made in modern times would have to be the latest generation VFR800, and although the 1200 is also pleasing on the eye it just doesn’t seem to have the grace of its little brother.

You can certainly see some CBR1000 in the fairing side panels and the muffler has a huge impact on the looks.

I like the muffler design but some of my friends and colleagues weren’t so taken in by it. It’s a personal thing I suppose. Others commented it looked a bit ‘empty’ at the rear, when looking from the side. When the bike has the optional panniers fitted (panniers – $1670, top box – $1497) it all makes sense. This confirms, to me at least, the bike was always thought of as a sports tourer by the factory. Plenty of bikes can be used for sports or touring but the list of those which are very good at both is a much shorter one.

Mechanicals

Using technology gained from racing, Honda has produced a narrower fuel injected V4 engine than the much smaller capacity 800cc unit. The front two cylinders have a wider space between them than the

Cycle Torque Test – Honda VFR1200F RIDING GEAR: KBC helmet, Spyke jacket and gloves.

rear cylinders, so looking from the rear of the engine you will see the two rear pots and the outside of the front two. It’s 1237cc, and the 76 degree Vee configuration apparently gives a sweet enough balance factor that a counter-balancer isn’t needed. There’s enough vibe to let you know a Vee engine is pulsating underneath you but not enough to be a pain, so it must work. Honda has used the Unicam technology usually seen on its dirtbike range on the VFR. Only one camshaft sits

in each head, directly operating the inlet valves, and also the rocker arms which in turn push the exhaust valves down. Honda says this saves weight, and who would argue that, plus a decent redline of just over 10,000rpm confirms the engine can be revved if you want to.

Another nifty piece of kit is the sealed crankcase which contains the engine oil. It’s no accident many pure racing engines have dry sump set ups, they decrease oil surge and engine horsepower losses, and the

VFR1200 setup is about as close as you can get without actually fitting a separate oil tank. A scavenging pump sucks out engine oil and gasses which in turn reduces reciprocating friction for the engine components. Confused? If you are just be happy it works.

Also high tech is the fly-by-wire throttle which uses the ECU to monitor everything necessary for a good day’s riding. Every fly-by-wire controlled bike I’ve ridden has been

Continued over>

Cycle Torque Test – Honda VFR1200F

S p e c i f i c at i o n s: 2010 Honda vfr1200f Engine Type: Liquid-cooled V-four Capacity: 1237cc Transmission: Six speed/shaft drive Fuel Capacity: 18.5 Litres Frame Type: Alloy twin spar Seat Height: 815mm Wet Weight: 267kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 6-piston calipers front, single twin-piston rear.

Tyres: 120/70-ZR17, 190/55-ZR17 Price (RRP): $24,990 www.hondampe.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

spot on, and so is this.

Another avant-garde piece of kit is the Dual Clutch Transmission (DTC) which is an option on the VFR. You can buy a ‘normal’ model with a six-speed gearbox and slipper clutch, or you can opt for the DTC which has an array of functions available to the rider. It has three modes – D for full automatic, S for sporty automatic, and a select mode which allows you to engage gears via a paddle-shift arrangement. It’s all about smoother changes, the DTC has one clutch realising while the next gear already has the clutch engaged. There’s obviously more to it than that but as one wasn’t available when I tested the VFR I can’t really tell you what it’s like to use.

On the road

The rider ’s relationship to seat, ’pegs and ’bars is much like the old VFR – about spot on for this rider. There’s a lovely rumble from the exhaust and the size of the bike has you confident it can

be ‘thrown’ around easily. There’s loads of grunt on tap (127kW – 173hp) so it’s no slouch there, but it does have 267kg to lug around. This engine actually puts out close to 50hp more than Honda’s own ST1300 and substantially more torque. This goes a long way to explain why this bike lifts its skirt and blurs the horizon quick smart when you tap open that fly-by-wire throttle. Gone is the previous model’s variable valve timing.

Sort of replacing it is the exhaust flap which is used to boost low down power, and when it flips open around 5,000rpm the engine comes alive, to the point it feels like there is a major surge in power at that point.

Handling wise I found it stable and flickable. On good roads there’s not much to complain about, but on bumpy surfaces I found the suspension to be a little ‘choppy’. I must admit I did expect a bike at this price level to offer more than pre-load only adjustable forks, and pre-load and rebound damping on the rear. That said, most

Big Bore Vee Four Pipework is a plumber’s nightmare.

A number of new-age styling touches adorn the new VFR.

Not for the home mechanic.

riders would be more than happy with the suspension.

ABS comes standard, as does linked brakes. Now, before you linked-brakes haters go crazy, the VFR’s set-up is one of the best I’ve ever experienced, to the point you hardly notice they are working. The front brake lever operates all of the six pistons in the right side caliper, and four of the left caliper. The remaining two pistons come in to use when the rear brake is jumped on. The calipers even have different sized pistons going about their business – cute. If you complain about the brakes on this bike you are kidding yourself.

How good is it?

I really enjoyed my time with the new VFR. I’ve owned two VFR750s over the years and loved them, especially their beautiful engine which is surely one of the best ever designed. Does the new Viffer live up to the old one? In many ways it’s much better but I’m not convinced the price will attract enough buyers for it to gain a cult following the older models enjoy. n

Seat is more rider friendly than pillion friendly.

Honda has worked hard to make design features visually pleasing.

Cycle Torque Test – Yamaha WR250R TEST BY

Shaun Moloney

PHOTOS BY

Nigel Paterson

RIDING GEAR: Nitro helmet, Fox nylons.

Ride to work, ride for play – Yamaha’s WR250R is a peach at both.

IT MIGHT be dubbed the super trail from its makers, but the Yamaha WR250R is a true road trail machine with the right blend of both road and off-road manners.

First released back in 2008, the WR250R fits right between the ageing yet venerable TT-R 250 and the enduro weapon WR250-F, and nothing has changed in this regard today.

It is intended to be a user friendly bike that is a capable commuter, but when the time arises it can cut a good trail pace when it’s time for the dust to fly. Sporting the perimeter frame it stands apart from its sibling models in the looks department, but it shares the same bottom end as the WR250F, however the ‘R’ model continues with the fuel injected motor and a four valve head.

A poke around

At first glance it becomes obvious the WR250R is set up

for regular road use, as it features road-trail tyres, pillion pegs, and a large and very quiet exhaust. Prying a bit deeper reveals a steel tank with lockable fuel cap shrouded by modern plastics, key start on the digital dash and a nicely placed tool kit strapped to the rear sub frame. Furthering its road going nature is the six-speed transmission and taller gearing over the competition models, which makes light work of your 80 and 100 km/h areas regularly found on the daily grind to that ugly four letter word, WORK. Bar and seat position provide comfortable riding although the bars do feel a tad narrow, while all switches for road going requirements are easily reached and operated, and a very bright and powerful headlight ensures you will never be left in the dark. In regards to the fuel tank, it carries a mere 7.6 litres of fuel and although this may seem a bit lean, the WR250R is capable of well over 100km on road or not, with my trail ride

The

Liâ&#x20AC;&#x2122;l Doer of just over 90km using about three-quarters of a tank.

On the trail

Suspension on the WR250R comes in the form of adjustable USD forks which offer 270mm of travel, while at the back end the adjustable rear shock also offers 270mm of travel.

Braking for this multi-purpose machine comes in the form of wave rotors front and rear with a 250mm disc up front providing plenty of feel to the front end, while a 230mm disc on the rear handles the duties without fuss, and at times was even found to be a little too strong. Road/trail tyres are standard fitment and provide good road service, however if you intend regular off road jaunts, a set of knobby tyres is certainly a must.

Heading off-road, the WR250R feels very much at home although the tyres are its biggest downfall when the going gets tough or slippery. To its credit though, the bike made it through every bog hole and slippery hill encountered but you always had to be mindful of pushing beyond the limits of the tyres. With that in mind the WR250R was pushed WR250R engine is more road friendly than its WR-F cousins.

Continued over>

Cycle Torque Test – Yamaha WR250R

though it spaces on a mixture of tight single trails, open fire trails and plenty of fast paced tracks in the forest west of Newcastle. Road gearing was noticeable where at times you found yourself at the limits of one gear and reaching for the next started to push tyres beyond their limits. For riders looking to spend more time in the scrub you may want to look at shorter gearing and the addition of a bash plate, however for the average punter the gearing is adequate.

Overall, the suspension and brakes are fairly well up to the task, however the rear suspension may need a little tweak for the heavier riders over the 80-90 kg mark, which I happen to fall into, and I felt things were a touch soft in that department. Bearing in mind my last personal ride was a WR250F the ‘R’ model was considered fairly compliant in some rough and rutted terrain.

Tipping the bike through corners was child’s play as the frame geometry allows the rider to lock their knees into the shrouds and simply tip in and power out whether you are sitting or S p e c i f i c at i o n s: 2010 yamaha wr250r Engine Type: Liquid-cooled single Capacity: 250cc Transmission: Six speed/ chain drive Fuel Capacity: 8 Litres Frame Type: Perimeter Seat Height: 930mm Wet Weight: 134kg Front Suspension: Telescopic Rear Suspension: Monocross Brakes: Single disc front and rear.

Tyres: 80/100-21, 120/80-18 Price (RRP): $9,999 www.yamaha-motor.com.au

The

Li’l Doer standing. The WR250R does carry a little more weight than its enduro brother, and this is evident to a degree due to the large exhaust pipe and pillion pegs. Once again depending on its intended use these items could be discarded or replaced with lighter options.

Verdict

Yamaha’s WR250R is a true multi-

You might want to ditch the plate extender if you are a serious off-roader.

purpose bike as it has great road manners and is equally at home on the trails. This bike is not as hard edged as the enduro model, but it’s no lazy boy either. It’s backed by Yamaha’s 24 month unlimited parts and labour warranty, and is available in blue, white or black. With a price of $9,999, it is sure to give plenty of riders a true trail bike option which is hard to beat. n

Bike can take a pillion.

CYCLE TORQUE people: Lauren Vickers

AUSTRALIANS working in the MotoGP paddock are few and far between, especially on the European-based teams, but this year there’s a new one – Lauren Vickers, PR and media liaison for the LCR Honda Team.

Lauren’s come to the role from a background in modelling, university and riding bikes: while her Supermodel good looks make her a star of the grid while she’s doing the umbrella girl role, her multi-lingual skills are also helping the team raise its profile, especially to sponsors and potential sponsors.

Like so many people working in MotoGP, she’s expected to be multi-skilled and adaptable to anything which might arise for the team.

“I’m the face of [the team’s] media department. I try to get as much exposure for them as possible because we are a private team, not a factory team, and we always need more sponsors and I’m out

there to put myself in the media to shed a little light on the private teams which don’t get as much publicity or as much attention.

“I also put out press releases, set up interviews and look after corporate sponsors in a client care role with paddock tours and pit tours, showing them around the bikes and generally just making sure our sponsors have a good time out at the track.”

She met the LCR Honda guys when some of the team members approached her for a photo and they hired her as a grid girl, but she exceeded all expectations.

“I got tons of media exposure for them so I managed to secure a contract with them.”

The combination of being able to talk bikes – she’s a selfconfessed rev-head and has owned a number of bikes, all sports machines – good looks, a university education and being multi-lingual is why she’s got a job travelling with

the team rather than the usual technique of hiring local girls at each track.

Lauren started modelling aged just 11, earning a few dollars here and there while at school.

She’d basically given up modelling while at university, but an accident at her parttime job put her off work for a while, and the opportunity to do some modelling came up, so she took it. This decision led to more modelling work, then a competition – Best Model Australia – which she won.

“I was sure I’d never win it because I’d never entered a competition like that before, I’d done catwalks and things but never a competition and so I was sent to the national finals in Adelaide and I won that. I was sent to Turkey where I won best in swimsuit and got to compete with 42 other girls and 48 guys for best model in the world, so I made a lot of contacts there and I get to see them when I travel around the world too.”

Fame and fortune beckoned, but Vickers didn’t want the baggage which goes with being a full-time model, so she was very pleased to have landed the role with LCR Honda, which allows her to do some modelling (like the shoot in Cycle Torque) while promoting her team, but also lets her use her languages and other skills.

The offer of a ride on the VFR1200 was all it took to convince Lauren she should come up to Cycle Torque’s Newcastle office for the shoot rather than us go down to see her in Sydney.

“It is so much fun to be back on a bike again. [The VFR is] smooth and beautiful, it’s absolutely gorgeous to ride.”

Lauren’s been called upon to ride a number of bikes during her modelling career, including one with a sidecar.

She’s owned a number of bikes, starting out on a CBR250RR; her last bike was a Yamaha R6, which was sold due to lack of use when she started spending so much time

MotoGP’s hot new Aussie

Photos: Nigel Paterson Make up: Sheridyn Fisher, www.sheridyn.com in Europe, but she rides when she can.

“The modelling kind-of has a sort-of shelf life, and I was never intending doing it full-time but it’s leading to so many more opportunities to further a career in PR and media and press and hopefully in motorsport, because that is and always has been my passion. So I’m really glad that I’m able to do two things that I really, really love for work and get paid to do it, which is really amazing.”

The MotoGP Championship this year has started well for the

LCR Honda Team.

“We were the only non-factory team in the top nine. Hopefully Randy [de Puniet] will be able to have a good year. The boss was really happy with his result at Qatar.”

On the title this year, she told Cycle Torque, “If it’s not Randy [de Puniet], I suspect it might be Rossi or Lorenzo this year.

Lorenzo, he creeps up, he did an amazing double pass on the second last lap of the Qatar race and that’s typical of him to really push it and he’s just getting better and better, so I think he might have a really good shot at it this year.”

On Moto2: “I was really heartbroken to watch it [the Qatar race] actually because I had always watched Alex de Angelis and enjoyed him when he was coming up through the classes and he’s become a good mate at the races and to see on the second corner that awful crash – it was horrible to see - but it was great to see Toni Elias hold in there, I know he was injured too. But it was a great race, kind of scary to see 40 bikes going at it at once. Everyone was holding their breath and biting their nails as they went into the first corner, but really exciting to see and great for the future of the smaller classes.

“I think it will be great to breed a new generation of younger riders and it’s bringing more attention to the smaller classes as well.”

Lauren will be at the Australian MotoGP round in October, look for her there.

– Nigel Paterson

t rea er: g oreallpap u m .a d loa and wue.com n Dotwures letorq pic ww.cyc

Lauren Vickers

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