Cycle Torque February 2010

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YAMAHA TÉNÉRÉ

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FEBRuary 2010 Contents 52

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TEST

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HARLEY FAT BOY LO

YAMAHA TéNéRé

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TEST

TEST

SUZUKI BANDIT 1250

HUSKY TE510

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FEATURE

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FEATURE

Deus God Of Speed

KTM READER TEST

features 50 Interview: Brad Smith. BRAAAP 46 QUAD TORQUE REGULARS 3-16 News 24 EDITORIAL 25 guntrip 26 bike stuff 28 USED & REVIEWED 35 race torque 29 Dirty Torque 38 BOOK SALES 36 major events 44 LETTERS

Cycle Torque: 02 4956 9820 Full details page 37 COVER IMAGES NIGEL PATERSON

NEWS torque

PHILLIP Island SWC Opener PHILLIP Island’s round of the Superbike World Championship, February 26-28, is the opener for the season, so get down to the Victorian circuit to see and hear the best the world has to offer in road-based motorcycle racing.

Australia will have three World Champions in the Superbike class – Andrew Pitt and Troy Corser BMW mounted and Chris Vermeulen on the new factory Kawasaki. They will be lining up against legends like Noriyuki Haga (Ducati), James Toseland and Max Biaggi.

Young guns like Jonathon Rea and Cal Crutchlow will be out to make a name for themselves and win races.

In the Supersport class Grand Prix and Superbike race winner Garry McCoy will be again riding a Triumph, this year with a better budget and more development, so he’s looking to be more competitive in 2010. Broc Parkes is back in WSS, too.

In addition to the World Championship Superbikes and Supersport class, there’s going to be heaps of other racing in support classes including Superbike, Supersport, Superstock and ForgottenEra.Someofthesupportclasses are also part of the Australian championships, so you’ll get to see the top Aussies as well as the World Championship regulars.

You won’t miss any of the action, either: six Superscreens around the track make sure you can see what’s happening no matter which spot you chose to watch from.

Getting there

Phillip Island is a couple of hours drive or ride south east of Melbourne. take the M1 South East Arterial or Princes Highway, then the M420 South Gippsland Highway and the A420 Bass Highway. Buses are also available

if you’d rather let someone else do the driving (call 1300 558 686 for more information).

There’s also ferry services and even a helicopter flight… see www.phillipislandcircuit.com.au for more information.

At the track Ticket prices vary depending on the day and various concessions and discounts, but here’s the hot tip: buy your general admission tickets early and get a discount.

There’s also a variety of VIP Packages available, offering premium spots around the track, seating, undercover facility, catering, parking and lots more.

The Superbike Club is on Gardner Straight and offers panoramic views across the track.

Club Superbike is on top of the pit roof in a climate-controlled corporate suite. Privileges include access to the SBK Paddock and you can join the media at the press conferences.

The Advantage Plus package offers even

more than Club Superbike, including accommodation at Waves Apartments.

For those short of time but looking for the ultimate SWC experience, there’s the SBK Express: a helicopter ride to and from Melbourne to the Island, corporate facilities at the track.

Accommodation Staying on the Island lets you soak up the festival atmosphere which is World Superbike.

There’s camping at the track whether you arrive on a bike or in something with more wheels, or contact Judith Wright Real Estate on 1300 552 724 for a holiday home rental.

There’s also the Phillip Island Information Centre on 1300 366 422.

More information There’s heaps more information and links at www.phillipislandcrcuit.com.au or you can call the Superbike Info Line on 1300 728 007. n

NEWS torque

Aussie wall of death IT’S not often you would see a Globe of Death in Australia let alone see a Harley-Davidson spearing around in one.

That was until Mildura HarleyDavidson dealer Gavin Walker got involved. “The great Clarry Jones came up to me after seeing that we’d back flipped a Harley late last year and said we were mad.

We got talking and he said he owns a Globe of Death and the rest, they say, is history,” said Walker.

The Globe of Death is a circus and carnival stunt where (normally) three performers ride specially prepared motorcycles inside a mesh sphere simultaneously.

Generally this type of stunt is the domain of much lighter bikes but Walker was obviously keen to use one of the big V-twins.

Walker and his crew set-up the Globe at his Harley-Davidson dealership in Mildura on December 27 with two riders – Clarry’s son, Victorian Phillip Jones and Queenslander Steve Butler – vying to be the first to tackle the Globe.

After Jones’s first attempt and subsequent crash, the standard Sportster XL883 was repaired and Butler pulled it off without a hitch going upside down on his third run, breaking a world record in the process.

“It was awesome; I can’t wait to do it again! I’ve ridden Globe before but never on a standard bike and never on a beast like a Harley. The rush was amazing,” said Butler. n

Speed camera revenue

THE National Motorists Association Australia Inc. has condemned Queensland Government plans to introduce a host of new speed detection devices including undercover speed camera vehicles without any signs, red light cameras combined with speed cameras, point to point speed cameras, and reduced margins of tolerance for exceeding the speed limit.

The Queensland Government says it’s all part of a road safety blitz despite statistics not stacking up. According to the NMAA, official statistics demonstrate that speed cameras don’t even reduce fatal crashes caused by speed.

52 fatal crashes were caused by speeding in the most recent comprehensive crash report “Road Traffic Crashes in Queensland: 2004”[1]. By comparison, in 1997, the year speed cameras were introduced 51 fatal crashes were caused by speeding and back in 1990 only 32 fatal crashes were caused by speeding.

“Clearly speed cameras don’t save lives because they don’t reduce fatal crashes caused by speeding. It’s time to take a sober and objective look at the statistics, which actually do not indicate the extra enforcement is having any road safety value”, Michael Bates of the NMAA said.

“Speed camera numbers have increased steadily since they were introduced in early to mid 1997. In recent years we have seen the introduction of fixed speed cameras. All this has been wonderful for governmental coffers but for road safety it is flogging a dead horse. Speed cameras have not produced an obvious decline in fatal crashes caused by speeding and they obviously don’t reduce other types of dangerous driving. Further, prior to the introduction of speed cameras, speed caused only 12 per cent of fatal crashes. In the most recent road crash report it caused 18 per cent.

“Clearly speed cameras don’t even target dangerous speeding. They are either fundamentally flawed in design for stopping it or any potential benefit is confounded by using them primarily on roads designed to accommodate speed.”

Bates went on to say the vast majority of enforcement targets speeding, and sticking to our current limits, mainly set in the 1940s, probably invites boredom and inattention.

Speed cameras cannot detect other types of breaches of traffic rules, and the use of speed cameras is out of kilter with the proven causes of crashes. n

H - D X R 1 2 0 0 X $ 1 8 , 2 5 0 R I D E A W A Y* WORTH THE SACRIFICE *MAXIMUM DEALER RIDE AWAY PRICE. OFFER ENDS ON 31 MARCH, 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.

NEWS torque

Bring on the storm

GERMAN company Asphaltfighters’ has produced what could be the most outrageous production motorcycle on the planet.

The 999cc Stormbringer has 220hp until it reaches a speed of 180km/h where an extra 60 horsepower miraculously comes to the fore, either by Nitrous Oxide Injection or some other wizardry. Top speed is around the magical 200mph mark, it hits 100km/h in 2.9 seconds, 200km/h in 6.5 seconds and 300km/h in 13.9 seconds.

The machine which starts life as a Kawasaki ZX-10R, has the full array of cutting edge technology such as 10 stage traction control, heads up display, rear-view camera and programmable speed limiter.

There’s so much electronic gadgetry on the bike you would probably need a degree in computer tech to own one, but it would be fun, if not a little scary, riding one.

A slim Santa Claus is riding the bike in the picture, but in the event he didn’t deliver it to your place check out www.asphaltfightersstormbringer.com to order yours. Hope your bank balance is healthy.

n

Aussie No milkshakes for Stoner racing Triumph

TRIUMPH Australia, in conjunction with Peter Stevens Motorcycles, will be fielding an entry in the 2010 Australian Supersport Championship under the AARK Racing banner.

Promising Victorian Christian Casella will be the team’s sole rider, riding the multiple award-winning Daytona 675. AARK Racing, managed by Andy Offer, will also receive support from Triumph Australia’s Technical Manager Cliff Stovall and Peter Stevens’ wellknown engineer, Andrew Hallam.

“We have been looking at how to best support some of our up and coming young riders and to put back into the industry,” said Triumph Australia’s marketing manager Mal Jarrett.

“Getting involved with the Supersport series, and in particular Andy and AARK Racing, seemed a logical way to do so. It’s with great excitement and anticipation that we look forward to the 2010 race season.”

The six-round 2010 Australian Supersport Championship will begin on February 26-28 at Phillip Island as a support class for the opening round of the world superbike title. n

6 - FEBRUARY 2010

CASEY Stoner’s quest for enlightenment on his mysterious medical condition has finally come to an end it seems.

Stoner has been diagnosed as being lactose intolerant, which essentially means dairy products are off limits to the Australian.

“I’m fine and I feel great,” said Stoner.

“I’ve been asked the same question pretty much every day since last October, which is obviously understandable, but I’m happy to reiterate that everything is okay.

The lactose-free diet I’m following is proving to be effective and this is the first [European] winter in three years that I’ve been able to train without any operations or injuries so that has been a great help. I feel we’re ready for next season, also because the test we did at Valencia following the final race of 2009 was really positive.

Besides his diet being spot on, it seems Ducati’s race Desmosedici is also on the money.

“The new ‘big bang’ firing order that the Ducati engineers have been working on is definitely a step forward: it has improved traction and handling and it has reduced the bike’s tendency to wheelie.

Now we have to work on finding the right

settings for the GP10 and understanding how the bike reacts to different set-up changes, which will be different to the old bike. The objective for 2010 is to win, as it is for everybody of course, but whether or not we manage it the most important thing is that we give it our best shot and I feel we can do that now.” n

NEWS torque

Fixed by Mick

MIKE Du-Hamel got into the leather game close to a decade ago and went out on his own at the beginning of 2009.

Being on his own is commonplace for Mike. His mobile leather business saw him cover more than 70,000 kilometres last year, starting the year at the Island Classic at Phillip Island and covering everything from vintage MX meetings to swap meets, and major road race meetings to club days and ride days. If there’s a road race meeting somewhere, there’s a good chance Mike will be there plying his trade and helping out racers where he can.

Besides repairing damaged leathers Mike also sells a number of other products racers need.

‘Because of my road race commitments I can be hard to get access to, but I find most of my customers willing to use whatever means necessary to get their damaged leathers to me,” said Mike.

As you’d expect after nine years there’s little I haven’t seen in the way of repairs, from the simplest tear or zip replacements to the ambulance driver’s ‘scissors undress.’

If at an event, look for the big white van with Mick’s Fix Leather Repairs on it. Alternatively you can ring him on 0411 966 097 or visit his website at www.micksfixleatherrepairs.com.n

Limited R1

YAMAHA has brought out a limited edition R1, the YZF-R1SP. The YZF-R1SP is based on a 2010 R1 but fitted with Rossi decal kit that includes #46 race numbers front and rear and Rossi’s signature on the fuel tank to make it the ultimate autograph collector’s piece.

The YZF-R1SP will be available in strictly limited numbers at RRP (inc GST) $21,299. Customers are urged to contact their dealers to place an order to avoid disappointment.

8 - FEBRUARY 2010

NEWS torque

Diesel cafe racer JORDAN Meadows is better known for his design work in the automotive field of four wheels, but his work also includes a number of extreme designs like the Hellfighter VTOL aircraft and Hydroplane Racer concepts.

His latest concept is a cafe racer motorcycle which uses a V4 diesel engine running on environmentallyfriendly bio diesel fuel, with recycled aluminium forming the basis for the frame and bodywork.

“Currently, the motorcycle market is devoid of product which has been designed for sustainability while still offering style and uniqueness for the enthusiast,” says Meadows.

patina and age naturally without expensive and harmful paint “The concept is powered by a V4 engine running on bio diesel. This applications. increases the range and MPG well above conventional gasoline bikes while running on a fuel which is more environmentally- “The net effect is a raw natural surface which suits the classic cafe racer and recalls the romance and power of vintage WW2 fighter friendly. planes.”

“Using recycled aluminium gives us the advantage of saving weight to enhance performance while reclaiming pre-used All we can say at Cycle Torque is, “We want one.” n material. In the manufacturing process, the alloy is treated to

Lukey stays Trumps STUNT rider ‘Lukey Luke’ will continue to represent the Triumph brand in 2010 and 2011.

“We are really happy with what Lukey has done for the brand this past year,” said Triumph Australia’s Marketing Manager Mal Jarrett.

“Our main goal at the start of the year was to try and portray that Triumphs are not bikes just for old people! Our range of bikes are just as, if not more exciting than anything that’s currently on the market. We believe we have achieved this, and will continue to do so.

“Lukey will be piloting a Street Triple 675, a Speed Triple 1050, and we also have something very special up our sleeve for later in the year, so watch this space,” continued Jarrett. n

NEWS torque

AJ Roberts Starts His Own Team FORMER AORC Champion Anthony ‘AJ’ Roberts has formed his own team to contest all of the major offroad events around Australia on Honda’s 2010 CRF450R. The 27-year-old Queenslander will contest the AORC, the A4DE, the Finke Desert Race and the Australian Safari. “Honda Australia has given me a great

opportunity to represent them at the highest level and along with major support from Force Accessories, Gas Imports and Michelin Australia, they are giving me the best equipment to put together a great race season.”

AJ has launched a new website - www.aj36.com. “The number 36 on the website address is the number I had for my first AORC in 2005, and it will also be my race number for the 2010 season.”

AJ’s first outing with his new team will be at the first round of the AORC’s in Port Macquarie, NSW on the 13th-14th of March.

– Darren Smart

Motologic confirms riders

THE Ducati Motologic Race Team has now confirmed its rider line-up for the 2010 Australian Superbike Series.

Riding for Motologic will be two-time Australian Superbike Champion Jamie Stauffer and fellow Newcastle rider Jordan Burgess.

It has been 10 years since Ducati challenged the Australian Superbike title, so expectation will be high given the level of success Ducati has had in SWC. “I am really excited about joining forces with Motologic and Ducati. Motologic is a professionally run team lead

by Paul Free who has a lot of experience in leading a team to victory,” said Stauffer.

“I feel that with a team of this calibre on a bike as successful in Superbike racing as Ducati, we definitely have a formula for a successful year.

It is great to see Ducati back in the Australian Superbike Championship and I will do my best to have it at the front

of the field. I am looking forward to testing the bike and competing in the first round of the ASBK at Phillip Island in February.”

“Choosing the right riders for the task is not an overnight process and a lot of consideration has gone into my decision to contract Jamie Stauffer and Jordan Burgess’” said team boss Paul Free.

“I am extremely proud to have them representing the Ducati Motologic Race Team. Our goal is to win as many races as we can throughout 2010 and hopefully that brings the Superbike title at year’s end.

We all have a steep learning curve in front of us, riders included, but I think that challenge is what motivates people in this industry in general, so we have plenty of motivation going into the World Superbike event at Phillip Island at the end of February.”

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FEBRUARY 2010 - 11

NEWS torque

Stewart and Weimer take the opener

YAMAHA’S James Stewart has won the opening round of the 2010 Monster Energy AMA Supercross after a race long battle with Suzuki’s Ryan Dungey while Procircuit Kawasaki’s Jake Weimer won the Lites West final for second year in a row.

After months of testing and practising the atmosphere was extremely tense throughout the pits at Anaheim 1. After all of the main contenders bar Dan Reardon (who suffered a huge crash during his heat) qualified through to the main event it was time to see who worked the hardest in the off-season.

Dungey pulled the holeshot with Stewart tucked under his rear guard while Monster Energy Kawasaki’s Ryan Villopoto, Honda Red Bull Racing’s Andrew Short, GEICO Powersports Honda’s Kevin Windham, JGR/Toyota/Muscle Milk Yamaha’s Justin Brayton, Dungey’s teammate Austin Stroupe, Villopoto’s teammate Chad Reed, Short’s teammate Davi Millsaps, and J-Law Racing’s Grant Langston all in tow.

One lap in and Reed had to pull in with a front wheel missing most of it’s spokes. “Stroupe and I had the same idea and our lines came together, it was a racing accident, no-one’s fault, I felt I could run with the front guys,” said Chad after the race.

With Dungey still being chased by Stewart it was Windham who made the move by Short and Villopoto to secure third with Short following Windham by Villopoto at mid race.

Michael Byrne then came together with another rider to move from inside the top ten to 16th where he would eventually finish.

Dungey held on till lap 17 when Stewart swept by the SX class rookie but to everyone’s surprise Dungey made a last lap charge and almost got by Stewart twice only to be aggressively blocked by Bubba.

Stewart took the win from Dungey, an ecstatic Windham, Short, Villopoto and Josh Hill came from outside the top 10 to finish 6th.

Stewart had this to say after the race. “I didn’t ride the best tonight, and Ryan rode great, everyone was nervous but I got the first race out of the way, my whole goal was to get top-five, but I won the race.”

The Lites West final was all Jake Weimer after his teammate Josh Hansen fell while sitting in second and his closest rival Trey Canard (Geico Honda) got off to a poor start and by the time the Canard got to second Weimer was long gone. Ryan Morais worked his way into third to fill the final podium spot.

“I’m very, very happy with how the night went. I felt like I rode well. Nothing crazy.

I wasn’t a hero. I just got good starts and I just rode well. I didn’t make too many mistakes, and here we are,” said the matter-of-fact Weimer after the race.

12 - FEBRUARY 2010

James Stewart carrying the number 1 plate and winning.

AMA Supercross Class Season Standings – 1. James Stewart – 25; 2. Ryan Dungey – 22; 3. Kevin Windham – 20; 4. Andrew Short – 18; 5. Ryan Villopoto – 16.

AMA Supercross Lites West Class Season Standings – 1. Jake Weimer – 25; 2. Trey Canard – 22; 3. Ryan Morais – 20; 4. Blake Wharton – 18; 5. Wil Hahn – 16.

– Darren Smart

Byrne The Privateer

ONE of Australia’s best performing motorcycle exports and former factory Kawasaki and Suzuki star Michael Byrne has had to buy his own Kawasaki KX450 and enter as a privateer for the 2010 AMA Supercross Series.

After struggling with a Honda CRF450 during the 2009 Australian SuperX series Byrne flew back to America to try and secure a decent ride only to find he was left to fend for himself as Anaheim 1 loomed.

“I got back from Oz and a few of the things that I was working on fell through. So after that I was sitting at home for a few weeks and decided that I didn’t want to sit there anymore. I went and bought a bike, made some phone calls, got some stuff, and then put it together with only a couple of weeks on the bike.”

“I have a little bit of help from Kawasaki and Pro Circuit, plus Enzo with the suspension are helping out a bunch. I’m still with Answer, Bell, Rockstar and Alpinestars, companies that have been with me for a few years now. I’ve also got EKS (X) goggles and Pro Taper, just a bunch of people who are stepping up to help out – I couldn’t do it without them.”

In true Aussie spirit Byrne will be putting in big effort to regain his factory status in years to come.

– Darren Smart

SMALL TORQUE Yamaha tuner

announcement of decibel reductions for Off-Road competition from the Fédération Internationale de Motocyclisme (FIM), Motorcycling Australia (MA) will investigate and consider similar reductions.

YAMAHA has advised us there have been reports of faulty Power Tuners for the 2010 YZ450F. There is no recall for the unit, only a minor number have been affected. If you have any issues, drop into your local The possibility of including and implementing these changes Yamaha dealer. in 2011 will be discussed at Summer blood update the annual MA Commissions OVER 4500 people have and Committees meeting, donated blood in the annual scheduled to take place on 26Summer Blood Challenge in 28 March 2010.

NSW, VIC, ACT and Tassie, where For more information about bikers take on the 000 set to see MA’s Environmental Policy visit: who can give the most blood. www.ma.org.au/environment.

While the competition is a friendly and non-serious event, Motorcycle friendly cafe what is serious is the number of WE ALL enjoy a nice coffee and lives this blood has helped save, good food, especially on a long especially over the Xmas and bike journey.

New Year period, the busiest of The Brass Band Cafe at the year for medical staff.

Wallabadah south of Tamworth The 000s are leading the charge is just the place to stop a at this point but it’s close. while. It’s on the New England Please continue to give blood, Highway in the midst of some plenty of people need it. Just beautiful riding country, and drop into your local blood bank hosts Glen and Kim Sheluchin and tell them you’re on for a will make you welcome. You challenge, the Blood Challenge. can even ring your order in Go to www.donateblood.com. before you arrive, on 02 6746 au for your local bank or ring 13 5503.

14 95.

Tell them you saw it in Cycle Torque.

Classic MX

ALL vintage Motocross riders get ready to rumble. The 2010 Australian Classic MX Championships are now open for entry, with the event set to take over the State Motorcycle Complex at Broadford in Victoria on April 9-11.

Bayside Yamaha Opens

FORMER Queensland Motocross Champion Duncan Hale has opened Yamaha’s newest dealership in Brisbane’s Redland Bay area. This gives locals access to his vast knowledge coupled with The Preston Motorcycle Club Yamaha’s latest products.

(PMCC) and MA will jointly “I rode for Yamaha for many promote the Championship, years and that affinity made and Entry Forms are available to them the obvious choice when download from the MA website it came time to decide on at: www.ma.org.au/mxforms. which brand I wanted on my Entries close on 19 March 2010 showroom floor, I look forward and must be sent to: ACMXC to using my years of experience Event Secretary, 7 Thalia Court, to help customers in all aspects of their motorcycling needs,” Meadow Heights, VIC 3048. said Duncan as he slid the doors open for the first time in Lower the noise FOLLOWING the December.

14 - FEBRUARY 2010

Bayside Yamaha can be found at 172 Redland Bay Road, Capalaba and can be contacted on 07 3245 4301 or e-mail Duncan on duncan@ baysideyamaha.com.au.

Willis To Husqvarna OFF-road speedster Jehi Willis has signed up with Byrners/ SP Motosport/Chill Dynamics Husqvarna for the 2010 season.

The 29 year old Victorian ended the 2009 AORC in a credible 9th outright but with the backing of the new team is looking to put himself in contention for a top five in 2010.

Save Emu Creek

some subtle changes in styling.

Keeping it safe from the thieves is a new Coded-key immobiliser system.

You can buy an Evo 300 for $6,990 + ORC which is good value indeed. Colours available are Rosso Antare (metallic red), Bianco Perla (white), Grigio Pulsar (silver) and Nero Cosmo (black).

Burnt down KAWASAKI Newcastle has suffered major damage in a fire recently. While the entire premises were not burnt to the ground, there was extensive damage to the workshop and to stock.

THE popular Emu Creek Extreme Retreat riding park is It is most likely the building threatened with closure by its will have to be demolished but there is talk that Kawasaki local council.

Newcastle may be up and Emu Creek is situated near the running again in the not too town of Tabulam, some two distant future, behind the hours west of Byron Bay in current premises.

Northern NSW. There is a litany of issues the Call for volunteers council has listed and which MOTORCYCLING Australia (MA) Emu Creek is trying to address. is now calling volunteers to be It would be disastrous to see Officials at the Australian round this park closed, another legal of the 2010 World Superbike riding area taken away from us. Championship (WSBK) at Phillip Please give your support by Island on 26-28 February. writing constructive letters to If you’re keen to get up close support@emucreek.com. Let to the action, gain free access the council know you want to one of the biggest events Emu Creek to stay open. on the Australian Motorcycling calendar, and have some time Mid sized bargain to spare, then why not have a HONDA’S VT750C Shadow is go at being an Official? usually good value, but now Experience with Road Racing it’s even easier on your pocket events in an advantage but not with the Honda $500 cash back necessary as training will be currently on offer. provided prior to the event.

The $500 Honda Dollars deal Volunteers need to be is available until March 31, reasonably fit and must be with the RRP of the Shadow at available for all three days of $11,990. the event.

If you are interested in becoming an Official please contact the SCOOTER giant Piaggio has Phillip Island circuit on (03) 5952 updated its X7 model, now 2710 or download the forms titled the X7 Evo 300. from www.phillipislandcircuit.

Besides the obvious capacity com.au. n increase which has gained extra power at lower revs, there’s also

Evolution

NEWS torque

A piece of history - for sale

ONE of the very first motorcycles will be up for auction on the 25th of April this year.

The German made Hildebrand and Wolfmuller is of the utmost historical significance as the first powered two-wheeler to enter series production, and is the first such vehicle to which the name ‘motorcycle’ (motorrad in German) was ever applied.

The Hildebrand brothers, Henry and Wilhelm, developed their motorcycle in partnership with Alois Wolfmüller and his mechanic, Hans Geisenhof. Their design was powered by a twin-cylinder, watercooled, four-stroke engine displacing 1,488cc, which until relatively recent times was the largest power unit ever fitted to a motorcycle. Despite a maximum power output of only 2.5bhp at 240rpm, the H&W was capable of speeds approaching 30mph, an exciting prospect at a time when powered road transport of any sort was still a novelty.

Patented in January 1894, H&W’s motorcycle was greeted with considerable enthusiasm and plans were drawn up to build a factory in Munich to produce it. It was also licensed to a firm in France and marketed there as ‘La Petrolette’. Despite some impressive demonstration performances by factory riders, the H&W’s shortcomings became all too apparent once deliveries to paying customers commenced, and early in 1897 both the German and French ventures collapsed. Opinions differ with regard to how many machines were produced, figures range from as low as 800 to as high as 2,000.

Survivors are, needless to say, exceedingly rare.

This particular example – which will be auctioned by Bonhams at The International Classic MotorCycle Show, Stafford – has been in the ownership of the one family in the USA since at least the early 1930s, which is when it last ran.

Presented in original, unrestored condition, the historic machine is expected to fetch somewhere between $60,000-$100,000. n FEBRUARY 2010 - 15

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HONDA has joined a number of manufacturers in introducing its own side-by-side four wheel ATV to the Australian market.

Honda calls its Multi Utility Vehicle (MUV) ‘Big Red’, and it’s primarily aimed at farmers, work sites and the recreational outdoors market. And while this encompasses a wide range of uses, it’s denitely not a competition style machine.

Powering ‘Big Red’ is a 675cc single cylinder four-stroke engine which is liquid-cooled and fuel injected.

It’s got an automatic transmission which features a hydraulic torque converter just like a car, and three hydraulic clutches.

Selection of two or four-wheel drive is easy via the dash mounted selector, and fourwheel-drive is available with the rear diff locked only, or with both differentials locked, depending on the conditions and terrain you are encountering.

It’s maintenance friendly too, with shaft drive and a maintenance free battery taking some of the chore away. The designers thought of the mechanic as well, checking vital uids is as easy as lifting the driver’s seat which gains you access to the relevant dipsticks and NSW’S so on.

Chris Holder has taken out the 2010 It’s also got four wheel disc brakes, waterproof electrical sockets in the cab, roll cage and Australian Solo Speedway title, despite a tilt bed which can take over 200 kilograms of whatever youstrong want to cart.

If you want to tow something, ‘Big Red’ can take up to 544 kilograms. competition from Queensland’s Troy Batchelor and ‘Big Red’ is available at selected dealers nationwide, with a RRP of $19,990.■

Holder holds on

current U21 world champ Darcy Ward.

After dominating the first two rounds, Batchelor was unable to maintain his strong form, and failed to make it into the A final AFTER announcing its relationship with at the final round in off-road racing legend Robby Gordon last year, Newcastle, allowing Holder Polaris has a brand new vehicle to show for it – to take Championship the Ranger RZR 4.ahead of him, with Darcy Ward (QLD) honours According to Polaris, Sport side-by-side enthusiasts looking to carry multiple passengers wrapping up the Series in third place. had no options. That is no longer the case as the Holder, who was confident coming into the Ranger RZR 4 is the industry’s rst four-seat Sport side-by-side. round, managed to keep Ward and Batchelor at Much about the RZR 4 has been taken from the Ranger RZR family.was It’s powered by an 800cc bay in what an action packed night of racing at high output Twin EFI engine and Polaris claims it has a class-leading power-to-weight ratio and Newcastle Showground. strong acceleration. It features a 1.5 metre width “Iwith really hadRZR’s to fight for this one,” Holder said. engages when the rider needs more forward coupled the Ranger patented design traction and reverts back to 2WD automatically that places the engine behind the back seat for “This is a big track and everyone is really quick the lowest centre of gravity. According to Polaris, when AWD is no longer needed. the four-seat RZR 4, Polaris this makes the RZR 4 more agile than most here so to make the final itself isInacreating pretty good effort competitive two-seat side-by-sides. It also comes paid particular attention to ergonomics. For the there driver, the RZR a 4 features in lighter many two-passenger andthan having to go outvehicles. and win it, was bit ofclass-leading tilt steering offering 250mm of range and a To help with handling, the RZR 4 is outtted pressure there but the fat lady hadn’t sung. heel pocket for improved throttle response with premium suspension which includes and control. The front passenger will enjoy new Fox Podium X 2.0 piggyback reservoir “The pressure was on in that final heat, and Polaris’ familiar adjustable front passenger shocks and chromoly front upper A-arms. This handrail. Rear passengers, according to Polaris, provides a plush 300mm of suspension travel Batchelor wouldn’t give me much in that first and 300mm of ground clearance. Polaris says the enjoy ample headroom and an exclusive passenger handrail.

Similar to the front rearcorner, anti-sway bar and dual rate springs keeps I would probably have rear done similar – except passengers, rear passengers also have a 12-volt the chassis at through corners and the rolled plug in androom two cup than holders.he All four bucket independent rearprobably suspension helps provide a a bit I would give him more seats are interchangeable and offer 100mm of smooth ride. gave me, but now I couldn’t care less! front-to-rear adjustability making it easy to To tackle tough terrain, the RZR 4’s switch drivers. For safety, the RZR 4 has four suspension is coupled with Polaris’ true all“Now that thethatChampionship isprotective done, nets.

I’ll just side wheel drive (AWD) system automatically Cycle Torque tested the two seater RZR S last send some stuff back to England and start getting issue and came away very impressed with the capabilities of theto bush This four seat ready for that season, I don’t think I have beblaster. back version can take family fun to an altogether there until March so I’ll just restdifferent up until then and level.

Polaris Australia won't import the RZR 4 in get ready.” big numbers, only on a special order basis. As it's priced $28,995. But Championship Standings: 1: such Holder 56atpoints; 2:the production run won't be massive so if you want one, get in Batchelor 55 pts; 3: Ward 51pts;quick.

4: Schlein 48 pts; 5: Check out this video: www.

Gathercole 39 pts.n polarisindustries.com/en-us/ATVRANGER/2010/Side-By-Side-Vehicles/ RANGER-RZR-4/Pages/videos.aspx.

Desert tamer

Cycle Torque Test – Yamaha XT660Z Ténéré

TEST BY

Matt brown

PHOTOS BY

Nigel Paterson

RIDING GEAR: Ixon jacket, Draggin Jeans, Fox helmet.

YAMAHA’S Ténéré models defined the single-cylinder Adventure bike market for many years, selling in their tens of thousands and taking riders to places far and wide.

But single cylinder adventure bikes fell out of favour somewhat as big-bore European machines stole the market. Now the Ténéré is back, more capable than ever and a lot, lot cheaper than the twins.

Although the style and shape are new, the engine platform has been around for a while – this is an XTZ660Z after all – so the bike is already a proven performer, reliable and strong. And it’s design brief is pretty simple: taking you to out of the way places, powerfully and reliably.

Mechanics

An old warrior, reborn…

The engine in the Ténéré has been out for a couple of years now – Its base design goes much further back – and has powered the other XTZ models. For the Ténéré it’s been slightly re-tuned to offer more bottom and mid range grunt, according to the press blurb anyway; we couldn’t tell much difference in power output or characteristics.

It’s a four-stroke single, four valves with one overhead

RIDE ON !

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Desert tamer

camshaft belting the valves down. It’s a fairly big bore at 100mm, while stroke is 84mm. Compression ratio is only 10.0:1 so there should be not too many issues with fuel in the boondocks. Power output is a moderate 48bhp achieved at 6000rpm, but even though it’s no screamer it does the job well enough thank you.

No carbies on this baby (older versions had two carburettors), it’s fuel injection all the way, and getting power to the rear wheel is a wet clutch, five-speed ’box and chain drive.

Tubular steel forms the basis of the frame, with rake set at 28 degrees and trail at 113mm.

Yamaha has gone for Sachs suspension, 43mm long travel forks and Monocross single rear shock. Both ends have

adjustment for pre-load only and we can see the more serious adventure riders beefing the springs up to cope with heavier loads and harder riding. Of course not everyone will need to do this, for many riders the standard stuff will be fine.

You won’t be let down in the braking department. Dual twin-piston Brembo calipers grab 298mm discs at the front, while a single-piston Brembo does likewise to a 245mm disc at the business end. This represents a very good braking package for a bike from this field.

Our test Ténéré was fitted with Metzeler Tourance tyres, 90/90-21 front and 130/80-17 rear.

It’s not a small bike, either in weight or size. Wet it weighs in at 209kg and seat height is a tall 895mm. Made for tall

S p e c i f i c at i o n s: 2010 Yamaha Tenere Engine Type: Liquid-cooled single Capacity: 660cc Transmission: Five speed/chain drive Fuel Capacity: 23 Litres Frame Type: Steel tube diamond Seat Height: 895mm Wet Weight: 209kg Front Suspension: Telescopic Rear Suspension: Monocross Brakes: Dual discs front, single rear Tyres: 90/90-21, 130/80-17 Price (RRP): $13,999 + ORC www.yamaha-motor.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

people unless you are Gaston Rahier. If you’ve never heard of him Google it.

Styling is right out there, right out of the Transformers movie. In Australia you can get the blue or black versions, it looks like we missed out on the white version which looks good too.

Riding it

Our first ride was a strop through some winding country and then down the freeway with much bigger adventure bikes in tow. In this scenario it will always fall down in comparison with bigger capacity machines – Yamaha looks set to re-release the Super Ténéré in 2011 so power junkies line up then – but when the road turns real crappy you’ll find the Ténéré is much happier, its lighter weight and

friendlier engine characteristics coming to the fore.

You do sit very high and even our tester at six foot in the old scale had to work at getting his leg over. Once there you have a very commanding view of the road or bush. Because it’s so tall you might think the weight is too high as well.

This isn’t the case, part of the the 23 litre fuel tank (which gives great fuel range) actually sits under the seat.

Comfort is OK, although we found the seat ridge forces the rider forward all the time. Other than that the ’bars/ seat/footpeg positioning is pretty good. It’s only when you want to stand up on the dirt you realise the handlebars could be higher for better control and vision. But you could say that about every adventure bike we’ve tested. Fitting ’bar risers is easy and cheap, making off-road work much easier and safer.

Desert tamer While the original muffler looks great (there are two outlets but it’s actually one muffler) they sound average. Imagine what an aftermarket system would do to liberate the soulful sound we know this engine makes, and also take some weight off the bike.

One of the things we really liked about the bike is the positioning of the instruments. It might seem a minor thing but they are positioned up high, just like a desert racer. Analogue and digital, the set-up provides loads of info, most of it at a glance.

In standard form the bike is really a compromise between road, desert and fire trail work. If you wanted to go more adventurous than that you’ll need to look at lowering the gearing and putting some harder core off-road tyres on the beast. Obviously the tyres will help with traction and the lower gearing with lofting the front wheel over rocks, logs and such and getting up those gnarly hills.

If it all goes wrong up one of those hills you can always tie a rope on to the tow hitch which mounts to the lower triple clamp. It’s substantial enough to imagine the bike suspended below a helicopter as it glides over the treetops, right out of a Dakar Rally rider’s nightmare.

There’s no doubt this hitch hook will come in handy for someone at some stage.

If you want to accessorise the bike Yamaha has hard luggage, tank bags, exhaust systems and a host of other good gear, so pretty much regardless of what you want to do with the bike – within limits of course – you’ll find a part to suit.

Verdict

This bike has been long awaited by adventure riders around the globe and it’s been worth the wait. It might be a shade too tall for some riders, and we’d want to sort it a little to suit our particular needs but hey, that’s the fun of it all.

For the vast majority of riders this bike will handle whatever you throw at it, and at $13,999 it represents not bad value.

The Kimberleys, Kakadu or even Kiama, the Ténéré will eat them all The cockpit of the Ténéré. up. n

The high mounted instruments and tow hook are clearly visible in this shot.

There’s an engine in there… shrouded in cables, tubes, wires and bodywork is a 660 single.

Built for two… half-decent pillion seat and grab rails.

The twin mufflers exit under the seat, too.

Additional photography Matthew O’Connell

Twin floating discs, twin piston calipers.

S p e c i f i c at i o n s: 2010 Yamaha Tenere Engine Type: Liquid-cooled single Capacity: 660cc Transmission: Five speed/chain drive Fuel Capacity: 23 Litres Frame Type: Steel tube diamond Seat Height: 895mm Wet Weight: 209kg Front Suspension: Telescopic Rear Suspension: Monocross Brakes: Dual discs front, single rear Tyres: 90/90-21, 130/80-17 Price (RRP): $13,999 + ORC www.yamaha-motor.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

EDITORIAL

Stereotypes

I WATCHED a current affairs program the other night.

Normally I don’t, I find them quite banal generally.

Anyway, during this particular show there was a segment about road users, specifically a truck driver who had fitted his big rig with a camera, aimed at highlighting the lack of smarts of many a motorist.

The truckie was sick of he and his fellow drivers being stereotyped as lunatics and rampaging bringers of death.

Let’s face it, the term ‘Cowboy’ is often used to describe truck drivers in general. Whether this is justified or not is debatable, and would depend on your own experiences.

Now this is where we delve into the world of stereotyping.

As humans, stereotyping, I believe, makes up a huge part of our psyche. We all do it, it’s totally natural. The ways in which we reach these conclusions is many and varied.

It could be through personal experience, what you were taught as a child, what you’ve read in the newspaper.

Some are quite harmless, others nasty, while some can even save your life. I also believe there’s a fine line between stereotyping and being clued up on life.

All politicians are crooked, bikies are bad, P platers are lunatics, backward hat wearing youths are dickheads, sex workers are dirty, short skirts means the wearer is a tart and so on are just a few examples of stereotyping.

But the very nature of stereotyping suggests someone is falling into that category unfairly, they are being judged by the actions of others.

I have been known to stereotype people at times in a previous professional career where it could be very dangerous if you didn’t. This was gained by personal experience and has no doubt saved me plenty of grief over the years, but would have also been totally unfair to some of the people I put into that particular category, even though they probably never knew anything about it.

As motorcycle riders we are stereotyped, by car drivers to a degree, and even by ourselves depending on what bike we ride.

It would be interesting to canvass a decent number of motorcyclists to see what one group thought of another, for example, sports v cruisers, Harley riders v non Harley riders, v BMW v Adventure v streetfighter v Ducati and so on. You get the drift.

You can even look at how the general public stereotype off-road riders, specifically when they are ridden close to suburbia. I reckon a good slice of suburban mums and dads would see them as anti-social hoons, regardless of the fact they are in the main never hurting anyone when riding through the bush, or that a couple of decades ago when the suburban sprawl was much smaller it was commonplace and acceptable to most. But you see a couple of idiots riding unregistered and unsilenced trail bikes down the street and all of a sudden every trail bike rider is guilty of it.

Back to the truck driver and his camera. Over the Christmas/New Year period we had a number of road fatalities which involved heavy vehicles. Fuel tankers seemed to make up an unusually high percentage of these

24 - FEBRUARY 2010

heavy vehicles and there was immediately calls for them to be taken off the road, to have dangerous goods like this transported by rail. Of course this would only take a small number of trucks off the road. I’ll say right here, I’m no lover of trucks, I have seen plenty of their carnage over the years, and have had a number of near misses also, a few of them while riding bikes which was lucky because there wasn’t enough room for a car when the truck was taking up a fair portion of my lane as well.

During the television segment the camera footage showed cars overtaking the truck over unbroken separation lines, and doing a number of other stupid things. Of course it’s not the trucks or the cars themselves which are the real problem, it’s the fools inside. Truckies generally hate car drivers and the reverse is equally true. And seeing as though it was promoted from a truck driver’s point of view there wasn’t much evidence presented incriminating heavy vehicles.

I think truckies and motorcyclists are pretty much tarred with the same brush by car drivers, and at times you can see why.

I’ve seen some outrageous driving antics of trucks over the years, and if you’ve ever driven down the Hume Highway late at night – especially before the road was divided to the extent it now is – you would no doubt have been scared witless by truck drivers terrorising you, with no thought to the safety of anyone involved.

In fact, here’s another beauty. Last year my family and I were heading to Phillip Island to race, travelling down a major regional road. We met an 18 wheeler mid corner, it took up half our lane, the driver hunched over the wheel no doubt trying to make up lost time. I was forced to run off the road, with trailer on board, lucky to miss a number of trees.

He just blasted off into the distance, with my family and I left to count our blessings. If I could have thrown a brick through his windscreen I would have.

Do I stereotype truck drivers? You betcha. I don’t apologise for this, even though I expect some of Cycle Torque’s readers are truck drivers. I’m sure there are plenty of good ones out there but in my experience the industry has more than its fair share of ‘Cowboys’ who are intent on getting to their destination as quickly as possible, regardless of the risks they have to take to do so. And we’ve heard all the stories of ridiculous time deadlines, unscrupulous freight company bosses etc etc. None of that matters when you see a family wiped out on the road.

– Chris Pickett

GUNTRIP

Better times ahead

IT WASN’T a particularly memorable year. I rode a small number of indifferent motorcycles to a short list of unexceptional destinations for largely unconvincing reasons.

On the other hand, we found our new place in the mountains, a large and generously appointed shed with a sizeable detached house elsewhere on the property, and quality riding at the end of our driveway.

I was heartily delighted to see Rossi scoop the big prize once again, but just as displeased to hear more mumbles about his impending retirement, which started about five minutes after he’d collected his ninth crown. I realise when you have that much talent and corresponding earning potential you’ll probably go where the challenges and the money are, so maybe I’m just a touch concerned about the immediate prospects for MotoGP without Rossi around.

Going to Oran Park one last time, for the seasonending six-hour, was a mixed bag. The racing was beaut, but the imminent end of another Sydney circuit was an unappealing prospect. Strangest of all though was having to pay for the privilege of covering the meeting for this excellent organ. Sure it was work, so the $35 I forked over to get through the gate I can claim on my tax, but the policy left something to be desired so I think I’ll give the next one a miss.

I did more damage to myself in two weeks on a boat in Queensland than in a year’s riding. Mug One – yours truly – didn’t learn to let go of the headsail sheet quickly enough until I’d dislocated a finger twice in the one day, and now, three months later, I still have swollen knuckles.

None of which stopped me getting through plenty of books while on board, with the rival attractions of shed, TV, computer and even mobile phone absent. One of these, Ring of Fire by Times scribe Rick Broadbent offered an interesting profile of young Rossi as he battled to wrest his MotoGP crown back from Casey Stoner during the 2008 season.

It’s a good read, combining personality-driven journalism with enthusiasm for the subject to produce a perfectly credible picture of the comings and goings on the track and in pit lane.

I closed the book with a much fuller picture of Rossi’s strengths and weaknesses, of how he conducts his racing on-track and off. It’s a little light on tech, so there’s not much in the way of comparative data or even opinion on the merits and/or characteristics of Honda v Yamaha, but I didn’t mind that – too much.

Ring of Fire set me back $35. It’s well worth a look. The Cycle Torque bookstore is trying to source Ring of Fire, give the office a call on 02 4956 9825 if you’re interested).

Motorcycles…

Anybody gone out and bought themselves an Aprilia Shiver? Is it as good as it looks? There’s no doubt about it, the Italians sure know how to make stuff look right. In 1993 everyone I knew thought the Ducati 888 was the best-looking motorcycle ever made. Then, the following year, those able and charming chaps from Bologna showed us the future in the guise of the 916.

I remember wondering at the time whether the bike’s clean lines and simple style would look as good in ten years’ time. Well, we certainly know the answer now.

Congratulations too to Triumph for finally taming the parallel twin. Everyone likes the Bonneville donk, and knocking out a vibration-free 1594cc vertical twin, in the new Thunderbird, deserves a hearty round of applause.

Mr Smith

Never a year seems to go by now without a loss of some kind, and 2009 saved its worst till last on that score with the news of Mr Smith’s death.

I first met Smithy in the early ’80s when Bike Australia cranked up and shared AMCN’s offices in South Melbourne. Grant Roff introduced him to us as a friend from his Newcastle days. Smithy immediately impressed us with his capacity to sink black ale and his encyclopaedic knowledge of almost everything. Like everybody else who had the courtesy and sense to shut up and spend five minutes listening to what he had to say, I found him wise and richly entertaining. And, again like many others, I found I had plenty in common with Mr Smith, from music to books and the Isle of Man. I remember talking with him about the discovery of DNA and about the creations of Phil Vincent, and listening more than once to that prodigious capacity to recite poetry. I remember too the last book I saw him reading – Memory Hold the Door, the autobiography of John Buchan. As in so many things, Smithy beat me to it there.

I went to his funeral on the Central Coast and was pleased, though hardly surprised, to see practically every name in motorcycle journalism lining the pews of the chapel. Since then I’ve spent plenty of time thinking about Smithy.

I can’t remember the exact circumstances of our first meeting nor of our last, and while that irks me I don’t think it matters; but I had the privilege of knowing him a little, and that does.

– Bob Guntrip

FEBRUARY 2010 - 25

INFORMATION FROM OUR ADVERTISERS

1

4

3

2

1

MC carbon

MC PERFORMANCE has a new trick muffler ready to liberate horses and weight from your steed.

Light can’t adequately describe these beauties, your bike will breathe a sigh of relief when put on one of these carbon fibre jobs with titanium ends.

Comes with all pipe work and clamps, and includes postage.

Price: $850 each, or $1400 a pair.

Available from: Direct from MC Performance Mufflers More info: www. mcperformance.com.au

26 - FEBRUARY 2010

2

Going green

DRAGGIN Jeans’ popular Camo range of pants has a new colour to entice you.

Monster Green Camos are available for ladies and gents, in a vast range of sizes.

We are lovers of the Camo here at Cycle Torque. Not only are they extremely comfortable but they have huge pockets to stow away handy stuff.

Not only do they look good, they stand out and boast Draggin Jeans’ legendary protection from road rash.

Price: $219.00 Available from: Good bike stores everywhere.

More info: www.dragginjeans. net

3

Keen for a K & N

CARLISLE Tyres and Accessories import loads of products from the likes of Nolan, Givi, Kenda, Mobil and Spidi. That’s just the tip of the iceberg but Carlisle has recently added K&N air filters to its line-up.

K&N’s reputation is unquestionable and boast filters for just about every bike or ATV you can think of.

Price: See your local stockist for prices.

Available from: Good motorcycle shops More info: www.ctaaustralia. com.au

4

Lightning Laser

BMW’S new S 1000 RR has received great reviews in the world press and Motohansa is ready to supply Laser exhausts for them. Motohansa stands behind its products too, the team will run one of these exhausts on its S 1000 RR race bike in 2010.

And how good do the mufflers look?

Price: TBA Available from: Motohansa direct More info: www.motohansa. com.au

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Kids mesh

KIDBIKERS Australia has mesh riding jackets for the little ones in your life.

They are perfect for hot weather riding, allowing plenty of airflow to keep you as cool as possible.

But there’s no skimping on the safety aspect, the jackets have all the necessary armour in the right places.

There’s loads of other riding products available specifically for children and teenagers so give the Kidbikers a call.

Price: Mesh jackets – $149.95 Available from: Kidbikers direct More info: www.kidbikers. com.au

6

Fold away

MOST bike stands on the market are great to use but not easy to stack away without taking up a decent amount of space.

Polisport has now taken the pain away with its new foldable bike stand.

You can take it from folded to unfolded and back again in less than 10 seconds. Not only that, it’s built from tough plastic (250kg capacity) and when folded away takes up hardly any space at all.

Expect to see plenty of these at your local racetrack in the very near future.

Price: $119.90 Available from: Good motorcycle shops everywhere.

More info: www.linkint.com.au

7

Got the blues

IF YOU love your chrome pipes you will no doubt like to keep them looking spot on too.

A new polish called Blue Job is specifically designed to get rid of discolouration from heat and melted shoes from your chromies.

A polishing cloth is available too.

Price: Polish $17.95; cloth $7.95.

Available from: Good bikeshops More info: www.zpower.com.au

8

Five for fighting

FIVE gloves aren’t designed with a fist fight in mind but they would come in handy if you encounter a stoush in the pits.

They are designed to give you maximum protection if you and your motorcycle part ways in an unintended manner.

The quality of these gloves is second to none and the leather used is oh so nice to touch.

Not only will your hands be protected, they’ll feel good too.

Gloves for every style of riding are available.

Price: RFX-3 $99 Available from: Leading bike shops everywhere More info: www.motonational. com.au

FEBRUARY 2010 - 27

A

Under pressure

TYRE pressures are very important on all types of vehicles, especially motorcycles. It’s one area many people overlook and explains why bikes can handle like a bag of old nails when tyre pressures are neglected.

We talked about the Tyrecheckers in last month’s Commuter Torque section. Since then we’ve tested them out for ourselves on our trusty Harley-Davidson Fat Boy Lo. Our particular set is set to 36psi, they were easy to fit (replaces dust caps) and when we let some air out to test them, the Tyrecheckers quickly identified they were ‘Not Happy Jan’. The only downside is if your tyre pressures are different front to rear, you have to buy two packets.

Systems like this are great because they take no more than a few moments to check, making life simpler and safer all round.

Price: 2 x pack $15.00, $3 postage.

Available from: Visit website for stockists More info: www.tyrecheckers.com.au, 03 9386 9872

B

Game on

WHO needs good clean fun when you can get dirty?

THQ and developer Rainbow Studios have been serving up dirty fun for years now with the MX vs ATV franchise.

Their latest offering, MX vs ATV Reflex, takes the series to a new level, with loads of new features to let you enjoy the game even more than before.

Our resident 16-year-old gamer spent most of his Christmas holiday spare time trying out the game, and is impressed to say the least.

I even tried it out myself, even though my gaming skills are a little outdated. That said I found it very easy to use once you get used to the speed of it all.

MX vs ATV Reflex is available for most gaming platforms - Chris Pickett.

Price: PS3 $99.95; XBOX360 $99.95; NDS $59.95; PSP $59.95.

Available from: Sold at Game, JB Hi-Fi and all good retail outlets More info: www.thq.com

28 - FEBRUARY 2010

dirty torque

Uranium, spag bol and big berms JUST the other day I heard some numbnut politician dribbling on about the evil of uranium mining in Australia. Other than being a missed opportunity for our economy, uranium mining means little to most of us but what it does for me is conjure up memories of one of the best motorcycle clubs in Australia.

Growing up in Mt Isa was for all intents and purposes an opportunity for a young Darren Smart and his mates to play as many sports as possible. I filled my afterschool days and weekends with tennis, cricket, basketball, Aussie rules, squash, soccer, baseball, indoor cricket and of course, motocross.

Being a mining town there was plenty of money around and back in the seventies motocross was huge in ‘The Isa”. When I started racing, John White was the fastest guy in town while a young Danny Nixon was looking like he was going to be the next ‘Whitey’. These guys were gods in our town.

And by the time we got to the mid ’70s the small uranium mining town of Mary Kathleen had created a great track with the help of the mine’s machinery and before we knew it the 60km between the two towns was traversed each month to give the ‘Mary K’ some stick.

I can remember the very first time we drove into the club grounds at Mary K; it was right beside the local dirt-based air field so the area was quite flat but somehow the club had manufactured these huge berms at the end of almost every straight.

The jumps were wide and big and it was nothing like our more natural terrain Mt Isa track so we were just busting to have a crack at this man-made layout. I am pretty sure it was around 1974 or ’75 so we must have been on Yamaha YZ80Bs or Cs. They had a small kiosk

erected out of scrap iron and wood. The club president was this little guy with a big beard and everyone involved were really nice people. Best of all, the racing was unreal and over the next decade we didn’t miss a meeting at Mary K. Rodger Hume was the club president. His eldest son Rick was around my age while his younger son Ian was around my brother Paul’s age so it didn’t take long before the Hume and Smart kids were great mates.

I also remember that Rodger’s wife Shirley made the best spaghetti bolognaise I had ever tasted and they sold it in the club kiosk at each race meeting.

So there became the habit of turning up to the Mary K track, unload the bikes, track down Rick to say hello, get our gear on, race our hearts out till lunch time, go and get as big a plate of spag bol possible, scoff it down and go racing for the rest of the day.

It was the ultimate family weekend. Joining the Smart and Hume families were the Fretwells, the Miltenbergs, the Balls, the Perkins, the Grice family, the Ladbrooks, the Waldons, the Billeau boys, the Louie family, the Rubachs, the Kerwins, the Hansens, the Nixons, the Fellhabers, the Murphys, the Jackson boys and many more. That’s just off the top of my head.

Camping the night before a club day at Mary K was always a huge social occasion.

The Smart clan often travelled with the Kerwin family,

Abbey and Faye with their daughter Robyn and their son Greg who raced against Rick and I. Dad, Rodger, Abbey and the other fathers would get stuck into the beers while my mum Heather, Faye, Shirley and the other mums belted down a few bottles of wine, sorted the food and bedding arrangements while we kids made ourselves scarce and got into as much mischief as possible. Priceless.

Once a year we would have a fathers’ race and a mothers’ race. My dad Bob usually won the fathers’ race and I can remember one year we were camping at Mary K the night before the end of year club day when over a few beers Rodger Hume bet my dad that he could ‘ride away’ from him during the fathers’ race.

Bets were laid and it was the talk of the meeting. Rodger was way smarter than most of the dads and rode reasonably steady and as I said, my dad was more or less the favourite so when Rodger lined up on Rick’s YZ80 and dad lined up on my YZ80 all eyes were on the two combatants. Why would Rodger make such a bet?

Well, as the flag dropped my dad took off like a cut cat towards the first turn while Rodger did a u-turn and ‘rode away’ from my dad. We all pissed ourselves laughing when we realised the joke and my dad had to pay up after he crossed the line. That was pure old-school humour.

Every motocross family around the world has similar

memories, besides the racing, it really is one sport that the whole family gets something out of and when I look at my life now it is full of people from that era and beyond.

35 years on from those days and Rick Hume is the godfather to my two daughters and we share a house in Brisbane, Shirley stayed a few days recently while Greg Kirwin and his son Zach stayed at our house when the Brisbane round of SuperX came to town.

Likewise, Danny Nixon and I talk on the phone once a month at least and Noel Billeau comes over for a beer when he can tear himself away from work or riding his Harley all over the Gold Coast’s hinterland.

Add the many other families we have met at the track since then that have created more lifelong friends and I am sure I will never die a lonely old man, there will always be someone to share a story or two with.

If you haven’t done so yet, try and catch up with some of your old mates from the racing days or appreciate the people you are racing against now, there is a synergy there that you share with very few and it’s something to be treasured.

To Rodger, R.I.P old mate, it’s been over a year and you are still part of our life. The ultimate club president, the consummate host, a great friend and a less selfish man I have yet to meet.

– Darren Smart

FEBRUARY 2010 - 29

Cycle Torque Test – Suzuki Bandit GSF1250A RIDING GEAR: Suomy helmet, Spyke gloves, Laro jacket, Spyke boots.

Ballsy, cheap and comfortable describe perfectly Suzuki’s Bandit 1250.

TEST & PHOTOS BY

Chris Pickett

30 - FEBRUARY 2010

The big steal

FEBRUARY 2010 - 31

Cycle Torque Test – Suzuki Bandit GSF1250A (cont.)

The big steal IF YOU consider purchasing Suzuki’s $11,990 Bandit 1250A with ABS on value for money alone, you’re thinking smart.

But if you also take into account how good a bike it is overall then you are definitely on to a winner.

It’s no wonder the Bandit has been a big seller since it first hit the market in the mid ’90s. Huge torque, good top speed, decent handling and a comfy ride made it popular with tourers, scratchers and commuters alike. And they have always been great value for money.

There are four versions of the Bandit available: the basic model with no ABS or fairing and simply called the Bandit 1250 (RRP $11,790), one with ABS and no fairing (the 1250A, tested here, $12,290), a half-faired version with no ABS (1250S, $12,290) and the ABS and half-faired 1250SA at $12,790. That’s a lot of bike for the money, and until the end of February Suzuki is offering $500 toward registration costs on the entire Bandit range, making the machine even better value. See your dealer for details.

The old mill was an air/oil-cooled unit, with the last major upgrade seeing

32 - FEBRUARY 2010

the introduction of a fuel injected and liquid-cooled motor with a slight increase in capacity.

lately the bike comes with a muffler that is so big it’s obscene. The exhaust note is pleasant enough, though quiet.

On the stand

On the road

The outstanding part of this motorcycle is its engine. 1255cc and six speed geabox.

There’s a shade over 100hp on tap, and torque is prodigious. The particular model tested here is the GSF1250A, the ‘A’ denoting Anti Lock Brakes. It might be a budget model, compared to things like the B-King and Hayabusa, and as such the suspension isn’t what you’d call avant-garde. That said, the pre-load adjustable 43mm forks and the single rear shock do a good enough job of keeping things in line, considering how fast this bike is.

A tubular steel frame keeps it all together, assisted by 17-inch rims and four-piston calipers.

An interesting extra, and one which is cropping up on more bikes, is the adjustable seat with a 20mm difference by flipping over the mounting spacers.

Styling in the Bandit has been much the same since the early noughties, but

For a bike which weighs 251kg sitting at the curb it feels surprisingly light and nimble, no doubt helped by the tall and wide handlebars. It has a reasonably tall seat height at its highest setting, but being able to drop it by 20mm should appease most riders.

Tootling around town is dead easy on the ‘Big Kahuna’, the riding position gives you very good vision and the engine is such a big smoothy you can just about forget what gear you are in. As an inner city commuter it’s much better than you might think a machine this big could be.

Out on the open road the engine stays just as smooth, the latest generation engine has the benefit of a secondary balancer shaft which helps in this regard.

Suzuki’s Dual Throttle Valve (SDTV) fuel injection system is pretty much spot on.

There’s no real hint of throttle snatchiness but we still found the bike tended to run on into corners unless you consciously forced the throttle closed. It was the same with the last model we tested. It’s only a minor issue, you might not even find it a problem yourself.

There’s so much grunt available that you will scare many a sportsbike rider if you are capable enough. The secret with the Bandit 1250 is that it’s usable horsepower. You never need to buzz the engine to get mobile at a rapid rate of knots. Even on a tight winding road the engine is so flexible you can stick it in a higher gear and just ride on the

S p e c i f i c at i o n s: Suzuki Bandit 1250A Engine Type: Liquid-cooled inline four Capacity: 1255cc Transmission: Six speed/chain drive Fuel Capacity: 19 Litres Frame Type: Steel Seat Height: 785/805mm adjustable Wet Weight: 247kg Front Suspension: Telescopic – preload adjustable Rear Suspension: Single shock – preload adjustable Brakes: Dual discs front, single rear Tyres: 120/70-17, 180/55-17 Price (RRP): $12,290 + ORC www.suzuki.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

ABS brakes add to the package.

throttle.

At mid to reasonable fast speeds the suspension copes well, even on bumpy roads. When you start to push on to goto-gaol speeds the forks and shock start to show their inadequacies, with the rear link-type shock getting choppy on rough surfaces.

Speeds over 120km/h will see you copping enough wind blast to take some of the fun out of the ride, but only if you

Liquid-cooled donk is a big smoothy. Pipe belongs on a Kenworth truck.

are sustaining those speeds. You could always opt for an accessory small screen or buy the 1250S half faired model.

We found the brakes to work well regardless of how we rode, offering good feel and bite. We even went to the trouble of testing the ABS on a dirt road, finding the ABS to be quite progressive in its action. If we were buying a Bandit it would have ABS. The Bandit is a very capable tourer, too,

although the half-faired S-model might be a bit better. The bike is well-suited to taking both soft and hard luggage systems.

Verdict

It’s hard not to fall in love with Suzuki’s Bandit 1250. I owned an earlier Bandit 1200 and rate it as one of the best bikes I’ve owned on a bang-for-buck basis. The 1250 is even better. n

FEBRUARY 2010 - 33

E-Torque

The sound of silence - or music, podcasts…

IF THERE’S one thing I’ve always hated about motorcycling, it’s wind noise. Not only is the noise annoying, it leads me to headaches if I ride for more than a couple of hours and can lead to permanent hearing loss and tinitis, too.

So I’ve used earplugs for decades, and they’re a good thing – cheap (especially if you buy them in bulk from safety equipment stores), disposable, small and effective.

They also get stuck in your ears sometimes (and using a key to dig them out is dangerous, unhygienic but effective), occasionally fall out, often get lost at fuel stops and can can get filthy when you’re putting them in.

So when one of our advertisers, Earmold Australia, suggested they make a set of their custom built earplugs, complete with audio equipment leads built in for me to test, I jumped at the chance.

We shot the process on video – that vodcast should be available soon, if not by the time you read this on www.cycletorque. com.au or via iTunes – but basically your ear is filled with a soft material which cures to a flexible, custom-fitted earplug.

They are easier to put in and out than foam plugs, handle better, block out noise well and can be reused indefinitely.

You can get them as just earplugs, but mine have the optional audio leads.

A standard 3.5mm audio jack carries the sound to tiny speakers which are connected to tubes

34 - FEBRUARY 2010

running to the ear plugs.

I don’t profess to understand the acoustics of it all, but my iPhone sounds great through the Earmold plugs, much better than through any Bluetooth device I’ve used or by trying to jam a set of earbuds into a helmet.

So while I love my Bluetooth-equipped Vemar Jiano interactive helmet, for longer rides I’m using the Earmold gear. That’s partly because of the better sound, but also for battery life of my iPhone – Bluetooth sucks battery power and, of course, you can’t use earplugs to block out the wind noise.

Of course, the Earmold earplugs will also work with any MP3 player or iPod, whereas the Jiano is more designed for phones: few MP3 players have Bluetooth anyway.

What I can’t do with my combination of Earmold and iPhone is make or receive calls, because there’s no microphone in this system. That might be a good thing from a safety point of view (riding motorcycles and concentrating on a call at the same time isn’t smart) but I’d still like the opportunity to hear a call coming in and be able to pull over and accept the call before riding on.

To do this I’ve ordered a Monster iSoniTalk microphone headphone adaptor. This is a device which plugs into the iPhone, has a plug for the Earmold earplugs and a microphone which should clip onto a jacket collar.

Near the mic is a button which will pause what you’re listening to and

accept an incoming call.

Clips on the iSoniTalk join the headphone and mic cables so hopefully it won’t feel like spaghetti junction inside my jacket.

I’ll report on the iSoniTalk in a future issue.

The Earmold plugs I’d recommend for nearly everyone. There’s some debate over the safety of wearing earplugs on a bike (which I think is a complete crock, if something’s going to hit you you’re not going to be able to get out of its way quickly enough after you hear it), some say listening to music while riding isn’t safe (we all do it in cars and I think it helps pass the time unless

you’re riding really hard) but I don’t think riding and being on the phone is smart.

So I give the Earmolds a hearty endorsement.

Although some might say they’re expensive at $240, I think they are well worth the price.

Great sound quality and comfortable while blocking wind noise is a great combination. Being reusable over and over and being supplied in a neat carry case is a bonus.

More information from www.earmold.com.au, or check out the Earmold stand at major bike shows and race meetings.

– Nigel Paterson

The custom made Earmold plugs in fashinable yellow (various colours are available), the speakers in the middle and P!nk is on the iPhone.

RACE torque

Remembering Mick what Mick did,” Blair said.

“He rode that 250 proddie so hard, scrappin’ the bellypan more than anyone. At the one-hour race at Lakeside, he was awesome. I finished fourth, but he ended up lapping me.”

Before that was Bathurst, Easter 1987. Blair and Peter Goddard were fighting for the lead at the end of the second last lap when the heavens opened. At the left hander at Hell’s Corner up Mountain Straight for the last time, Goddard had a big moment and so too did Blair, all of which gave Doohan, who had been some distance back, the chance to strike.

“Going into the next fast uphill right-hander [Griffin’s Bend], Mick went underneath me, and he had a huge slide trying to get on the gas. He just gathered it in, then took another handful and had an even bigger slide! He was so desperate, so aggressive, he rode like that all the time.

He put his body on the line every time he went out,” Blair added.

“Desperate” is a word Blair often used to describe Doohan, more as an ambitious sportsman than as an out of control rider. As hard as he was on the track, Blair said he was a very clean rider. The ambition, though, was palpable.

“Mick was a fun-loving guy, and he liked a drink like everyone else after a race, but I knew there was something different about him. I remember he gave me a lift in his rent-a-car one day when we were riding Superbikes in Adelaide I think, and I was telling him about my work as a carpenter. He said, ‘do you really want to be doing that for the rest of your life? I’m goin’ motorbike racing!’ He was absolutely desperate to go all the way, like he knew it was going to happen.”

Blair was highly-rated by

his rivals like Peter Goddard and Aaron Slight, but as so many have found out over the years, Doohan’s pace and consistency could be crushing. “On a Superbike, I could stay with him for a while, but no way could I get around him. He was in a different league,” Blair says with pride rather than embarrassment. It was also an acknowledgement of Doohan’s talent, commitment and courage. “I just didn’t have the gonads to do what he was doing,” Blair added.

And so it went on. That desperation to be the best, to dominate, didn’t flicker once during Doohan’s career. From people like Blair, who knew Doohan as a young tearaway, to the national television networks, the tributes flowed.

The news of Doohan’s retirement rippled around Australia from late on Friday night, 10 December, 1999, and was carried as its headline news item – not sports item – the next day. The Ten Network ran it as its lead story on the Saturday edition of its national news program.

It signed off with this: “Mick Doohan will go down as one of Australia’s most decorated sportsmen – not only of the decade, but this century”. In a sports mad country, which in 1999 alone boasted some

60 world champion teams/ individuals/world records, this was a bold claim.

It was and is, however, accurate. In the Australian sporting pantheon, Doohan will, and should, sit alongside those individuals who have already been lionised: the freakish cricketer Sir Donald Bradman, triple Olympic Gold Medalist and female swimmer of the 20th century Dawn Fraser, and tennis player of the 20th century, Rod Laver.

Here’s the response at the time from two of Australia’s racing icons.

Wayne Gardner – 1987 world 500cc champion: “I’m happy for him. I’m happy that he’s finally made the decision to stop. He’s done a lot, he’s been one of the best.

You know, he’s been hurt and busted up in the past and I hope he can lead a happy life after it. I’ve been talking to Mick quite a lot and I knew it was coming – it was a matter of time.”

Barry Sheene – 197677 world champion, GP commentator: “What’s so sad is the fact that he’s retiring from racing not because he wants to but because his body says he’s got to. He’s been the best rider of his era, without any shadow of a doubt.”

– Darryl Flack

FEBRUARY 2010 - 35

Image courtesy Honda

IT WAS an extraordinary gathering, almost preordained. About 12 hours after the news of Mick Doohan’s retirement broke on 10 December, 1999, a group of people was engaging in what Doohan had done earlier in his career.

Racing motorcycles under a hot Aussie sun. Wayne Gardner was there, racing for the first time since his emotional swan-song at the 1992 South African Grand Prix. So too Doohan’s onetime prodigy Ant West, and the man who was already feeling the pressure of being Australia’s only contracted works 500 racer at the time, Garry McCoy. There were people who had worked on Doohan’s bikes, and sundry hundreds that had rejoiced in his enormous success or rallied when he was fighting to save his career.

For a three-hour race on Honda-powered Moriwaki 80 road racers around a tiny-half mile go-kart track at Eastern Creek, it was taking on momentous significance.

Along for the ride were some of Australia’s brightest local stars, like Broc Parkes.

Then there was Matt Blair.

Blair was a gun local rider in the ’80s, and came up against Doohan in the 250 production class and later in Superbikes. They were mates.

Before and after quitting racing, Blair had been watching the GP telecasts – until Doohan had his careerending crash at Jerez in May 1999.

“Yeah, that was it. It just wasn’t the same without Mick,” Blair said. “I’ll probably be back watching next year [2000], ‘cause hopefully he’ll [pointing to McCoy] will have a real go.

“I was pretty quick in those days, and I always fancied myself, especially at Bathurst, but I wasn’t prepared to do

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WHEN: February 7, 2010 WHERE: Bathurst Showground.

WHAT: One day only swap meet. Gates open 6am, entry $3 per person. Outdoor sites free, indoor sites (by prior arrangement) $25.00 per day. Set up from 3.00pm on Saturday, there will be no access to showground prior to this time. Camping $10 per night unpowered, $15.00 per night powered. Catering from 6am. Run by the Bathurst Historic Car Club.

CONTACT: Mick Hope 0408 415 525 or 02 6337 5694; Norm Rutherford 02 6337 1770.

Bikes to Bathurst

WHEN: February 13-14, 2010 WHERE: Bathurst WHAT: Centred around the Bathurst 12 Hour production car race, the Street and Custom Motorcycle Show and Motorcycle Club Display add a touch of two wheels to the event. Plenty of prizes for entrants, and the show is family friendly.

CONTACT: www.bathurst12hour.com.au.

M A R C H Victorian Road Race Series

WHEN: Rd 1, March 19-21, 2010 WHERE: Broadford 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.

Easter Egg Ride

WHEN: March 7, 2010 WHERE: Starting points at Blue Mountains, Hornsby and Sutherland and ride to The Children’s Hospital at Westmead, NSW. WHAT: Raise money for therapy programs for the kids stuck in hospital.

CONTACT: More info on www. survivetheride.org - email david@survivetheride.org.

Big Blue Ride

Ride For The Hills

WHEN: February 14, 2010 WHERE: Albert Park to Whittlesea Vic. WHAT: 12 months on from the devastating fires in regional Victoria, the Ride For The Hills charity run is to raise funds for the much needed emergency services who did, and do, such a fantastic job.

CONTACT: www.rideforthehills.org.au.

Superbike World Championship

WHEN: February 26-28 WHERE: Phillip Island, Victoria WHAT: Superbike racing at its best, Aussie supports too. Fantastic meeting. First round of ASBK championships. See story on page 3.

CONTACT: www.phillipislandcircuit.com.au.

WHERE: Starting on Saturday 6th March 2010 Cris, Joe and Ray will set out to ride their motorcycles 45,000 kilometres around the world in approximately 180 days or one big road trip essentially starting and finishing in Sydney, Australia, traveling via SE Asia, India, Middle East, Europe, UK and North America.

WHAT: It’s all about promoting awareness of Youth Mental Health, Youth Depression and Youth Suicide around the world and promote the Inspire Foundations’ Reach Out program.

To get ‘Men’ talking about their issues; in particular depression.

Everyone is welcome to join the three amigos on the trip, even if it’s only for the first day of the journey. ‘Major’ events don’t get much bigger than this.

CONTACT: www.bigblueride. com

Australian Formula Xtreme Championships

WHEN: R1 – March 26-28, 2010 WHERE: Wakefield Park, 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.formulaxtreme.com.au.

Australian MX Nationals

WHEN: March 28, 2010 WHERE: Horsham, Victoria WHAT: Australia’s premier MX series, Under 19s, Pro Lites and Pro Open classes.

CONTACT: www.ozmotox.com. au.

WHEN: March 6, 2010.

Send your event details to: chris@cycletorque.com.au 36 - FEBRUARY 2010

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CONTACT: www.postclassicracing. com.au.

CONTACT: www.ma.org.au.

WHEN: April 8-11, 2010 WHEN: May 2, 2010 WHERE: Portland NSW WHERE: Darwin, NT WHAT: Dirt Bike Promotions has WHAT: Solos and ATVs contest given away the running of the this very difficult five hour jungle A4DE, so this year it’s being taken endurance race. Run by the Darwin on by Maximise the Oyster Bay Motorcycle MCC, the venue is yetusing to be the value of your CAB membership and audit Club, with support from a number determined but you can expect heat, Broadford Bike Bonanza the CAB Membership Badge. of other clubs.

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WHERE: Broadford, Victoria CAB brand which has been servicing the advertising and publishing industries since 1957 is the weather should be just right WHAT: After last year’s very synonomous with credibility and accountability. for riding. Throw in some amazing successful event, you’ll again have forest riding and it should be a great the chance to see some amazing can takefrom advantage of the event.As a member of the CAB you too machines yesteryear, plusbenefits of this prestigious brand by including a CAB Member Badgesample on all promotional material publisher panels, media kits, CONTACT: www.ma.org.au. your own machine on including the sales flyers and newsletters. track. Track time is available for your classics, whether they be road Barry Sheene Memorial racers, bikes, trialsto oravintage WHEN: Aprilthe 3-4,badge 2010 (Easter SatUsing will reinforce yourroad commitment credible and accountable industry.

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FEBRUARY 2010 - 37

Books Buy the best motorcycle books directly from Cycle Torque.

1

1 Cycle World’s Manufacturer Guides One of the world’s most popular motorcycle magazines, Cycle World, has collected its tests, features and articles about various brands through the years and put together the collections shown here. If you’ve an interest in the marques and years listed, you’ll find many hours of interesting reading inside. We’re selling the last of the editions in Australia at never-to-be repeated prices.

TITLES INCLUDE: Cycle World On Bmw 81/86 • Cycle World On Honda 68/71 • Cycle World On Honda 71/74 • Cycle World Kawasaki Off Rd Bikes 72/79 • Cycle World Yamaha Street Bikes 70/74 • Cycle World Yamaha Off Road 70/74 • Cycle World Yamaha 62/69 Buy one for $19.95 or two for just $29.95!

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Essential Guide to Dual Sport Motorcycling

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

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

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Essential Guide to Motorcycle Maintenance

This book contains a heap of tips and techniques to keep your bike in top condition.

This book also describes in detail how many parts of your motorcycle work and includes hundreds of colour photographs and illustrations.

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5 The Castrol Six Hour Production Race For 18 years, the Castrol Six Hour Production Race was the biggest event on the Australian motorcycling calendar.

Controversial, important and exciting, the Castrol Six Hour Production Race was one of those rare events which had bikes and tyres developed specifically to win it. $69.95

6 Kazoom – the madcap motorbike race Young kids are fascinated by motorbikes. That’s why they stare, point and wave at bikers. Here’s a great book for them.

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38 - FEBRUARY 2010

6

Direct 7

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$44.99 7

8 Jupiter’s Travels In the late ‘70s Ted Simon rode 63,000 miles over four years through fifty-four countries in a journey that took him around the world. This classic is still regarded as one of the greatest motorcycle books ever written.

8

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9 Ducati Ducati provides stunning photography and insightful text into Italy’s premier motorcycle marque.

From exotic, rare early machinery to the bevel-drive twins to the modern 4-valve machines, Ducati of the late nineties, this is one for every Ducati enthusiast. Doesn’t cover the latest models, but is now available at a very reasonble price. Softcover, 98 pages.

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10 Troy Bayliss, my life, my career

This is the story of a life dedicated to racing, the story of a man who has always lived among motorcycles. The Ducati Yearbook chronicles the life of Troy Bayliss, Ducati World Superbike Champion through his memories and his experiences (on and off the track), his relationship with his team and with the bikes and the thrilling emotions experienced together. Take a look into the life of Troy Bayliss, his racing career and his passion for Ducati. Troy and the bikes from Borgo Panigale, like the 999 and 1098, together made history. This is a book of photography with images accompanied by the words of the rider, fellow Ducatisti friends, colleagues, family and fans all who came in contact with this Superbike legend a true icon for all passionate motorcycling fans, Ducatisti and non.

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11

11 The Art of BMW Covering the first 85 years of BMW bikes, this beautifullyproduced book covers everything from the first R32 right through to the K1200S in a coffee-table book format.

Exquisite photography and insightful text about many different BMW models makes this book essential reading for any BMW enthusiast.

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Order online - www.cycletorque.com.au or call 02 4956 9825 FEBRUARY 2010 - 39

Cycle Torque Test – 2010 Husqvarna TE510i TEST & PHOTOS BY

Mat Brown

The beast within 40 - FEBRUARY 2010

Damn it, I said full power!

IF YOU ride or desire an open class bike then you’re either used to, or want, plenty of horsepower at the twist of a wrist. Husqvarna’s $12,395 2010 TE510i delivers this, and much, much more.

Closely related to the TE450 – the premier competition capacity these days – the TE510 offers most of the benefits of the smaller bike, with more power and torque.

It’s even the same claimed dry weight as the 450 at 111kg. Going larger in the range is the TE610, but this is a more old-school big-bore weighing in at 140.5kg.

The Husqvarna name has had motorcycles in its blood for over 100 years, building its first machine in 1903.

The year was 1929 when Husqvarna started racing motorcycles – in 1960 the company won its first world offroad title. The four-stroke TE range has been around since 1983 and a few years ago the company was bought by BMW, which has resulted in an improvement in quality control without the loss of the unique character that is Husqvarna.

Big bore hero

It could be argued that most riders looking at getting a big bore thumper are larger riders wanting extra power

to make their riding experience more enjoyable by not having to worry about a lack of power - at any time! Well this engine delivers just that – dial-up horsepower.

Big hill climbs give the 510 owner the chance to show off. No need to take a run up or attack hard, often I could idle up to the base of a hill and simply use the torque of the 501cc motor to drive up. This wasn’t the case for many of the riders I rode with during the test, riding smaller machinery which was a lot harder work in those conditions.

Of course the tables were turned in the tight stuff: a bigger bike is going to be harder to throw around and the TE was no exception, but it’s nothing like the heavy monsters of even just a few years ago – I would just bide my time waiting for the next open section, where the power of the big motor could be poured on.

Around the bike

After my initial urge of ‘get on, hang off the throttle and feel the power’ was out of my system I took time to sit on and feel the ‘fit’ of the bike. The first thing I noticed was how natural the ’bar/control set-up was. The seat height to ’peg to handlebar position was spot on for me and I consider

myself to be of average height at 178cm. The seat to fuel cap movement was effortless as well, thanks to the off-centre cap. The seat foam initially felt pretty hard, but in Husqvarna’s defence it did soften up slightly after break in. The tank felt a little wider than most bikes, which was strange as the tank only holds 7.2 litres of fuel (yes I’m glad the instrumentation has a fuel warning light) - this is only a guide - but we rode approximately for 130km before it came on and I rode a further 10km to get fuel, so the good fuel consumption helps make up for the pathetic tank size.

Confidence up front

Whoever made the decision at Husky HQ to change to KYB forks needs a pay rise. ‘Headshake’ was a term used too frequently when asked about the previous Marzocchi setup, but no more.

‘Predictable’ is a word more suited to the front end of the 2010 510i.

This bike is able to follow the front end well at speed without nervous twitching which inspires confidence.

I was sceptical whether the front and rear suspension would be mismatched considering there was no change to the rear Sachs shock from the previous model, but I can report they work well

FEBRUARY 2010 - 41

Cycle Torque Test – 2010 Husqvarna TE510i (cont)

The beast within

together. The swingarm has also been shortened which improves traction. However all suspension can be improved from stock form and the Husky was a little on the soft side, so do yourself a favour before you start – stiffen up the forks four clicks and the shock two – this should stop the bike hitting the bump-stops on harder landings.

Heavier riders will get a benefit from stiffer spring set-up.

The brakes on the front end are some of the best on the market.

Brembo with wave rotors, and not just any rotors - Braking ‘wave’ rotors. Stopping the big girl is not a problem.

The hydraulic clutch hasn’t changed, but because I usually don’t ride bikes with hydraulic clutches I still get impressed when I ride bikes with this set-up, and it amazes me more bikes don’t run them - they work so damn well, although with the huge grunt this bike produces very few riders will actually need to feather a clutch out of corners, so it’s arguable if you need a hydraulic clutch, but they are great to use and are self adjusting.

42 - FEBRUARY 2010

Slim profile with new graphics.

Battery access is easy.

Link suspension, easy to access adjustment.

S p e c i f i c at i o n s: 2010 Husqvarna TE 510 Engine Type: Liquid-cooled single Capacity: 501cc Transmission: Six speed/chain drive Fuel Capacity: 7.2 litres Frame Type: Steel tube cradle Seat Height: 963mm Wet Weight: 111kg Front Suspension: 48mm USD Kayaba, fully adjustable Rear Suspension: Sachs, fully adjustable Brakes: Single disc front and rear Tyres: 90/90-21, 140/80-18 Price (RRP): $12,395 + ORC www.husqvarnamotorcycles.com.au

Trick bits

The graphics are actually embedded in the plastics. They didn’t mark on our ride, so I’ll be interested to know how they go in a racing environment.

The rear tail light is now LED which is extremely bright, I wish they could apply this to the front end as well; the headlight’s brightness is a bit disappointing.

Other new features this year are a strengthened frame, new radiator, hose and water pump design and a licence plate holder that doubles as a racing number holder (I’m pretty sure MA still wants numbers on the side panels though - feel free to write in if I’m wrong).

Compact engine for a big-bore.

Closing the gap.

Husqvarna has once again released a solid machine which will provide countless fun memories with your mates with minimal personal refinement. It will suit offroad fanatics who love to get competitive on the trails, as well as those looking for a reliable machine for pleasure riding. n

Beautiful swingarm, wave rotor, Brembo caliper and black Excel rims.

FEBRUARY 2010 - 43

TORQUING BACK LETTERS Maybe this idea might Scooter idea

Mr. Rudd in my opinion, missed one very golden opportunity to fix the pollution problem, unemployment, the manufacturing industry and the economy. How? Scooters!

Had he commissioned the car industries that recently closed down to produce say a 150cc scooter, something with reasonable power and handed out one to everyone over the age of 14, yes 14, instead of the $900 handouts, that would have: 1. Secured jobs.

2. Kept money in Australia.

3. Lowered traffic and parking congestion.

4. Massively reduced pollution.

If cars are a problem then slow them down another 10km/h. Make motorcycle overtaking lanes to take bikes up in front of the cars where a space is made free for them at traffic lights, like exiting the Phillip Island MotoGP. When visiting the city I notice 95 per cent of cars only have one person in them. Are they really carrying luggage or goods, or would a scooter suffice?

Back to younger people riding scooters: the basic rider and advanced rider courses should be taught as school curriculum.

How much pollution is caused by parents running twice in a car to get their kids to and from school or to an event when they are quite capable of getting themselves there in one trip?

44 - FEBRUARY 2010

seem a bit radical, but the majority of Australians voted for Mr. Rudd and his ideas, so maybe here’s a solution to easily meet greenhouse reduction targets without destroying industry and Australia’s economy.

Before passing judgement, don’t imagine armadas of scooters in amongst current traffic levels, think of scooters replacing the traffic.

Think how easy it would be to get a park.

David Pitt SA I love this idea! Total political suicide as the tabloids – TV and newspaper – run stories on how the government wants to kill ‘our kids’ by ‘forcing’ them to ride scooters so it’ll never happen, but man, what a cool idea – NP.

Congrats

We would like to congratulate you on your free Cycle Torque paper, which over time has been a joy to read about the latest news, bikes, tech information, parts, dress and racing.

In one of your early 2009 issues the Editor had written, “2009 is going to be a ripper”.

Faith he has, how true he was. We enjoyed his positive approach to the coming year ahead to believe in one’s self and what one does.

My husband John and I have been in the motorcycle mechanical trade for over 35 years and have made many good friends.

We used to have John Wilkinson Motorcycles and then we started Dr Spanner.

Thanks Cycle Torque

for sharing some of this time with us.

We wish your readers safe riding in 2010, and to the Editor Chris Pickett and publisher Nigel Paterson, keep up the good work. May your paper have a long future.

John and Angelika Wilkinson.

Hi guys Thanks for the very kind words. We put a lot of pride and hard work into Cycle Torque. It’s nice to be rewarded with comments like yours – Ed.

Electro

This is my first letter/comment to you fellas so I’m happy to say that over the years this free mag has been keenly anticipated each and every month.

While some of you there seem overly convinced E-mag distribution will save the world, I’m, well, not the greatest fan.

Don’t get me wrong computers, they have their place and I surf the net pretty well (I’m nearly 50 - old school) but you can’t ‘feel’ a computer.

Just like you can’t know what a bike’s like unless you’re on it and riding it.

I can take my paper copy and read it anywhere - outside in the shed, at night reading in bed, on a ride somewhere when having a break. If I need to look up a business to phone them etc I don’t have to wait for a computer to start up to get my fix.

The following ideas would, however, may

Write A Letter!

WIN A Great PRIZE well have excellent application via video on the E-mag - just like the puncture repair link - just don’t make them too brief or you lose the impact. Motorcycle maintenance videos for ‘dummies’ - road and off-road - just don’t scrimp on the detail.

I also think you should do more comparisons between bikes - not so much to say this ones better as it’s very difficult to buy a bad bike these days - but to give a more indepth opinion as to what bikes really suit which riders. The same goes for accessories a broader understanding of how things fit, what can be fitted, what can’t, etc. The benefits of protective clothing and their various types - comparisons there too. Maybe have guest speakers/lecturers who are expert on these accessory products do the videos with you.

Anyway, enough ramblings for one letter, suffice to say I really appreciate your contribution to my motorcycling enjoyment, long may you all live.

Yours Quentin Thanks for the ideas Quentin, it’s good to see we aren’t the only ones who wonder what we’ll do next.

The printed version of Cycle Torque won’t be disappearing anytime soon, but we are excited about the potential of electronic publishing to converge the printed word, photos, audio and video. Check out www.youtube.com/ watch?v=ntyXvLnxyXk for Sports Illustrated’s demo of what’s possible – NP.

This month David Pitt has won a Cargol Turn-n-Go puncture repair kit. With all the tools and equipment you need to get on the road again quickly, this kit is essential for anyone who even thinks they might get a puncture.

Available at better bike shops everywhere.

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.

Test me

Please can you do a bike test on the Puzey XTR2 RX250LC? This looks an awesome bike for beginners to ride. It looks nice in the photos. I think it would be good as your review on the Kinlon was very valuable and informative. There are more and more Chinese bikes coming to Australia and it would be great to review them.

Kevin We try to test as broad a cross-section of bikes as we can and it’s great to get feedback from readers telling us what they want to see, so we’ll try to get hold of the bikes you’ve mentioned – Ed.

Ritualistic

Love your mag! I have developed quite the ritual each month of reading it cover to cover on my door step with a few quiet beers.

I have been riding now for 19 years. Don’t get me wrong, I’ve owned a few tin lids in that time but love to ride bikes. Recently I purchased my first new one. A 2009 R1.

You just can’t beat a new toy. It is my only transport and wouldn’t change that for any car. During my daily ride to work and back I cover around 84km, and some afternoons you get constantly cut off, changed lanes on without any warning and my personal favourite, some wanker sitting right on your back wheel. More

people should go and get a bike licence and maybe then they would pay more attention as to what or who is around them. Most drivers seem to be in their own little world when they are behind the wheel, and I feel there should be far more awareness taught in driving schools and

by RTA testers to ensure safety for all.

Seb

Verse us

I was just wondering if you guys will do a test on the Kawasaki Versys 650. I do own one myself (just bought it with 7,400km on it - 2008) and wanted to see if you have done a report on that model. I found out that they only came out in Oz in 2007/8. If you have covered it in your great magazine can you please tell me which edition and how I could please secure it.

Andreas Hi Andreas Unfortunately we did not test a Versys, it was difficult to procure one so it never happened. But we have tested the ER6 Ninja 650 (in the December 2009 issue), a bike the Versys is based on. It’s a beauty, and you can find that test in the December 2009 eMag or search for Ninja 650 in out test bike index on www.cycletorque.com.au – Ed.

FEBRUARY 2010 - 45

QUAD

FEATURE

Sports roundup Yamaha

Yamaha

SIX sports ATVs are in Yamaha’s lineup for 2010, starting with the Raptor 250 and ending with the Raptor 700.

The range is mainly four-stroke singles, but there’s also the screamer Banshee 350cc two-stroke twin. The smallest full size quad is the Raptor YMF250R, then the Raptor YMF350R. Essentially both of these machines are similar.

The most sport orientated machine Yamaha offers is the YFZ450R Hypersports which uses an engine heavily based on the YZ450F motocrosser.

The ‘Big Banger ’ Raptor 700 is bigger than the rest, in size not just engine capacity. For those who like big thumping engines, this one is the go.

And for the two-stroke enthusiasts of you out there, Yamaha has kept the giant killing Banshee in its stable. Powered by a twin cylinder 350cc two-stroke engine based on the old RZ350 road bike, it has power to burn. If you’ve never tried a Banshee make sure you do. It’s an experience you won’t forget in a hurry. www.yamaha-motor.com.au.

Kymco

Polaris

FOR its sports range, Polaris uses KTM engines for motorvation. Cycle Torque’s readers need no introduction to KTM’s products, it’s off-road machines are some of the best around. It’s a masterstroke for Polaris to get KTM on board, letting the huge American company concentrate on getting the rest of the machine right.

Polaris’ sports range has three Outlaw models, the 450 MXR, 525 IRS and 525 S. These machines have an enviable race record in Australia and have proven very popular.

Polaris is doing some deals on run out 2009 models so check them out at www.polarisindustries.com.au.

Kymco

WHILE it may have an extensive farm ATV range, Kymco has only one full sized sports quad – the Maxxer 300.

Powering the Maxxer is a 270cc liquid-cooled fourstroke single which pumps out 19hp. It’s got an auto gearbox and the whole shebang is housed in a steel

Honda 46 - FEBRUARY 2010

2010 is an exciting year for sports ATV lovers.

Suzuki

KTM

chassis. It’s aimed directly at the budget sports market and comes with disc brakes, alloy wheels and has a one year limited factory warranty.

Kymco is a new player on the Australian market but it’s a massive company which produces parts for a number of more recognisable motorcycling names. It’s getting a good rap with its build quality too.

Go to www.kymco.com.au to check out the Maxxer 300.

Suzuki

THE QuadRacer R450Z is top of the ATV sports tree at Suzuki HQ. Utilising the liquid-cooled RM-Z450 MX engine, the QuadRacer will not be embarrassed in the grunt stakes. It looks

very racy too. And with its top level suspension, the QuadRacer has been a formidable opponent on the race tracks of the ATV world.

Its slightly lesser sibling is the QuadSport Z400Z which has a DR-Z based 400cc motor. It’s not as hard-edged as the QuadRacer and is better suited to sports/fun riding.

Both engines are fuel injected.

Visit www.suzukimotorcycles.com.au for more information.

Honda

IT’S all four-stroke at Honda HQ, with the Sportrax range of ATVs providing the fun for Honda customers. It starts with the TRX250EX, then the TRX400EX, TRX450EX and the TRX700XX. The TRX400 gets its engine heritage from the venerable XR400, while the TRX450 is more competition based.

Each model uses five speed gearboxes (with reverse), while the 250’s engine is a longitudinal set up.

Honda is justifiably proud of its products’ reliability, so expect these jiggers to go on pretty much forever.

Check out the TRX range at www.hondamotorcycles.com.au.

KTM

Polaris

The Euro brigade is headed by the orange team which has one of the strongest sports ATV line-ups around.

KTM has two motocross machines, the 450 and 505 SX. Both of these race quads are designed to go hard and are race ready as soon as you wheel them out of the dealer’s showroom.

For the enduro riders there’s the slightly less aggressive XC models, the 450 and the 525.

KTM’s slogan is ‘Ready to Race’, and one look at any of these four machines will have you agreeing this is the case.

All use four-stroke engines, the SX models are based on the SX-F competition two wheelers and the XC models on the EXC-F enduro two wheelers. www.ktm.com.au will get you to the KTM website.

FEBRUARY 2010 - 47

QUAD

Sports roundup Hyosung

THE TE450 is a very competent sports ATV, and the only offering from Hyosung in the four wheel area. Motor-wise it’s a 450cc liquidcooled single cylinder, electric start with a five-speed gearbox. Don’t for a second think the quality is second class – far from it. Cycle Torque tested the Hyosung TE450 in the July 2008 issue and came away impressed with the vehicle as an overall unit.

Go to www.hyosung.com.au for more info.

Hyosung

Kawasaki

From Team Green we have the KFX450R. Its engine is heavily derived from the KX/KLX family, so you know there’s plenty of grunt on tap from this baby. It has a five-speed ’box with reverse. Of course it’s got all the good gear like potent disc brakes all round, plush suspension, fuel injection and a full alloy chassis. This is the only full sized sports quad in the Kawasaki range so you can imagine the effort the company has put into it. www.kawasaki.com.au will get you all the info you need on the KFX450R.

Aeon

The Cobra 350 is Aeon’s biggest sport quad. It’s uses a 313cc four-stroke liquidcooled single with wet sump lubrication and CVT transmission. Fuel metering is via a Mikuni carburettor, the frame is a steel affair and suspension is double Aeon wishbone at the front and a swingarm at the rear.

Aeon is a Taiwanese company which has been around for over a decade. It started out making parts and engines for other manufacturers before designing and building products under its own name. In fact Aeon is still producing products for many companies, and Taiwan is fast becoming a major player in the worldwide motorcycle industry.

More info can be found at www.aeonaustralia.com.au.

Comparing all of these bikes is a hard task. Some are more competition based than others, and then there’s the budget end of the market. This is an overall view of the market place in Australia, there’s no prices stated so call into your local dealer or check out the websites to find out more.

– Chris Pickett

Kawasaki

48 - FEBRUARY 2010

Let’s seat four

AFTER announcing its relationship with off-road racing legend Robby Gordon last year, Polaris has a brand new vehicle to show for it – the Ranger RZR 4.

According to Polaris, Sport side-by-side enthusiasts looking to carry multiple passengers had no options. That is no longer the case as the Ranger RZR 4 is the industry’s first four-seat Sport side-byside.

Much about the RZR 4 has been taken from the Ranger RZR family. It’s powered by an 800cc high output Twin EFI engine and Polaris claims it has a class-leading power-to-weight ratio and strong acceleration. It features a 1.5 metre width coupled with the Ranger RZR’s patented design that places the engine behind the back seat for the lowest centre of gravity. According to Polaris, this makes the RZR 4 more agile than most competitive two-seat side-by-sides. It also comes in lighter than many two-passenger vehicles.

To help with handling, the RZR 4 is outfitted with premium suspension which includes new Fox Podium X 2.0 piggyback reservoir shocks and chromoly front upper A-arms. This provides a plush 300mm of suspension travel and 300mm of ground clearance.

Polaris says the rear anti-sway bar and dual rate springs keeps the chassis flat through corners and the rolled independent rear suspension helps provide a smooth ride.

To tackle tough terrain, the RZR 4’s suspension is coupled with Polaris’ true all-wheel drive (AWD) system that automatically engages when the rider needs more forward traction and reverts back to 2WD automatically when AWD is no longer needed.

In creating the four-seat RZR 4, Polaris paid particular attention to ergonomics. For the driver, the RZR 4 features class-leading tilt steering offering 250mm of range and a heel pocket for improved throttle response and control. The front passenger will enjoy Polaris’

NEWS

familiar adjustable front passenger handrail. Rear passengers, according to Polaris, enjoy ample headroom and an exclusive rear passenger handrail. Similar to the front passengers, rear passengers also have a 12-volt plug in and two cup holders. All four bucket seats are interchangeable and offer 100mm of front-to-rear adjustability making it easy to switch drivers. For safety, the RZR 4 has four side protective nets.

Cycle Torque tested the two seater RZR S last issue and came away very impressed with the capabilities of the bush blaster. This four seat version can take family fun to an altogether different level.

Polaris Australia won't import the RZR 4 in big numbers, only on a special order basis. As such it's priced at $28,995. But the production run won't be massive so if you want one, get in quick.

Check out this video: www.polarisindustries.com/en-us/ ATV-RANGER/2010/Side-By-Side-Vehicles/RANGER-RZR-4/ Pages/videos.aspx. n

Honda MUV HONDA has joined a number of manufacturers in introducing its own side-by-side four wheel ATV to the Australian market.

Honda calls its Multi Utility Vehicle (MUV) ‘Big Red’, and it’s primarily aimed at farmers, work sites and the recreational outdoors market. And while this encompasses a wide range of uses, it’s definitely not a competition style machine.

Powering ‘Big Red’ is a 675cc single cylinder four-stroke engine which is liquid-cooled and fuel injected.

It’s got an automatic transmission which features a hydraulic torque converter just like a car, and three hydraulic clutches.

Selection of two or four-wheel drive is easy via the dash mounted selector, and four-wheel-drive is available with the rear diff locked only, or with both differentials locked, depending on the conditions and terrain you are encountering.

It’s maintenance friendly too, with shaft drive and a maintenance free battery taking some of the chore away. The designers thought of

the mechanic as well, checking vital fluids is as easy as lifting the driver’s seat which gains you access to the relevant dipsticks and so on.

It’s also got four wheel disc brakes, waterproof electrical sockets in the cab, roll cage and a tilt bed which can take over 200 kilograms of whatever you want to cart.

If you want to tow something, ‘Big Red’ can take up to 544 kilograms. Big Red’ is available at selected dealers nationwide, with a RRP of $19,990.n

FEBRUARY 2010 - 49

Cycle Torque Interview – Brad Smith

BRAAAP Thinking outside the square has set this young man on an amazing journey.

TASMANIA’S Brad Smith is a man on a mission.

His mission is to have 50 motorcycle shops selling his BRAAAP brand of pit bikes in the next three years. Just talking to Brad you can feel how much passion he has for his products, so you wouldn’t bet against him realising his dream of getting the 50 franchise stores up and running. Add the fact BRAAAP has just won the Australian Small Business Champion Award for specialised retail small businesses – two years running – and you can see he’s racing towards his and BRAAAP’s future.

Smith was a bike fan before he thought up BRAAAP, but pit bikes wasn’t where it all started for Smith.

“I was five time Tasmanian champ in full sized MX and about six years ago I was exposed to a new branch in our sport, mini motocross, which was absolutely pumping in America. They have huge events which are shown live on TV and attract 20,000 fans.

“I found out that many of my racing heroes had pit bikes, and even Chad Reed and Nathan Ramsay had a pit bike track.

“I got hooked on the sport. At the time I was 16, I had no idea what it meant but I knew I wanted to be a part of the sport and to get it pumping in

50 - FEBRUARY 2010

Australia.”

What was raced in America was a far cry from what was available in Australia at the time.

“In the USA these pit bikes cost upwards of $10,000. I couldn’t afford that and I knew if the sport was to grow in Australia we need good quality machines that were affordable to people like myself, the rest of my mates and our community.”

The BRAAAP brand is a very multicultural affair.

“Our bikes are designed in Australia, built in China in a factory managed by two French guys. We concentrate on the performance of the bikes, while the French guys control quality and affordability.

“Bikes start at $2000 and go up to $4000. The bike I rode in the world titles in Las Vegas was a $4000 bike with a $500 hot up kit.

“We also build motard bikes and we have a bike currently going through ADR compliance.

BRAAAP has a few stores in Tasmania and recently opened up its

first store outside the Apple Isle at Frankston in Victoria, with many more planned.

“From day one my vision and passion was to take this Australiawide. When I first started all this I was still in high school. I don’t come from a rich family, but the thing my parents taught me was to be successful I should look at other successful people and learn from them.

“I looked up who was the fastest growing small business in Australia at the time, and that was Boost juice bars. I found out Boost was the most successful franchise business in the Southern Hemisphere. I did a bit more research and found out who was behind them, who the owner was. I contacted the owner and I’ve been able to learn a lot from her.

“I now feel we are ready to take BRAAAP Australia wide and international too. We already have deals on the table with people to launch BRAAAP into America, New Zealand, Canada, Africa and France.

“We have some awesome people

behind us and our main focus at this moment is to get our franchises going here in Australia.”

Starting with little money, Smith found persistence paid off when it came to securing funds.

“I approached many banks and I constantly received a one word answer – no! But when I won my first small business award the Commonwealth Bank were there so I asked them to help me fund BRAAAP. The Commonwealth came on board and I have a great relationship with them, and also the Bank of Queensland, which has verbally agreed to fund 50 per cent of a franchise, unsecured, which I think is great.

That way we can grow our franchise network and they can grow with us.”

Smith might only be in his early 20s but he has the business head of a much more experienced person. His passion is infectious and you can’t help thinking this young entrepreneur is going places fast.

Our full interview with Smith can be accessed via our audio podcast No. 36, available through www.cycletorque.com.au or through iTunes.

– Chris Pickett

FEBRUARY 2010 - 51

Cycle Torque Test 2010 Harley-Davidson Fat Boy Lo

52 - FEBRUARY 2010

FEBRUARY 2010 - 53

Cycle Torque Test 2010 Harley-Davidson Fat Boy Lo

Swing Lo sweet

RIDING GEAR: Zeus helmet, WileyX eyewear, Rivet Monsoon jacket, Spyke Matador boots.

TEST BY

Chris Pickett

54 - FEBRUARY 2010

PHOTOS BY

Nigel Paterson

sweet chariot

THE Fat Boy has been with us since 1990: 20 years after the first model Harley has now released a variant, the Fat Boy Lo. And low it is – it has the lowest seat height of any current model Harley – as well as long, but certainly not lean.

The other big news is the price: at $27,990 (plus on road costs) the Fat Boy Lo is more than $1500 cheaper than the stillavailable standard Fat Boy. And it has a stealth look; satin chrome, gloss or satin black for the main colour and minimalist styling – the perfect representation of a factory custom. It looks heaps better than the first Fat Boys, although the lineage can be easily recognised. More importantly though is that Harley-Davidson has been able to keep the styling while massively improving the machine as a motorcycle – sure, like any cruiser cornering clearance is very limited, but the Fat Boy Lo handles and goes better than any Softail before it.

Cycle Torque’s Nigel Paterson was so impressed with the bike from the launch of Harley’s 2010 range (see the November 2010 issue, available online at www.cycletorque.com.au) that he organised this bike to be Cycle Torque’s first cruiser project machine.

Running gear

Harley’s venerable Twin Cam 1584cc V-twin engine is the focal mechanical piece of this puzzle. This is a very modern powerplant, but unlike so many others it’s not been designed for peak power, extreme revs or smooth operation: it’s designed and built to make the riding experience unique, enjoyable and timeless.

Pretty much an all new design only a few years ago, the modern technology includes sequential port fuel injection, a counterbalancer so only the vibes Harley wants you to feel make it through ensuring it’s a modern power unit. It has a dry sump lubrication set up, and a relatively low compression ratio of 9.2:1. It’s reliable, has loads of torque and just loves to lope along all day. In terms of fulfilling its design brief, it’s spot on.

A six speed gearbox hooks up the belt final drive which will keep on keeping on for years. In many ways you could almost compare it to a shaft drive. It needs minimal maintenance and is designed to last much longer than a chain.

The chassis is a highly agricultural affair, at least it is from an aesthetic point of view. It consists of a mild steel tubular frame, joined with a rectangular section backbone, with both tying up with stamped cast and forged sections to make up the entire chassis. Even though the swingarm makes the bike look like a hardtail, it actually comes from the Softail family, with the rear shocks mounted horizontally under the bike.

FEBRUARY 2010 - 55

Cycle Torque Test 2010 Harley-Davidson Fat Boy Lo

It says 96 cubic inches on the air filter cover: a reflection of American pride, no fancy metric system here.

41mm conventional telescopic forks sit out front, partially hidden by the massive shroud which sits behind the headlight.

Twin four-piston calipers and 292mm discs do stopping duties at the bow, while a similarly sized single disc sits aft with a twin-piston caliper. The Fat Boy’s distinctive alloy wheels are used, 17-inch both ends, 3.5 inches up front and a six inch rear.

An interesting couple of measurements is the seat height of only 669mm and the weight which is 331 kilograms ready to roll. So it’s low to the ground (mainly with the help of the lowered suspension), it’s heavy, and with very conservative rake and trail figures, it’s also a slow steerer.

Compared to the Fat Boy, the Lo is 9mm shorter, has a 10mm lower seat (which is also narrower), has 5mm less ground clearance, has 5mm shorter wheelbase. It weighs the same: 313kg dry.

S p e c i f i c at i o n s: 2010 Harley-Davidson Fat boy lo Engine Type: Air-cooled V-twin Capacity: 1584cc Transmission: Six speed/belt drive Fuel Capacity: 19 Litres Frame Type: Steel and Cast Seat Height: 615mm Wet Weight: 331kg Front Suspension: Telescopic Rear Suspension: Horizontally mounted twin shocksl Brakes: Dual discs front, single rear Tyres: 17 x 3.5inch, 17 x 6 inch Price (RRP): $27,990 + ORC www.harley-davidson.com.au Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

56 - FEBRUARY 2010

Cruise time

Even though the centre of gravity is low on the Lo, it still feels like the heavy bike it is. At very low speeds the feeling

remains, disappearing mostly as you reach around 30km/h.

From a pure ergonomics point of view, the seat pushed me slightly forward than I really wanted to be, but overall the seat/’bar/running board combination feels good.

Shorter riders (I’m six foot) will feel more comfortable.

While the suspension is around 25mm lower than the standard Fat Boy set up, and the seat is lower and narrower, I never felt as though I was dragging my behind on the road. Lowering the Fat Boy is a master stroke from HarleyDavidson. It will allow much shorter riders to enjoy a bike they may have previously steered clear of because of reach issues.

At low revs (don’t exactly know what they were, there’s no tacho) the FLSTFB feels strong enough to hold a bull out to wee, and when you crack open the throttle it gives a mighty surge forward, despite having less than 2000 kilometres on the clock.

Shifting through the gears is easy enough, with so few kilometres on this baby you need to be positive with your shifts but this is expected. It might feel a little agricultural but gearboxes tend to be like this when they need to cope with big cylinders. One thing to keep in mind is that sixth gear is very much an overdrive. It’s only when you are doing over 100 km/h that it should be engaged, under that and you feel the engine struggling to cope. Labouring an engine in this way is not good for it, but many riders think you can slot it in to top nice and early because the engine has got the torque to pull it. It does, but it won’t like you for it.

Up to 100km/h the windblast from the open cockpit doesn’t intrude, it’s only when you go north of that you might feel like a windsock. It’s OK for short blasts but tiresome when done constantly. Harley-Davidson make terrific screens which mount simply and quickly. I reckon you might see one on the Cycle Torque long termer in the not too distant future.

Because the bike is lower than the standard Fat Boy you’ll tend to run out of ground clearance earlier. I touched the footboards down first (I prefer the footboards to

The Fat Boy has always had disc wheels – the current version has neat-looking holes.

The twin pipes look great, shame the pillion pegs are crap and allow heels to touch them.

Here’s attention to detail.

The machining on the fins is beautiful.

forward controls, both in look and comfort) and even though I didn’t hammer further into the tarmac I know from experience you can start to grind away the stand and other sections of the metalwork. We knew this would be the case when we looked at getting a ‘Lo’, and this is fine, you just ride to suit the bike you are on. But there’s no doubting the fact the Fat Boy will tip much further over than the ground clearance allows. If you like hearing grinding noises you can push the boards into the ground, they pivot up, but it will only go so far. Just going through intersections will easily have the footboards touching so expect it to happen regularly.

Harley quotes the lean angle available as 25.6/25.2 degrees, a little under two degrees less than the Fat Boy, which is significant when carving through corners, but… this bike isn’t designed for carving through corners.

Big cruisers like the Fat Boy usually brake much better than you would expect. I think the weight distribution helps here. The brakes as they sit individually, are OK. Up front the four-piston caliper on a single disc gives less feel and bite than I expected, and the rear brake is better than expected. Combined they make an impressive team, pushing the bike’s tyres into the road to pull up quick smart. Generally I used the rear brake for tootling around, only really chiming in the front when I needed to wash off some serious speed.

Cruising along is this bike’s forte, and on most roads, even bad ones, the suspension copes well enough. It’s when you start exploring the outer regions of engine performance that you’ll push the suspension beyond its limits. Once again you expect this to a large degree because the shortened forks and shocks have less travel. If you

get a rush of blood on a bumpy road the bike will start to graunch its undercarriage with gay abandon.

Cruising along, taking in the sights and not breaking any speed records, the Fat Boy Lo is a delight to ride. It’s fun, comfy enough and has plenty of poke to do the job.

Verdict

I really liked the Fat Boy Lo: I reckon I’ll love it by the time Cycle Torque has fitted some parts from the H-D accessory cattledog and modified a few other things. The awful pillion pegs have to go and for touring we’re looking at better seats, a screen, heated grips, luggage, accessory electrical power and an intercom. In stock trim it’s a fun machine for relaxed riding and boulevard cruising. You can see why machines like this have attained a huge following in recent years. n

FEBRUARY 2010 - 57

Cycle Torque feature – Deus God Of Speed

Thinly padded seat gets the rider sitting nice and low.

While not exactly highway pegs, the footrest is much further forward than a standard SR.

Time Warp 58 - FEBRUARY 2010

With a dash of this and a pinch of that, the craftsmen at Deus make new bikes old again STEPPING into the showroom at Deus Ex Machina is like stepping back in time. Back when things were simpler, life was easier and we all seemed to have more time. Not only are there bikes to drool over, there’s books and clothes and alloy tanks and fairings and trick pushbikes and ... the list goes on and on. When it becomes too much slip into the café for a treat. Deus is a very special place if, like us, you are a little bit eclectic at heart.

Deus’ motorcycle mantra is to take generally mundane machines and turn them into something special. Or in Deus speak, ‘building motorcycles for the post modern world – silk purses out of sows ears’. Many different styles and time periods are used for inspiration, but minimalist is a fitting description for most machines in the showroom.

Putting aside the rose tinted glasses it was time to see how some of its machines stack up in the real world, rather than the world that exists in our imaginations.

We were able to sample two of Deus’ offerings, both very different from each other in style and basis. This particular bike is based on Yamaha’s SR400, but in an upcoming issue you’ll see what Deus has also done with a Yamaha MT-01 – wow.

A vision

Deus use the venerable SR400 as the basis for cafe racers, flat trackers, bobbers, inner city blasters and in this case the Brat style which is big in Japan and has its origins in post war America where returned servicemen stripped down Harleys and the like to create their own vision of a custom machine.

Deus didn’t actually build this SR400, it was imported as is from Japan but Deus can certainly build an exact replica for you or build one like it with some of your own ideas in the mix. Anything is possible at Deus, it’s sort of like the Willy Wonka of the Australian motorcycle scene.

Drum front brake and Avon tyre give the front end an old school look.

Techno time

Starting with a standard SR400, the standard fork tubes were cut by one inch (we’ll keep the measurements in retro speak), and the aftermarket shocks were lowered an inch and a half; it certainly sits fairly low to the ground.

The wheels form a huge part of the look, 21 inches at the pointy end with a ribbed 3.00 tyre and a 18 inch rear wheel runs a 4.50-inch Firestone tyre to harness the power. In keeping with the theme are drum brakes at both ends, a standard unit at the rear and an early SR front.

Styling wise the bike looks right out of the 1930s, and bikes of that era tended to have single cylinder thumpers for motivation. As such, the SR400 engine suits the theme perfectly. It’s a hottie though, 520cc big bore kit, ported head and mild cam, round slide carb and an exhaust that’s shall we say, ‘free flowing’. Result? 55 horsepower at the crank, a nasty note and a starting action that demands you know how to kick start a real bike.

Obviously there’s plenty of other tasty touches, some which jump out at you and others which are not as immediately eye popping.

Frame wise the rear section has been shortened, it has a ‘one-off’ alloy tank, thinly padded custom seat, head, tail lights and blinkers which hide very well but still pass rego.

Keeping the look ultra clean is a set of ’bars where the wiring runs inside, and the midmounted billet footpegs help get the riding position ‘in era’. All up weight is only 110kg.

Blinker blends in nicely – thankfully it’s bright enough.

Olde worlde charm

We think the look is spot on, right out of the 1930s and very much reminding you of a Garden Gate Manx Norton, at least in our mind it does. It’s small but the riding position is quite comfortable and the whole vibe oozes old world.

Starting bikes like this is a required technique but easily learned, just get the piston slightly over top dead centre, no throttle and kick like you mean it. The God of Speed doesn’t take kindly to half-arsed attempts.

Tiny headlamp looks the part.

FEBRUARY 2010 - 59

Cycle Torque feature – Deus God Of Speed

Time Warp In and about the traffic the bike is very nimble, out accelerates most modern traffic easily and the exhaust note is a man’s exhaust note. It makes you want to rev the sucker out just to hear the blat again – great stuff.

With drum brakes you expect to have to pre-plan your stops carefully, the God of Speed is no different. Rely on them to save you in a last ditch effort and you could well be disappointed. The rear brake actually feels more powerful and let’s just say you can jump on them both without

60 - FEBRUARY 2010

Speedo is easy to read, even sitting down so low.

EDITORIAL

www.cycletorque.com.au

STEREOTYPES

commonplace and much fear of either one locking up. was acceptable to most. But you see adecided couple of idiots After a stop for a coffee, the God of Speed it riding unregistered and didn’t want to start again, most likely down to a ham unsilenced trail bikes downof thehow street many and all of fisted flooding from our tester. Regardless a sudden every trail bike times we tried to console and cajole it, rider ‘Speed’ resisted. is guilty of it.

Back to the truck driver That was until a tried and true technique which resided and his camera. Over the Christmas/New Year in the back of our tester’s mind surfaced.

Pull the decomp period we had a number lever in, gather a bit of steam down a hill and let the lever of road fatalities which involved heavy vehicles. out. Boom! Away she went, easy as, sort of like clutch Fuel tankers seemed to I WATCHED a current affairs program starting but not quite. make up an unusually high percentage the other night. Normally I don’t, I nd of these takes heavy vehicles and there was them quite banal generally.

Anyway, That’s the gig you see, ‘Speed’ you back in time, immediately calls for them to be taken off during this particular show there was a and you’ll love every minute of it. the road, to have dangerous goods like segment about road users, specically transported by rail. Of course this a truck driver who hadistted his big rig $19,500 a starting guidethis to a bike like this, it all would only take a small number of trucks with a camera, aimed at highlighting the offIt the road. I’ll say right here, I’m no depends ona motorist. what you want. might seem expensive but lack of smarts of many lover of trucks, I have seen plenty of their The truckie of he and fellow youwas aresick buying anhisindividual piece of rolling art that gets carnage over the years, and have had drivers being stereotyped as lunatics and aovertime. number of near misses also, a few of allbringers of your senses rampaging of death.

Let’sworking face them while riding bikes which was lucky it, the term ‘Cowboy’ is often used to If you want your own piece of customised freedom visit because there wasn’t enough room for a describe truck drivers in general. Whether car when the truck was taking up a fair this is justi or not isteam debatable, and theedDeus at 99-104 Paramatta Rd, Camperdown portion of my lane as well. would depend on your own experiences.

During television segment the (there are stores 8594the2800 or visit www.

Now this is where weother delve into the too), 02 camera footage showed cars overtaking world of stereotyping.

As humans, deus.com.au. the truck over unbroken separation lines, stereotyping, I believe, makes up a huge and doing a number of other stupid Prepare to do beit,spellbound. part of our psyche.

We all it’s totally things. Of course it’s not the trucks or natural. The ways in which we reach – Chris the cars themselves which are thePickett real these conclusions is many and varied. It could be through personal experience, what you were taught as a child, what you’ve read in the newspaper. Some are quite harmless, others nasty, while some can even save your life. I also believe there’s a ne line between stereotyping and being clued up on life.

All politicians are crooked, bikies are bad, P platers are lunatics, backward hat wearing youths are dickheads, sex workers are dirty, short skirts means the wearer is a tart and so on are just a few examples of stereotyping.

But the very nature of stereotyping suggests someone is falling into that category unfairly, they are being judged by the actions of others.

I have been known to stereotype people at times in a previous professional career where it could be very dangerous if you didn’t. This was gained by personal experience and has no doubt saved me plenty of grief over the years, but would have also been totally unfair to some of the people I put into that particular category, even though they probably never knew anything about it.

As motorcycle riders we are stereotyped, by car drivers to a degree, and even by ourselves depending on what bike we ride.

It would be interesting to canvass a decent number of motorcyclists to see what one group thought of another, for example, sports v cruisers, Harley riders v non Harley riders, v BMW v Adventure v streetghter v Ducati and so on. You get the drift.

You can even look at how the general public stereotype off-road riders, specically when they are ridden close to suburbia. I reckon a good slice of suburban mums and dads would see them as anti-social hoons, regardless of the fact they are in the main never hurting anyone when riding through the bush, or that a couple of decades ago when the suburban sprawl was much smaller it

problem, it’s the fools inside. Truckies generally hate car drivers and the reverse is equally true. And seeing as though it was promoted from a truck driver’s point of view there wasn’t much evidence presented incriminating heavy vehicles.

I think truckies and motorcyclists are pretty much tarred with the same brush by car drivers, and at times you can see why.

I’ve seen some outrageous driving antics of trucks over the years, and if you’ve ever driven down the Hume Highway late at night – especially before the road was divided to the extent it now is – you would no doubt have been scared witless by truck drivers terrorising you, with no thought to the safety of anyone involved.

In fact, here’s another beauty. Last year my family and I were heading to Phillip Island to race, travelling down a major regional road. We met an 18 wheeler mid corner, it took up half our lane, the driver hunched over the wheel no doubt trying to make up lost time. I was forced to run off the road, with trailer on board, lucky to miss a number of trees. He just blasted off into the distance, with my family and I left to count our blessings. If I could have thrown a brick through his windscreen I would have.

Do I stereotype truck drivers? You betcha. I don’t apologise for this, even though I expect some of Cycle Torque’s readers are truck drivers. I’m sure there are plenty of good ones out there but in my experience the industry has more than its fair share of ‘Cowboys’ who are intent on getting to their destination as quickly as possible, regardless of the risks they have to take to do so. And we’ve heard all the stories of ridiculous time deadlines, unscrupulous freight company bosses etc etc. None of that matters when you see a family wiped out on the road.

– Chris Pickett

Modified SR engine punches out enough grunt to terrorise city traffic.

FEBRUARY 2010 - 17

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THE RIDERS CHOICE FEBRUARY 2010 - 61

Cycle Torque Reader Feature – KTM 280 EXC-F

Little big bore Newcastle KTM lets loose its bored-out 250 EXC-F

come clean and admit I’m not a fan of the 250 four-stroke class. Sure, they are light which makes them nimble and pretty easy on the body but some can’t pull a sailor off your sister. And if I’m honest, this makes them rather dull.

They’re the enduro bike equivalent of having a flash dinner with an accountant. Sure, all the ingredients are there but it just doesn’t gel into a good time.

The other interesting point is that it’s slotting another bike into the range of the manufacturer clearly number one when it comes to offering choices. KTM offers eight models in its EXC/EXC-F range, four each of the four-stroke and two-stroke models. Is there really a need for one more?

Big bore

RIDING with your mates is something most of us enjoy. And meeting new friends is part of this mateship factor.

A group of trail riding enthusiasts in the Newcastle area of NSW thought exactly the same, kicking off the Trail Mates website (www.trailmates.com.au) to organise rides, publish ride reports, offer a place for motorcycle businesses to show what they had to offer and so on. It’s been gaining popularity in the

62 - FEBRUARY 2010

area, and when Newcastle KTM gave Trail Mates a bored out 250 EXC-F to test, the crew thought Cycle Torque’s readers should see it first.

First thoughts

When Newcastle KTM rolled its KTM 280 EXC-F off the trailer my first thought was ‘what’s the point?’. Thirty cubic centrimetres won’t lift the 250 from obscurity to a world beater. I’ll

The 280 EXC-F is a 2010 model fitted with a Vertex 280 kit. This kit simply replaces the standard barrel and piston with one having a slightly bigger bore.

This is a simple power-up. Without modifications to the head or crank ensures that it is quite reliable as well as being cheap and easy to install. The bigger barrel has the capacity to suck more in so the guys at Newcastle KTM decided that they would let more out with a Pro-Circuit full Ti competition pipe.

The cockpit is well laid out. Sitting on the bike, everything falls to hand easily. At 180cm I felt comfortable and transition from sitting to standing was natural. On previous KTMs there have been occasions when I’ve felt hunched standing but happily not with this one.

A good first impression and I haven’t even hit the button.

It’s no wallower

The button is one thing that cannot be complained about on the 280. It’s freakish! You don’t hear the starter motor at all.

The instant the button is hit the motor fires into life, hot or cold. I’ve never experienced this with any motorcycle. I can’t comment on whether it’s this good after a spill because the little KTM never spat me off but that is another positive as far as I’m concerned.

The suspenders were set up for someone a little heavier than me but it was only a few clicks softer to find my sweet spot. We were riding in a fairly heavily travelled and rocky section region of the Watagan Mountains. The trails were rutted and root-infested with an abundance of rock-inspired hazards. First impressions weren’t ‘Wow! How great is this suspension?’ It just did the job and let me get on with riding. It wasn’t until I arrived home that I realised it had inconspicuously plugged along without any deflections, spikes or any other nasty business, letting me place the wheels where I wanted.

Handling and suspension are unusual qualities. They are not measurable, in fact they’re quite unscientific qualities. Over the last few years I’ve ridden many bikes where the whole is greater than the sum of the individual components. Any physicist will tell you that isn’t possible.

Thank the heavens physicists don’t ride trail bikes because the little KTM is another package that works better than its individual attributes would lead you to believe. No individual characteristic is outstanding in its own right but the overall result is a winner. The bike is precise and agile.

It is predictable in flat, sweeping corners but is most at home cutting the inside line or darting through the trees like an

Exocet missile on its way to an Argentinian battleship.

The brakes are seriously good. It has been a long while since I’ve ridden a KTM with bad brakes. The rear was strong with good feel but the front was astoundingly strong, true one finger braking. If anyone can show me better brakes this year I’ll drink light beer for a week.

How good does it really go?

The motor is what you’ve all been waiting to read about, which is why I’ve left it till last. Equipped with the Vertex 280 kit and the Pro circuit Ti muffler, the engine had a definite thump to it. Once underway you are left with no doubt that the extra 30cc makes a big difference. The bottom end is not strong but it’s useable and tractable. More than you can say about any 250F. It’s considerably stronger than the standard 250. It’s not in 450 territory but lobbing the front wheel over unexpected obstacles is as easy as twisting the throttle. Head into the midrange and the 280 comes to life. It’s beefy but smooth and it heads into a top-end with plenty of over-rev.

When asked what the motor was like I commented that it was nice and usable without being overly powerful and fourth gear power wheelies weren’t in its repertoire. Just to prove me wrong it pulled a forth gear wheelie on the next fire trail, no clutch required.

The jump to a 280 doesn’t transform it into a fire breathing dragon but it gives the EXC-F solid useable power across the rev range and it makes the little KTM fun with a capital F. – Test by Dan Moloney

FEBRUARY 2010 - 63

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