January eMag by Cycle Torque

JaNuary 2012

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January 2012 – 1

January 2012 www.cycletorque.com.au

Contents 21

TEST

LAUNCH

MOTO GUZZI NORGE

YAMAHA R1

TEST

HUSQVARNA 510 MOTARD

DUCATI 596 LAMS

25 TRAVEL FEATURE features 13 QUAD TORQUE 31 Col’s crash 29 BOOK STORE 35 YAMAHA YZ250 RETRO 41 BILL DAVIDSON REGULARS 3-09 News 10 EDITORIAL 11 race torque 12 GUNTRIP 13 E-TORQUE 14 DIRTY torque 33 TORQUE BACK Letters 2 – January 2012

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NEWS torque

Sydney Show... and the winner is

Bathurst track up again?

WHILE a new road racing track at Bathurst was seemingly squashed over 12 months ago due to high costs and various other issues, it seems another new plan to develop a track at Bathurst has emerged. Talks so far have been in secret but Cycle Torque has heard interested parties held meetings with Bathurst Regional Council recently, with a government agency ready to bankroll the second Bathurst circuit if it were to be approved. Councillor Ian North declined to divulge the finer details of the meeting but said, “I have always said council needs to look at all options when it comes to developing Mount Panorama. “There are only two tracks open in NSW – at Wakefield Park and Eastern Creek – and they are booked solid.

CYCLE Torque’s online competition to win a Yamaha YZF-R15 sports commuter bike attracted more than 15,000 entries. The competition was concluded on the last day of the Sydney Motorcycle and Scooter Show held at the Sydney Convention and Exhibition Centre at Darling Harbour.

“Put simply, this state needs more facilities for motorsport and Motorcycling NSW is looking to fill this void. I must stress though, that these are only early days yet.”

Our lucky winner of the Yamaha YZF-R15 was Brad Cameron of Marayong, NSW. He was the winner but he has given the bike to his father-in-law Ronald Williams, pictured, who picked up the new bike.

If Motorcycling NSW is pushing for this new circuit, then it should be congratulated. n

The Sydney Motorcycle and Scooter Show attracted record numbers across the weekend on November 25-27 with more than 100,000 visitors - up 25 per cent from previous shows.

Coach McCoy

Spread across 15,000 square metres and containing displays form 130 exhibitors the venue bristled with excitement reflecting a renewed confidence in the motorcycle industry. Rain may have slowed Action Arena displays on opening day but didn’t deter crowds of up to 100,000 across the weekend who were stopped in their tracks to watch demo’s from the Monster Energy Kawasaki Showtime FMX riders, Stuntz Inc’s Matt Mingay and Triumph’s Lukey Luke. Indoors, Jack Field and his Flair Entertainment Team performed an incredible 23 trials shows for awe-struck crowds. “The quality of the show continues to rise and the exhibitors did an amazing job building exciting and entertaining stands,” said Event Manager Mark Petersen. “The response has been overwhelmingly positive, from industry and the attending public. “The Sydney Motorcycle & Scooter Show sets the standard and tone for the new year, and we’re confident that this success will be reflected at the upcoming Gold Coast event in February 2012.” The Australian Motorcycle Expo Gold Coast will be held on 17-19 February, 2012. Visit www.motorcycleshow.com.au for more information. n

Editor CHRIS PICKETT Advertising DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au Design & PRODUCTION Dionne Hagan, THE D MEDIA DESIGN Accounts: Rebecca Eastment bec@cycletorque.com.au Managing Editor Nigel Paterson

GARRY McCoy was recently accredited as a Level 1 motorcycle coach, and plans to launch his multi-discipline race school in Southern Queensland sometime in the New Year Located on a huge property at Cooyar three hours north-west of the Gold Coast, McCoy says the school will cater for road racers, motocrossers, dirt-trackers and speedway riders. “I’ve built a 342m speedway oval based on one of the more technical layouts in the UK, and we have 1km dirt-track with plenty of twist and turns, and undulations,” said McCoy. “We’ll also have trials sections, because trials riding was part of my training regime when I lived in Andorra and it really helped my road racing. It’ll be great to pass on my knowledge to the next generation of riders across all those disciplines. ” More details about the school will be released in the coming months. n

www.cycletorque.com.au PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 Email: info@cycletorque.com.au

Regular contributors: Darryl Flack, ADRIAN FOWLER, Bob Guntrip, Keith Muir, Alex Pickett, Darren Smart, Todd Reed, Friedemann Kirn, WWW.2SNAP.COM. Cycle Torque is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Printed by RURAL PRESS, NORTH RICHMOND. Print Post approved PP255003/04198 ISSN 1441-8789 Cycle Torque is available from bike shops across Australia. If you can’t find our latest issue, call 0420 319 335. Subscriptions are available. $24.95 per year, call 02 4956 9820 for details. Copyright 2006. All rights reserved. No part of this publication may be reproduced in any form, including electronic, without written permission of the publisher. PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

January 2012 – 3

Ossa endures

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FOLLOWING hard on the heels of the groundbreaking fuel injected TR280i in 2009, Ossa has unveiled its 250i/300i enduro which represents two years of hard work and a two million Euro investment.

Explorer 2012. Capturing the spirit of the original Explorer released in Paris in 1972, this new model is comfortable and light and designed to enjoy the mountain and the city. The new Explorer also takes advantage of the innovations from the TR280i, such as the two-stroke injected engine and chassis. A combination of a trials and enduro machine it has a bigger seat and offers fun, safety and comfort.

It is due in Australia in the first half of 2012 and is being evaluated for the The two-stroke single cylinder engine with one-piece crankcase and possibility of ADR quick change removable cassette style gearbox features a revolutionary compliance. dual injection system developed in collaboration with Kokusan-Denki. Price is yet to be but This totally new system allows a long series of combinations in the set-up announced expected to be under and management in the character of the 250i/300i. $8000. The electric start is innovative because of its simplicity and notable for For more information the absence of gears. contact the importer The suspension is top notch Öhlins with which the Ossa factory maintains Moto Central on (02) a close collaboration. Highlights include the location of the rear shock on 6248 0229 or sales@ the right-hand side, allowing more space to accommodate the exhaust. motocentral.com.au. Inverted front forks are 48mm and braking is entrusted to the latest n generation 260mm front and 220mm rear discs with Brembo calipers. Meanwhile, Ossa has also launched an extraordinary model in the Ossa

Speed zones

UK POLITICIANS are proposing an increase in English speed limits and reckon millions of dollars will be saved rather than lost by fine revenue.

was set in 1965. Technological advances mean that cars are significantly safer than they were – contributing to a fall of more than 75 per cent in the number of A full public consultation will be people killed on British roads since launched in 2012, with a view to 1965. That is why the Government implementing the speed zone feels it is now time to look again at whether the speed limit set in 1965 changes in 2013. is still appropriate. It won’t be across the board though, only the 110km/h highway speed “Safety cannot be the only limit is targeted for the change, up consideration when setting speed limits. Previous analysis shows to 130km/h. that raising the motorway speed Secretary Philip Hammond from limit would generate significant the UK Department of Transport economic benefits, worth hundreds stated, “I want to make sure that of millions of pounds per year from our motorway speed limit reflects savings of travel time... Initial work the reality of modern vehicles and by the Department suggests that driving conditions, not those of 50 setting the motorway speed limit years ago. at 80mph is likely to represent the “While we must ensure that our best balance of costs and benefits roads remain among the safest in and it is similar to the motorway the world, we must also consider speed limit in other EU countries.” the huge economic benefits that While this may seem something can be created by shortening that’s happening on the other journey times,” Hammond side of the world, Australia has continued. historically taken many cues from The Department of Transport’s it’s colonial master, and hopefully press release went further:“Vehicles this is one idea which may gain have changed dramatically since momentum Down Under. n the current national speed limit 4 – January 2012

Mega muscles

SUZUKI’S 2012 Boulevard M109RZ is already available in Australia. Named after its 109 cubic inch engine the Boulevard’s 1783cc liquid cooled DOHC veestriking new black colour scheme twin powerplant utilises Suzuki’s to set off its chiselled naked bike advanced Dual Throttle Valve features. (SDTV) fuel injection system. Equipped with a 749cc fourThe new 109RZ is available in a cylinder fuel injected DOHC striking metallic blue colour while engine it develops 78kW of power the standard 109R is still available spread over a broad powerband in traditional Glass Black. with loads of low-end torque and The M109RZ is priced at $19,490 a dynamic mid-range. (excluding dealer delivery and Dual 310mm front discs and a government charges), while the 240mm rear disc keep it sane. M109R is $18,990 (excluding dealer delivery and government A sculpted vented front fender and headlight shell and an charges). exposed four-into-one exhaust Meantime, if a sub-litre street system complete the headfighter is more your cup of tea, turning looks. then the Suzuki GSR750 (pictured above) might be the machine for Priced at $12,490 (excluding dealer delivery and government charges) you. it represents great value for the This aggressively styled machine power. n with its strong angular lines has a

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VEHICLE STABILITY SYSTEM (VSS) Integrated traction and stability control with anti-lock braking for peace-of-mind riding.

IT’S A THREE-WHEELED GAME CHANGER.

OPTIONAL SEMI-AUTOMATIC TRANSMISSION (SE5™) Ultra-responsive, easy-to-use paddle shifting with reverse for quick manoeuvrability.

DYNAMIC POWER STEERING (DPS™) Electronically adjusts the effort required for more comfort and improved control.

The Can-Am® Spyder™ roadsters, whether it’s the touring-ready RT or the sporty RS, with their unique three-wheeled stance and intuitive, rider-focused features, it’s everything you need to become one with the road. It’s riding. Reinvented

GENEROUS CARGO SPACE 155 litres of lockable front storage and compartments at sides and rear.

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DARWIN ©2012 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of Bombardier Recreational Products Inc. or its affiliates. * 1 year roadside assist is provided by NRMA and its state and territory affiliates, for full terms and conditions please contact your local participating Can-Am dealership. Always ride responsibly and observe applicable local laws. BRP reserves the right, at any time, to discontinue or change specifications or models without obligation. Products are distributed by BRP Australia Pty Ltd. Overseas model shown; locally homologated RS-S version slightly differs from model depicted.

January 2012 – 5

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NEWS torque The last Harley Superbike, circa mid-1990s.

The boys are back in ‘Nam THE BLOKESWORLD boys Ado and Benwah are ready to bring more fantastic scenery and riding adventures back to your television screens with the premiere of the latest series of Blokesworld with a return to the awe inspiring countryside of Vietnam. Once again teaming up with the crew from Vietnam Motorbike Tours they pick up where they left off in series one of Vietnam, the port city of Danang. “ThistimeweactuallychosetogoinOctober,thewetseason,asweknew it would add another dimension to the trip with possible landslides, fierce rain storms and a variety of weather adding to the excitement and the country looking lush and green beyond belief, with waterfalls on nearly every bend of the incredible Ho CHi Min Trail,” says Benwah. The boys were keen to plot a course that took them through areas which had a lot of war significance, like Khe San and Hamburger Hill and of course the Ho Chi Minh trail and finished up their riding in the city of Hue. Big news for those who want a taste of Vietnam “Blokesworld” style is that VMT tour boss Jason has reluctantly given the boys the go ahead to be celebrity guest tour guides on a limited number of VIP trips throughout 2012 with Benwah leading off on his own custom tour beginning March 17. Check www.vietnammotorbiketours. com for details and further tour dates. All this action plus more goes to air on Foxtel/Austar channel 183 in February 2012 with local community stations such as Bris 31, C31, West TV and others following suit soon after. Cycle Torque is also running it’s own tour with the team from VMT, and although our February trip is booked solid, we are considering running another tour later in 2012. Email chris@cycletorque.com.au if you are interested. n

H-D’s Superbike Future? FACED with an ageing customer base and key competitors moving into Superbike racing, HarleyDavidson’s vice president of core customer marketing Bill Davidson has refused to comment on whether the famed Milwaukee marque will follow BMW and KTM’s move into the hyper sports market.

specific details, but I can’t talk about future products. I can share this though. We are a customer-led business, and we are going to go where our customers want us to go.”

“Our business peaked when our average rider was 44, 45-years-old,” Mr Davidson said. “We have said there are opportunities demographically on both sides of that peak, so what we’re doing is bringing in riders sooner, and making that riding career longer and keeping them longer. We’ve flattened out that peak by appealing to both younger and older riders and it’s working really well for us.”

V-twin engine developed for the VR1000 was the base powerplant for the Harley VRSC V-Rod that was launched locally in 2002.

Asked if he could rule out a move into the Superbike market, Mr Davidson said: “I really cannot respond, I apologise. I’ve been told Speaking in Sydney recently I cannot talk about new en route to a HOG rally product, ‘don’t you dare!’” in Margaret River, WA, Mr Harley-Davidson raced its Davidson acknowledged that VR1000 with moderate shifting demographics and success in AMA Superbike direct customer feedback racing in the 1990s before the is driving H-D’s long-term project was canned in 2001. product planning. The 60-degree water-cooled

“The V-Rod has been a huge success especially in Europe, and Brazil where we can’t make enough of them,” said Mr Davidson, who was deeply involved the V-Rod project. “The key impact of the V-Rod for Harley-Davidson is that it has produced many conquest sales, attracting riders who for example had been considering a GSX-R1000 but were attracted by the V-Rod’s technology and performance.”

Whether Harley was planning to develop a model to go up against the BMW S 1000 RR or KTM RC8, Mr Davidson said, “I would love to give you some n 6 – January 2012

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NEWS torque : PIT BITS

Pirelli privateers shine

THE recent inaugural Phillip Island 8 Hour Australian Endurance Championship saw strong results for Pirelli riders in Superbike, SuperSport and Superstock 1000 classes. An increased number of private teams running Pirelli saw nine of the 25 teams entered for the 8 Hour choosing Diablo Superbike or Diablo Supercorsa tyres. Pirelli privateer teams finished 3rd outright, 2nd in Superbikes, 2nd in Supersport, 3rd in Superstock 1000, and 3rd in Superstock 600.

A4DE date

IT MIGHT be a while off yet but the date for the 2013 Australian Four Day Enduro has been confirmed. It will be held at Harvey in Western Australia from Wednesday 17 to Saturday 20, July, 2013.

ASBK race numbers 2012 ASBK rider number applications are now open, and close on December 31, after Cycle Torque hits the streets. From January 1, 2012 you will still be able to apply but will be left with only outstanding numbers to choose from. Available numbers will be posted on www.ma.org.au.

Indoor carnage ENDURO X is set to visit Melbourne again, on February 4, 2012 at Broadmeadows Motocross Park in Campbellfield. Visit www.enduro-x.com.au for more info.

Lockart wins scholarship SIXTEEN-YEAR-OLD Michael Lockart has won the Reece Bancell Award for the 2012 Australian road racing season, after consistently good results in both the ASBK and Formula Xtreme series.

ASBK calendar confirmed

ROUND dates and venues for the 2012 ASBK series have been confirmed, with full details up on www.ma.org.au. Round one will be held at Phillip Island on February 24-26 in conjunction with the World Superbike roaund, with the last of seven rounds held at Queensland Raceway on September 14-16.

Honda VIP seats GRAB yourself a great seat for the Phillip Island round of the Superbike World Championships. Honda has its own VIP marquee where you can watch the races in comfort and style. It’s fully catered – cash bar is available – pit walks, autograph sessions, reserved motorcycle parking, all for $615 per person. Closing date for ticket purchases is February 10. Visit www. hondamotorcycles.com.au for more info.

Kawasaki hospitality IF YOU are a fan of Kawasaki riders Tom Sykes and Joan Lascorz you can support them in Kawasaki’s trackside hospitality venue at the upcoming Phillip Island WSBK round on February 24-26. $599 gets you a three-day pass plus also the usual added benefits like track walks, good food and reserved motorcycle parking. Visit www.kawasaki.com.au/promotions/kawasaki-wsbk-vip for more info, or call Revsell Marketing on 02 4227 4583.

Formula club BESIDES its national series, Formula Xtreme also will run a two-round club style series at Wakefield Park and Eastern Creek Raceways in 2012, starting on February 11-12 at Wakefield Park. ARTRP the promoters of the Australian FX-Superbike Championship says it recognises there needs to be more club level racing in NSW for the growth and good of the sport, so riders aren’t necessarily thrust into the expense and level of the major race series, and

is a great stepping stone from ride days or the popular 2011 ‘Race Your Mates’ mid-week race meetings at Wakefield Park. Visit www.formula-xtreme.com.au for more developments.

Victorian road racing THE International Entertainment Group (IEG) has announced the dates for the 2012 Victorian Road Race Championships (VRRC). The VRRC will be contested over three rounds, beginning at Broadford State Motorcycle Complex on March 24-25. Round two will also be held at Broadford, from July 7-8, and the final round will be held at the Phillip Island Grand Prix Circuit from October 6-7.

Monster Energy line-up MONSTER Energy Kawasaki has announced its team for the 2012 to contest Motocross and Supercross events. Talented Scotsman Billy Mackenzie will go into his third year with the factory Kawasaki team and will be joined in the 450/Open class by reigning Australian Motocross and Supercross Champion Jay Marmont. Kade Mosig will represent Monster Energy Kawasaki in the Lites class.

2012 MA/AIS Training Camp MOTORCYCLING Australia (MA) is calling for expressions of interest from riders interested in attending high-performance programs throughout 2012. The suite of programs is aimed at riders aged between 15 and 21 who have achieved outstanding results at a state or national level. The majority of training camps will be held at the Australian Institute of Sport (AIS) in Canberra. The dates for all 2012 training camps will be added to the MA National Calendar as they become available. Expression of Interest forms can be found at www.ma.org.au/forms.

MA Calendar MOTORCYCLING Australia has released the full road and off-road provisional racing calendar for 2012. Everything from speedway to Super X, go to www.ma.org.au for all the info.

2012 WSBK Wildcard MOTORCYCLING Australia (MA) has announced that wildcard applications for the 2012 World Superbike Australian round are now open for both Superbike and Supersport classes. The season-opening Australian round will be held at Phillip Island from 23- 26 February 2012. Applications forms can be found at www.ma.org.au/suppregs.

Yamaha gets behind AORC YAMAHA Motor Australia has continued its support of off-road motorcycle sport for another year, returning as the naming rights sponsor for the 2012 Yamaha Australian Off-Road Championship (AORC). Yamaha Motor Australia’s Motorsport Manager Ray Howard said he was looking forward to being a part of the AORC again in 2012. “Yamaha Motor Australia (YMA) is pleased to be able to support the Australian Off-Road Championships,” Howard said. “The AORC is a cornerstone of the national off-road calendar, and we believe that our sponsorship of the event plays an important role in nurturing off-road sport. “2012 is also a key year for Yamaha due to the release of the new WR450F. This model was the first modern era four-stroke enduro bike and has built up a loyal following. YMA will be supporting two teams who will showcase the new model.” Round One kicks of at Dungog in NSW on February 25-26, finishing at Kapunda in South Australia on August 11-12. January 2012 – 7

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SMALL TORQUE

Get your motor runnin’

SILVERWATER Park in Sydney will again host the Silverwater Motor Festival. Bikes, rods, street machines, customs, music, food, drink, tatts, they will all be there. Kids are welcome too. Kicks off from noon, be there from 10am to 12 noon if you want to enter your machine. Visit www.greghirstenterprises.com.au for more info.

Northstar moves NORTHSTAR Yamaha has moved shop, to a bigger store at Bowen Hills in Queensland. The new store is closer to Brisbane’s CBD, and is now at 149 Abbotsford Road, 07 3852 4474.

Blues Ride NEWCASTLE’S Blues Ride and Poker Run is being run on Saturday, March 3, in conjunction with the inaugural Nelson Bay Blues and Wine Festival. Registration is from 8.30 am – ride departs 10.00 am, starts from Graeme Boyd Suzuki, 90 Lambton Road Broadmeadow, finishes at Apex Park, opposite the foreshore Nelson Bay for a bike show. All proceeds from the day will go to children’s cancer support, Camp Quality Newcastle. For further updates on the run please go to www.facebook. com/ridearoundtheblock.

Get Routed to Facebook BIKE transportation and tour company Get Routed has finally made the move to global domination by starting its own Facebook page. Keep up to date with what’s happening by visiting www.facebook.com/ pages/Get-Routed/221178934621750.

for this fabulous event. The rally is being held at Green Park, Conondale from Friday 9th March to Sunday 11 March 2012. Green Park is on the Maleny/Kenilworth Road in South East Queensland, about 5km before the Conondale township. The rally site has hot showers. Meals will be supplied from dinner on Friday to breakfast on Sunday.

New colour HONDA’S VT750S has come out in a new colour scheme, inspired by ‘Fast’ Freddie Spencer, three time World Motorcycle GP champ. Not only does the new colour scheme look great but the VT750S still retails for an amazingly low $8,990 + ORC.

HBBB MOTORCYCLING Australia (MA) has announced entry forms for the 2012 Honda Broadford Bike Bonanza (HBBB) are now available. The 2012 HBBB is shaping up as bigger and better than ever before with the likes of Speedway legend Ivan Mauger and Isle of Man TT hero Charlie Williams among the many high profile stars in attendance, along with a host of classic motorcycles. The 2012 Honda Broadford Bike Bonanza takes place at the State Motorcycle Complex in Broadford at Easter, 7-8 April. For all the latest news and announcements ahead of the 2012 Honda Broadford Bike Bonanza be sure to check out the HBBB website at www.ma.org.au/hbbb.

MotoGC open for business NEW Honda dealer MotoGC has opened its doors for the first time. MotoGC sell all of Hondas range, from the fire breathing CBR1000RR to ATVs, scooters and kids’ bikes.

Celebration of Women’s Motorcycling – 2012 Two wheel trial WITH enthusiasm ramping up for the inaugural Celebration of Women’s Motorcycling (CWM) Rally scheduled for the 2012 Australia Day weekend held over January 27-29, attendees are being asked to make contact and register with the Australian Riders’ Division as soon as possible. As a renowned tourist hotspot, accommodation will be in hot demand so we recommend the camping facilities in the Yackandandah Holiday Park (www.yhp.com.au) or the DSE State Forest camping facilities a short ride out of town on the Yack Gate Rd accessed from the Bells Flat Rd. A registration cost of $10 will be payable in advance which will be used to cover the book production costs. For more information and to register contact the Australian Riders’ Division (03) 9684 0500 or email Bron at membership@ma.org.au.

Xmas Thunderbird TRIUMPH Australia has announced an early Christmas present for those considering putting the 1600cc Thunderbird beneath their tree this December. Until December 31 or until stocks last the Thunderbird can be ridden away at an incredible $19,990 (ABS + $1000). If you are reading this post-Christmas there could still be some available, if you’ve been a good boy or girl in 2011.

Ducati Week THE countdown to World Ducati Week 2012 starts now. Many Ducatisti have been holding their breath, waiting for dates for the event to be confirmed. The Misano race circuit in Italy will stage the event on June 21-24, with track events, shows, top riders, competitions and great music all combined with the incredible atmosphere created by thousands of motorcycles arriving from all around the globe. Be a part of it, go to www.ducati.com.

Kawasaki at Conondale THE Annual Conondale Motorcycle Rally is on again this year; proudly hosted by the Kawasaki Z-Owners Club of Queensland. Now in its 14th year, the family friendly rally is expected to have some 400 bikers show up

A SIX month trial started recently permitting motorcycle and scooter riders to ride in the southbound bus lane on Hoddle Street, Melbourne, during peak morning traffic. Information gathered from the trial, along with community feedback, will be used by the Victorian Government and VicRoads to make an evidence-based decision on whether to allow motorcycles and scooters to use bus lanes.

Panigale prices FOLLOWING the launch of the Ducati 1199 Panigale recently, Australian prices have been confirmed. 1199 Panigale ABS – $26,990, 1199 Panigale S ABS – $33,990, 1199 Panigale S Tricolore ABS – $39,990. All prices are + ORC.

Along came a Spyder BRP has re-launched the very successful ‘Spyder Experience’ demo tour. The Spyder is an amazing machine to ride, but it is different. BRP has a dedicated training area so you can come to grips with the Spyder before heading out onto the road for your guided ride. You can also grab a coffee in the Spyder Hospitality Truck and chat with BRP representatives about the Spyder. Check out www.spyderexperience.com to see where the travelling road show will be and to book your spot.

New creek delayed THE planned 600 metre extension to Eastern Creek’s 3.9 kilometre circuit has been delayed by bad weather. It was expected the new track would be up and running by early 2012 but it looks like this may blow out by at least a month. Good things are worth waiting for they say...

Trooper Italia AS WELL as being a service agent for MV Agusta motorcycles, Trooper Lu’s Garage at Moorebank in Sydney has also been appointed as an approved pre-delivery and service agent for Benelli and Bimota motorcycles. n January 2012 – 9

EDITORIAL

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Making the grade THE motorcycle racing grading system in Australia needs a big shake up. Before I go too much into this subject I need to say first up that I believe the volunteers from the various motorcycle racing clubs in Australia are not to be blamed for this because as we know, they are unpaid and generously give their time without reward. And these very same volunteers are often on the receiving end of abuse from racers and their team members for often trivial matters. I can’t specifically comment much on how riders are graded for off-road racing but being the father of a road racer I have seen numerous riders have a grading level that is way off the mark. Things have changed over time. Many years ago road racers would enter grading races and be subsequently graded on their results. In more recent times the grading relies more on lap times. The idea being if the lap times are consistently fast then the results must therefore be good etc. In an ideal world Motorcycling Australia (MA) would grade riders but it’s left to a grading committee in each state to decide who is graded to what level. Generally these grading committees are filled with people very experienced in the racing scene, whether they be ex-racers or simply people who know their stuff when it comes to racing motorcycles but it is still a flawed system. One of the issues at the moment is there’s two main road race series in this country – ASBK, and the Formula Xtreme series which is run under a different body, not Motorcycling Australia. A number of state based clubs also run their own series. The governing bodies in each state (NSW is run by Motorcycling NSW etc) are supposed to notify riders who have an MA licence what grade they are at but in reality it’s very hit and miss. Riders who race in the ASBK series, or MA sanctioned club events must hold an MA licence, while riders who race in the Formula Xtreme series can race with either an MA or AASA licence. If you only have an AASA licence you can’t rock up to an MA event and ride. You might think this is all hunky dory and not a major problem but 10 – January 2012

xing it up. (Pic Keith Muir)

A, B, C and D grade riders all mi when prize money, championships or prizes are up for grabs (last year the Formula Xtreme series had a number of Yamaha MX bikes as prizes) the issue gets clouded, and some riders like to downgrade themselves to make their chances of getting said prizes a little easier. The Formula Xtreme series has said it will use MA gradings for the time being, until it can develop its own system, which has yet to happen. Maybe it will be done before the 2012 season kicks off. There’s been a number of rumblings in the pits over the last couple of years when riders have been accused of purposely keeping their grading low for championship aspirations. The finger has also been pointed at some race promoters who have been seen by many racers to allow this to happen to keep interested parties happy. My own experience is that Cycle Torque’s Alex Pickett assumed he was a D-grader after leaving the junior ranks and joining the seniors. He was entered as such for numerous races without any notification whatsoever from Motorcycling NSW until a chance phone call enlightened him to the fact he was a C-grader due to having competed for two years in junior road racing. Still, nothing has ever been received from MNSW so he doesn’t actually have anything in writing. And as he’s competed mostly in AASA

sanctioned events over the last two years (with an MA licence though) it seems he’s overlooked by the relevant grading committee, as are no doubt numerous other racers. At the last round of the 2011 Formula Xtreme series in November there were D-graders doing some very quick times, and A graders doing not so fast ones. You only have to look at the ASBK’s Superstock 600 to see what I mean. This class is for C and D grade riders because they are for up and coming riders, and although It’s accepted that you should be able to finish the year in the class and at the grade you started it, regardless of how much you improve during the year, you shouldn’t be able to compete in this class for more than two seasons when it’s obvious your lap times show you should be racing at a higher level. And if you finish in the top three in the championship it should be move along time regardless. What’s it matter in the real world? Probably not a lot on safety grounds. Many classes have riders of all grades battling it out on the track at the same time without any blatantly obvious issues because generally speaking the lower graded riders are towards the rear, generally... Grading consistency between riders and both race series need to be sorted for there to be more credibility in them. – Chris Pickett

RACE TORQUE

www.cycletorque.com.au

X&Y

THEY call it the X factor, the metaphysical relationship a rider has with a bike. Well, maybe it’s actually the X and Y factor, X being the bike and Y being tyres. Casey Stoner had a difficult but successful X relationship with his Ducati, and an even better Y one with Bridgestone tyres. Valentino Rossi had a wonderful time on the Yamaha M1 scoring four MotoGP titles, and was able to muscle his way onto Bridgestones for 2008 when they were clearly the best rubber to have after earlier successes with Michelin. It’s worth revisiting Rossi’s first encounter with the M1, for it provides a fascinating insight into how this mercurial rider needs to connect so deeply with his motorcycles. It is clear he has no real connection with his current steed, the Ducati. Writing in his autobiography about the first day of testing the Yamaha M1, Rossi said, “That day in Sepang, 23 January, 2004, I stayed with my bike all afternoon and into the evening, well past sunset. I only left when it was dark. I just wanted to spend time with my new bike, checking and double checking that everything was in order. As I progressed from 125 to 250 then to 500 and onto MotoGP, I maintained that habit of dropping in at the garage at night. I enjoy the bike during the day obviously, but my relationship with the bike is so special that I spend hours with it, just looking and admiring it, making sure that everything is in order. “Those are very personal moments which I find difficult to describe. The Japanese guys, both the executives and also the engineers never knew this, not the guys at Honda, nor the ones at Yamaha. I don’t think they’d really understand. They would probably view it as a waste of time, since I don’t actually do anything concrete. I never touch anything to do with the bike itself, beyond obviously the stickers. And yet I find it hard to explain to an engineer that I enjoy simply being near the bike even when I’m not doing anything. It’s a complicated concept to explain; the risk is that people will think that you’re crazy.” This is the X factor to the max. With Rossi complaining about his Michelins in 2007 when Stoner was dominating on the Bridgestone-shod Ducati GP7, Dorna boss Carmelo Ezpeleta first floated the idea of a one-make tyre rule that caused quite a stir in the GP paddock. When Rossi demanded and received Bridgestones for 2008, the threat died down but was reignited by a blow torch when Dani Pedrosa made his controversial mid-season to the ’stones that set off massive ructions around the paddock. This was the

final straw for Dorna and other key stakeholders. The issue of tyres was threatening the integrity of the championship, making some of its biggest stars appear like petulant children wanting the same trick toy as the fast kid down the street. The easiest way to fix this mess was to make good on the 2007 threat to switch to a single make rule (which was originally a tactic to force Bridgestone to support Pedrosa and Rossi) and make it a reality so ending the bickering over rubber. If Formula One and World Superbike can make a single brand work, why can’t MotoGP? Like most things in life, however, the simplicity of a one tyre rule comes at a cost. Contrary to popular belief, Thomas Scholz, Bridgestone√ïs head of logistics said that prior to the single-make rule, Bridgestone developed its tyres for each manufacturer but not individual riders. He made the interesting comment that the Ducati GP8 worked the rear tyre less than the Yamaha, and that Rossi works the front tyre harder than Stoner so different tyres were made accordingly for each brand - that is not the case now. Fast forward to 2011, and an X + Y conversation between Kevin Schwantz and Rossi published on Superbikeplanet.com following his Valencia test on the Ducati GP12. It reveals Rossi’s deep concerns with the single-tyre rule and the GP12, which he said was an improvement on the GP11, adding though, “We need a whole lot more

than that.” When Schwantz talked to him at Laguna Seca, Rossi said. “I just cannot get any confidence from this bike. I can’t get any feel from it. I cannot get what it is that I need to be able to push this bike to go quick.” “We talked a little bit about Bridgestone,” Schwantz wrote, and Rossi told me, “You ask the guys at Bridgestone, and they say ‘this is exactly the same tyre we used last year. I just want to tell you one thing, Kevin. Same tyre? Bridgestone says same tyre. In Malaysia in 2010, of the 17 or 18 bikes that were there, 90 percent of the guys ran the hard tyre. In 2011, there were 17 bikes on the grid, and all but one ran a soft tyre.” Valentino said, “Almost identical weather. Not like, ‘Oh, it was just about to rain,’ or ‘it was pretty cool.’ No real difference as far as weather goes. And the only guy that ran a hard tyre was Simoncelli.” Schwantz said, “My take on that is if the tyre’s the same, why a complete flip from of all-hard last year to all-soft this year? “Most of the issues that seem to be hurting people are these tyres,” Schwantz continued. “You talk to these riders about the first two laps, and it’s just absolute fear. It takes time to get the things up to temperature and get a real feel for them. I don’t know exactly what’s going on there - have the bikes all gotten that much stiffer in the suspension? I have no idea if there’ve been that many changes in the bikes. But Valentino stared me straight in the face and said, ‘Those tyres, they scare me.’” – Darryl Flack January 2012 – 11

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Drawing the line REGULAR visitors to this remote corner of Cycle Torque’s most excellent real estate will be familiar with my suspicion of the FIM’s continual meddling with grand prix regulations, but even I have to acknowledge an inspired decision in opening MotoGP to big four-strokes 10 long years ago. Whether the regs for 2012, with their top limit of four cylinders, maximum 81mm bore and claiming rule will do anything to maintain the quality of racing we’ve grown used to over the past decade, I’m not so sure. On the other hand, with most of the world’s economies on the verge of meltdown I suppose it’s only reasonable to acknowledge the economic imperative and try to play within its evolving strictures. Bottom line though, I’m still of the opinion that MotoGP shouldn’t have too many constraints imposed upon it. It’s the flagship of motorcycle racing and the promotional vehicle of motorcycling as a whole, and should be allowed plenty of elbow room to get on with it. Thanks to the colourful, spectacular, exciting racing we’ve seen for the past 10 years, all manner of unlikely souls have become Monday-morning experts, and Valentino Rossi has truly become a household name, internationally recognised to a degree none of his predecessors managed. We certainly haven’t reached the point at which we should be trying to justify the sport that propelled Rossi et al to the dizzy heights and helped them enhance the Sunday viewing of so many. But pressure is mounting. Not so long ago the green lobby decided to get Formula 1 car racing in its crosshairs and began making rumbling noises about its ecological footprint. So some bright spark over yonder did a few sums and concluded that all the F1 cars running in all the grand prix and all the test sessions in a given season burnt enough fuel to get one Boeing 747 across the Atlantic. Just. Make sure you know where your lifejackets are, folks. And the fuel consumption of MotoGP on that basis? Enough to get a Fokker Friendship from Werribee to Cloncurry, maybe. Flippant, yes, and hardly the same argument, but bear with me. Wiser and far better connected folk than yours truly have done equally interesting calculations and come up with the guesstimate that Honda’s MotoGP budget is some $100

Colin Edwards and his 2012 Suter-BMW MotoGP

bike.

million per year. Well, to the best of my recollection no one has ever claimed an RCV212 is a budget build. Honda, Yamaha and Ducati probably represent the best resourced and hence most expensive teams on the grid. Everyone else probably gets by on a little less lolly, perhaps as little as a penurious $50 million. But just for fun, let’s call the average per team $70 million and multiply that by 10 teams – so $700 million gets you a gridful of barking 800cc MotoGP bikes for a season. A lot of money, to be sure; but to put things in some kind of perspective, it’s about five per cent of the NSW education budget for 2009-10. And it wouldn’t buy you more than a couple of Formula 1 teams. Trying to assess value for money in such matters and in such uncertain times is a parlous business indeed, but we can be sure that MotoGP is far from the most expensive form of motorsport, and on any seat-of-the-pants assessment, it is doing what it says on the tin; it’s delivering. I’m not sure our cousins on four wheels can claim quite the same thing. Twin-track vehicles racing on circuits as little as 12 metres wide (the FIA minimum) are likely to have the occasional difficulty mounting wheel-to-wheel thrillers, and a sport that requires an ‘overtaking working group’, not to mention various technological aids

such as KERS to boost the chance of the cars actually racing, seems to me to be a sport that’s lost sight of itself. I wonder what the mighty Jim Clark would have made of it all. And F1 is not above criticising its circuits as contributing to the problem. To cite but one example, Magny-Cours, redesigned in the 1980s and the most recent home of the nomadic French Grand Prix, has copped its share of flak for producing processional races. Not so on two wheels. A quick search of YouTube produced video aplenty of the lads in World Superbike and World SuperSport banging elbows and swapping paint at Magny-Cours. Car racing has traditionally been bigger, more spectacular and faster than motorcycle racing, but I wonder if the times they are finally a-changing. Check out a MotoGP event today: top speeds to rival F1 cars, an abundance of colour and visible drama at every event, prodigiously talented blokes routinely plunging into corners four abreast. What more could you want? Motorcycles should be the natural vehicle of choice for motorsport – it’s obvious, isn’t it? – Bob Guntrip

January 2012 – 13

FULLY LOADED E-TORQUE

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The lean-back experience 1

Extreme race gloves

THESE are the most protective gloves in the TPS (The Protected Species) range. Kangaroo hide in the palms and Aniline leather uppers, they have TPU moulded knuckle and finger protection builtinto in. Kevlar reinforced I HAPPILY turn a couch potato most panels in the palms and high tensile nylon stitching I might keep you evenings. safe and looking good. have the Best Job in Available the in all World regular sizes. but it’s still work, and by the Price: From $99 time the time the family’s had dinner, AvAil Able from: www.sharkleathers.com.au (07) 5573homework’s 5118 done and the kitchen’s hosed more info: www.sharkleathers.com.au

out, it’s time to relax – usually in front of The the Protected Species box. SHARK’S latest in Summer motorcycle jackets is the But now, it needn’t be a diet of crappy TV. TPS range. Loaded with features including Tech Mesh for an ethernet Although my TVnewdoesn’t have great airflow with great resistance to tearing, it can be port (many TVs, especially big ones, sold in used all year round with the zip out detachable thermal liner. It also twoyear external andita does waterproof thehaslast orpockets so do) have HDMI, internal pocket. which I plugged an old computer into. This jacket is available in five colours. Price: From It $149 doesn’t really matter how you connect AvAil Able from: www.sharkleathers.com.au (07) 5573your 5118 television to the internet, once you do more info: www.sharkleathers.com.au there’s a world of viewing closer to what you really 3 Master of the want roadto watch than being offered SHARK Leather’s Roadmasterorboot a stylish full by Free-to-Air Payis TV in Australia. leather sport/touring boot using reinforced padded shin You can subscribe to MotoGP and ankle and is 100% waterproof. Breathable with Dry-or the Tech mesh interior they also have aChampionship built-in waterproof and watch Superbike World liner as well as oil resistant soles with key grip pattern. their feeds Reflectives add tolive visibility and rather safety. than through Foxtel Price: From $119. or Channel 10. There are ways to access AvAil Able from: www.sharkleathers.com.au supercross speedway and trials, (07) 5573motocross, 5118 more info: too.www.sharkleathers.com.au 2

Connecting a TV to a computer is something of an expensive hassle though: it’s not a job for your average luddite. Apart from the expense you also need cordless keyboards/mice or a fancy remote control, sometimes endless patience getting the video output to match the TV’s inputs and even when it’s all done you’re often defeated by bandwidth as your ADSL connection slows down when your next door neighbour starts playing Modern Warfare III. I think I’ve found a better way, at least for lots of internet-based video: the AppleTV 2. This tiny black box about the size of a small external hard drive connects to your TV via HDMI and is 3controlled by a little remote supplied in the box, or by your iPhone, iPod Touch or iPad. It connects to the internet and shows YouTube videos in glorious High Definition - the Cycle Torque videos (search for cycletorquedotcom) look fantastic, even

42 inches wide. Vimeo and Flickr are also supported. AppleTV 2 also lets you rent movies from Apple and tie-in with a lot of the latest Apple gadgets and technology – Photostream, for example, seamlessly uploads the photos you shoot to the web and an Apple TV2 will show them on your TV as a slideshow or even as your screensaver – no more uploading, downloading or transferring. Movies, photos, music and videos can be streamed from your computer or many Apple devices to the AppleTV2. Shoot a video of your ride and show it up on the big screen when you get home. I would be even more impressed with the AppleTV 2 if it had a web browser so you could access any website, but at $129 maybe that’s too much to ask. Go to www.cycletorque.com.au/more for links to many of the websites in this article. – Nigel Paterson

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DIRTY TORQUE

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Supercross in Australia FOR the umpteenth time over the last three decades, supercross in Australia is on the verge of collapse so I thought it was as good a time as any to go down memory lane through my rose coloured glasses. When supercross first hit Australia it was an absolute cracker of a time for riders and spectators alike. Speedway promoters, local regional clubs and private promoters all had a crack a supercross and from a rider’s point of view these were great events. I am pretty sure it was around 1980 that I rode my first supercross. I had raced a few ‘indoor motocross’ events earlier than that but my first ‘proper’ supercross was probably at either Archerfield Speedway or Toowoomba Speedway. I know I was riding my trusty 1979 RM125 at the Toowoomba Supercross in 1980 where I witnessed Calvin Brewster hitting a six foot high ‘ski-jump’ fourth gear flat out on his RM250T and flat landing 60 odd feet further down the track before getting ripped off the back of his bike when his leg got wrapped around the track side bunting – amazing. Over the next decade or so I rode individual supercross events in Mareeba, Townsville, Cairns, Mackay, Rockhampton, Mt Isa, Gympie, Brisbane’s Lang Park, Brisbane’s Ekka Grounds, Chandler Velodrome, Archerfield Speedway, Gold Coast, Lismore, Coffs Harbor, Sydney Show Grounds, Nowra, Canberra and Melbourne. The venues ranged from speedways, rodeo grounds and show grounds and as a rider I can say we rarely raced on a crap track. That said, it was a time of experimentation as far as track designs went so there were some dodgy obstacles but more often than not the promoter would listen to riders’ concerns and make the necessary changes. When there was a supercross event on riders would turn up from all over Australia to the town that was hosting the event on a Friday and quite often we, the pro riders, got to do a press day ride and get a feel for the track before practising, qualifying then bashing the crap out of each other throughout the 20 lap main event on the Saturday night. Then after the racing was over we would all go out to the local night spot and blow our prize money (yes, we got real cash prize money back then) chasing some of the local females. Racing, girls, money – what else is there in life? When I think about it these events had all classes of racing. It wasn’t a show just for the pro riders, we had A, B and C grade riders, juniors and even a ‘trail bike’ class at some events and can I tell you, we use to always go out to watch the C grade races because there was carnage when those lunatics had a crack at a supercross track. And it was a big event for many communities when the annual supercross hit town. I can remember being interviewed by the local radio station and even on the TV during the news in the days leading up to the event. Again, I will go from memory here but one of the first real promoters that took supercross seriously was Brisbane’s Blair Shepherd. Blair held a few races here and there but his crowning glory has to be the fully televised supercross held at Brisbane’s Lang Park. Blair got the AMA Supercross Champion Mike Bell, factory Kawasaki USA’s Warren Reid and every Aussie hopeful to ride the event and it was an absolute cracker of a race, for racers and fans alike. Ex-Speedway promoter John Fenton was the next person who got involved and I got to ride plenty of his events and he always had great tracks. John ran his supercrosses like speedway events so they were slick and well run. From the late ’70s through to the late ’80s there was a plethora of international racers who had a crack at supercross in Australia; Mike Bell, Rex Staten, Warren Reid, Chuck Sun, Jimmy Ellis, Marty Moates, Goat Breker, Jeff Gibson, Broc Glover, Jeff Glass, Jeff Matiasevich, Harkan Carlquist, Danny LaPorte and Kiwi Peter Ploen. During those early years Aussie riders like Stephen Gall, Anthony Gunter, Robert Bailey, Trevor Williams, Mark Pace and Jeff Leisk got the hang of supercross and managed to hold their own against the international racers.

For me, the best supercross event that I went to each year was up in far north Queensland in a little town called Mareeba. The event was put together by the local club and the venue was at the Mareeba Rodeo Grounds where they always put down a fantastic track with an awesome design and great loamy dirt. And the party after… don’t even ask… Unfortunately it seemed that for all of those early years it simply was not economically viable to pay for a venue, pay to put a track down, pay for the advertising, pay prize money and expect all of this to be recouped by the locals turning up and pay to watch the racing. By the early ’90s the ‘local’ supercross events all but dried up so supercross became a sport for the very few. Still, for me, those early years were the hey-day of supercross in Australia because once Fenton fell away Phil Christensen got involved and for quite a few years Phil ran the Australian Supercross Masters predominantly at indoor arenas like the Brisbane, Sydney, Adelaide and Melbourne Entertainment Centres. Indoor venues are great when you take weather control into consideration but they are crap venues when it come to decent tracks and racing. Unfortunately all of Phil’s efforts were for naught, the Australian Supercross Masters was not paying its way so by the end of 2007 something had to change. In 2008 Global Action Sports teamed with Chad Reed and took over the Australian Supercross Championships with the promise of better tracks, live television and new race formats and for the first two years those promises were kept. Was the championship better for GAS and Chad’s involvement? Yes in some ways and no in others. Was the racing better than the good old days, probably not but at least we still had a series. For 2011 the Australian Supercross Championships went back to racing in show grounds and from what I hear it would have been a great series if it wasn’t for poor weather at several rounds. Super X Managing Director, Michael Porra, had this to say about the current state of supercross in Australia. “For five years now, the series has not come close to breaking even financially and yet we have stuck with the sport and we are doing the best we can. This year will be no different. “I don’t know what the future holds for us, as this year has been very disappointing, but I can say that I have grown to love the sport of supercross and I am doing everything I can to help make it succeed.” So here we are, 40 plus years after the first supercross event in Australia and the sport is once again struggling. I don’t have the answer to the problem but I will say that it is a pity that the good old days of supercross are gone forever. – Darren Smart January 2012 – 15

TEST BY

Chris Pickett

PHOTOS BY

Tim Munro &www.cycletorque.com.au Adrian Fowler

Launch Report - 2012 Yamaha R1 RIDING GEAR: Chris: Shark helmet, Joe Rocket leathers, gloves by Five Gloves, Alpinestars boots. Nigel: Shark helmet, Joe Rocket leathers, Matador Equipment gloves, Arlen Ness boots.

Traction control brings the R1 up to date

Now better looking and with added traction control, the latest YZF-R1 is even tastier…

Crossplane traction With six stages of traction control (plus ‘off’) and three power modes the 2012 R1 has 21 engine set up options. As traction control development generally improves with each model, the new R1 hasn't been left behind. It's seamless in its operation, giving the R1 rider an unprecedented level of confidence and control.

Before 2012

When Yamaha's latest generation YZF-R1 was released in 2009 the Crossplane crankshaft design gave it an edge on the competition, a marketing edge maybe rather than a technical one, but an edge all the same. You could argue every bike on the market has something to set it apart from others but at the world launch of the ’09 R1 at Eastern Creek you could see the assembled journalists were keen to sample the new design, one born from Valentino Rossi's M1 MotoGP racer. A road going M1 if you like. To the uninitiated, the Crossplane crankshaft R1 has an inline four cylinder engine but the crankshaft design makes the bike sound and feel similar to a V4. This in itself gave the bike better traction than the average inline four cylinder 1000cc sportsbike with a screaming top end. The Crossplane crank is much heavier than the previous design and this may have played a big part in why the 2009 R1 wasn't a resounding success on the race track in Australia, as a superbike at 16 – January 2012

least. Despite that, a heavily modified R1 won the World Superbike title in 2009 in the hands of Ben Spies. Since then the R1 has won lots of races in the hands of Yamaha Australia's Kevin Curtain so it can't be a bad thing. On the road this heavy crank made the ’09 - ’11 R1 a delight to ride, despite the extremely sporty riding position. It had the lot – great brakes, pin sharp handling, attractive styling, but the best thing about it was the engine.

2012 model

A quick overview of the engine – besides the Crossplane crank – shows it has titanium valves, 183 ponies, 115Nm of torque, sixspeed ’box and a slipper clutch. The only real thing new on the 2012 engine are revised primary injectors in the fuel injection system, and different mapping on the ECU which gives better low and mid range performance. It does also have a revised air intake via a different grille shape on the fairing. Yamaha doesn't say this gives any performance benefits at high revs though. Before we delve into the traction control let's look at what other changes there are. The rear shock has a lighter spring rate to better cope with our Third World roads, and a bottom link redesign to give better traction, while the MotoGP-derived 43mm forks seem to be essentially unchanged from the 2011 model, with the left fork controlling the compression damping,

www.cycletorque.com.au

January 2012 – 17

www.cycletorque.com.au

and the right one controlling rebound. It's the same with the Deltabox frame, and the swingarm, they are unchanged. Styling is a little different, mainly around the headlight area but there is a plethora of other styling updates, like muffler covers and end caps, and a new instrument panel to include the traction control information. Brakes are the same as before too, with big rotors and massive radial 4-piston calipers so not much need to muck around with them anyway. There are three colours, matt black, blue/white, and the limited edition red/white which looks fantastic. The limited edition model has a numbered plaque on the triple clamp and really is coming to Australia in limited numbers. My guess is they've all been snapped up by dealers and customers now but you could be lucky.

The ride

In reality bikes like this don't make good road bikes. Good track bikes yes, road, no. The revised rear spring rate is better at coping with bumps but bikes like this are not designed for our roads. Am I stating the obvious? Probably. You can play with stuff like handlebar height and ’peg position if you go aftermarket. The new R1 has redesigned footpegs but although I liked the fact they were grippier than before I found the brake and gear levers too narrow for my feet. Many a time I couldn't find them and had to go searching, on the road that is. On the track it was less of a problem but still there nonetheless. On the track this bike is a real hoot. It's got tons of horsepower – it may have less than the BMW S 1000 RR and Kawasaki's ZX-10R for example, but in the real world for 99 per cent of riders it makes little difference in my mind. This thing is very bloody fast, and likes to loft its front wheel out of corners.

There are three power modes to play; Standard, A Mode (fast) and B Mode (smooth). For me standard is where most riders will be. I reckon A Mode makes the bike too snappy off the bottom and can unsettle the bike a bit. Fine for racers but everyday riders will be better off in Standard Mode, on the road and on the track. B Mode is for rain or dodgy conditions. Handling is up there with the best, it tips in nice, is settled mid corner and drives out of corners nicely. The brakes are potent too, but not too potent at first grab. Yamaha has got these right, never once did I find that the initial bite was too aggressive. You would expect this on the track but even on the road I liked the feel of the brakes. There's an electronic steering damper which self adjusts on the fly. Plenty of times I was mucking around pulling wheelies or even kicking the front wheel sideways under hard acceleration. Never once did I get a major twitch back through the ’bars so it obviously works well.

The final say

I like the R1, have always done so. Sure it's a race bike for the street and I would probably rather own something else for road work but for track work I'd have one any day. It has a beautiful engine, and with a set of pipes sounds glorious. As for the traction control, it's hard to fault, and in fact I can't fault it. I've sampled most of the current sportsbikes with traction control and have found them all great at that job. The 2012 R1 is as good as any. It will cost you $19,999 for the regular version which is good value, and $21,499 for the limited edition WGP 50th Anniversary model, if you can get one. Warranty is two years unlimited kilometres. n

Specifications: 2012 Yamaha yzf-r1 Engine Type: Liquild-cooled inline four Capacity: 998cc Transmission: 6-speed Fuel Capacity: 18 litres Frame Type: Alloy Deltabox Seat Height: 835mm Wet Weight: 188 kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston disc front, single disc rear Tyres: 120/70-17, 190/55-17 Price (RRP): $19,999 + ORC (Limited Edition $21,499) www.cycletorque.com.au/more 18 – January 2012

Call for a quote

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

Launch Report - 2012 Yamaha R1

The R1’s Deltabox frame.

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Footpegs are new for 2012.

Crossplane crankshaft makes the engine feel like a V-four.

Traction attraction Front and rear wheel sensors measure the slip between both wheels and combine with the ECU, ride-by-wire system which combines to alter both fuel injection and ignition settings to improve forward drive. Yamaha reckons the system is so good it can recognise wheel slippage before the rider can, and after riding it I can't argue with that. There are six traction control settings, or seven if you count turning it off. Even though it doesn't actually have wheelie control, the most intrusive two levels are basically this. It will allow the front wheel to lift off slightly but only just before the system brings the wheel back to earth. At the launch it was pissing down with rain so what better way to test the traction control. Out of corners you could slam the throttle open in levels five and six and the bike would suffer no wheelspin whatsoever. In levels three

There’s a light to indicate traction control action.

and four you could even wheelstand out of corners in the rain without the back wheel spinning. Less than that you could feel the rear wheel slip a bit but then I was at the limit of my confidence and not prepared to push harder on a wet track with someone else's motorcycle. On the road in the dry the only time I felt it kick in was on level three with me slamming the throttle hard open from a standing start and feeling the system quickly cut power. Later we were to revisit the test arena in the dry and with the traction control set to its minimum I couldn't feel it working, even though I could see the light shine up on the dash every now and then telling me it was. It truly is as seamless as it gets. n

You can alter traction control settings via the left ’bar.2012 – 19 January

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SHAD RANGE RANGE SHAD

SH40C

SH42 SH42

SH29

SH43 SH43

SH33 SH33

SH50 SH50

SH40 SH40

FREEDOM TO TO MOVE MOVE FREEDOM 20 – January 2012

Fitting kits available available for for most most models models––see seewebsite websitefor forfull fulllisting listing

NewSHAD SHADCarbon CarbonSH48 SH48 New www.cycletorque.com.au

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FREEDOM MOVE FREEDOM TOTO MOVE January 2012 – 21

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Cycle Torque Test - Moto Guzzi Norge GT 8V

Alternative touring

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IT'S probably fair to say that the majority of riders in Australia who like touring wouldn't generally consider a Moto Guzzi Norge GT 8V. That's not because it's not a good machine, rather Moto Guzzi is a bit off the radar when it comes to that type of bike. In fact Moto Guzzi actually has two big bore tourers, there's the Stelvio as well, but besides being a very handsome bike, especially in white, the $22,990 Norge GT is a comfortable and very capable mile eater.

Before the ride

The Norge GT shares essentially the same 8-valve 90 degree V-twin engine as the sportier Griso and as a result power and torque is up (now a shade over 100Hp and 100Nm) so a lack of grunt isn't an issue. Moto Guzzi claims much work has gone into the engine management and fuel injection systems to make it a smoother and punchier motorcycle and after riding the big tourer we can't argue with that. Feeding the power to the road via the six speed gearbox is Guzzi's trademark CARC shaft drive which has a ratio of 12/44, so gearing is on the tall side, just what you want in a tourer. It's not ugly like most shaft drives of the past. This one not only works well it looks as cool as too... All this is housed in a chassis which is a mix of steel and alloy, not that you see much of it because of the expanse of bodywork. Only the fastest of touring riders would play around with the suspension, other than the cursory preload changes and the like, so Moto Guzzi has seen fit to equip the Norge GT with 45mm

22 – January 2012

TEST & PHOTOS BY

Chris Pickett

RIDING GEAR: HJC helmet, Spyke jacket, Spyke pants, Spyke gloves and Spyke boots.

conventional forks (preload adjustment only), and a monoshock which has adjustment for rebound and preload, the preload being adjusted via an easy to use dial. Most fast tourers have decent brakes these days and the Norge is no different, and ABS comes standard. Dual 320mm discs and four-piston calipers up front, and a single twin piston caliper at the rear.

On the ride

While the Norge is a pretty big bike it's not overbearing. This in part is due to the 810mm seat height (you can get a gel low seat option which is 30mm lower) and the bend and rake of the handlebars, and the fact it tips the scales at 257 kilos which puts it at the lighter end of its competition. Even though I'm 6 foot and 95 kilos, I'm confident the majority of riders wouldn't find this bike intimidating to ride in traffic or at lower speeds. I'm not generally a fan of touring bikes which have ’bars pulled right back, almost cramping the rider. Luckily the Norge isn't like this, its riding position still has a very slight lean forward, even though it's almost imperceptible, and the seat/ ’bar/ ’peg ratio is spot on for watching the trip meter dial tick over constantly for hours on end. An electrically adjustable windscreen lets riders tailor their best setting. Personally I found it worked well enough with little buffeting – I hate screens which bobble your head around like a nodding dog, the Norge's screen isn't like that – but also this generally comes down to

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Specifications: Moto guzzi norge gt 8v Engine Type: Air-cooled V-twin Capacity: 1151cc Transmission: 6-speed Fuel Capacity: 23 litres Frame Type: Alloy/steel Seat Height: 810mm Dry Weight: 257 kg Front Suspension: 45mm conventional Rear Suspension: Monoshock Brakes: Twin 4-piston disc front, single 2-piston rear Tyres: 120/70-17, 180/55-17 Price (RRP): $22,990 www.cycletorque.com.au/more Call for a quote

1800 24 34 64 Oil cooler helps the air-cooled engine keep a Gauges are easy to read and Colour matched panniers are WE’LL BEAT ANY PRICE GUARANTEED* cool head, although it’s down where the rocks well stocked with info. standard. can bite it. the shape of the screen rather than the fact it can go up or corners to allow the engine's natural reaction to tip you down. I like the fact Moto Guzzi has put an electric screen in tighter, while rolling the throttle off as you enter left on the bike though, because when you're paying this type handers to let you fall in. All bikes have a natural 'feel' of money you want a bit of bling. which separates them from others, and bikes like the There's plenty of info on the instruments. Many late Norge are at the extreme end of this 'feel'. It might be an model machines have a mix of digital and analogue, and old saying but you need to ride a Moto Guzzi more than while this is fine, the Norge has big speedo and tacho just around the block so you can appreciate it and adjust dials which are easy to read, and just a little bit old school yourself to suit. cool. Top speed would be around 210-220 kilometres an hour There have been complaints that previous models had if you wanted but that's not what the Norge GT is about, suspension perhaps a little less than it could have been. I it's about being constantly quick for long distances. The tested the Norge GT along some pretty average roads and engine ran well during the test, came away impressed with how the front and rear ends with the only complaint being coped with decent bumps and undulations. When we it didn't fire to life at the first stab of the button when cold Front end package is well suited tested an earlier model it would bottom out on big dips in the road no matter where you had the rear shock adjusted. on a couple of occasions. And to touring. I'm glad to say this wasn't evident on this model unless you with the 23 litre fuel tank you were fully loaded and it was a 'big' dip. The suspension won't need to refuel every 200 allows a high average speed over rough roads without kilometres or so either. giving the rider hits to the spine, and is a great mix of sport Colour matched panniers come and tour. In other words, it soaks up the bumps admirably standard and are easy to whip but can also cope with a set of sporty corners without off if you need to do a spot of feeling overwhelmed. commuting. One area which took some time to come to grips with Adjustable screen works well. was an inherent understeer. It was almost as if the front tyre was down on pressure but after this was checked While there are a few tourers around with more outright OK it obviously came down to the 'feel' of the front end. power than the Norge it's still a fast machine on the road, I didn't find it an issue at all after I did some miles, I just including night time because the lights are bloody good! adapted my riding to suit the bike. It's not a bike to be It handles well and rides the bumps nicely. Luggage rushed, but if you adopt a smooth style you can hustle it capacity is right up there, and it's comfortable. Can you Four valve engine is no rocket ship along very nicely thank you. ask any more of a tourer? Probably not, and it's a bit but it will happily cruise well in The engine doesn't like to be rushed either. It would different to boot... n excess of the speed limit. rather you use the ample torque on offer, and hold a gear or two, turning the throttle as you enter right hand

Verdict

January 2012 – 23

QUAD

Power steer ATVs SUZUKI has launched its 2012 king ATVs, the power steer equipped KingQuad 750AXi 4x4 and KingQuad 500AXi 4x4. The electric power steering system on both these new models offers lighter steering in a variety of conditions with less rider fatigue which is perfect for farmers who may spend long hours on their ATV. The flagship 750 is equipped with a 722cc fuel-injected four-valve, liquid-cooled DOHC engine giving farmers plenty of power for hauling big loads. With low-range, high-range, neutral or park settings and reverse, the efficient, fully automatic CVT transmission includes a durable V-belt and centrifugal clutch. The 750’s younger sibling is powered by a 493cc, fuel-injected, four-valve, liquid cooled SOHC engine producing robust output throughout the rpm range along with strong top-end power. Ready to tame any terrain the KingQuad 500AXi is equipped with torque-sensing, limited slip front differential and a QuadMatic CVT type auto transmission which offers versatility and convenience. Both models feature an advanced engine braking system which minimises downhill freewheeling, with the front hydraulic disc brakes and rear sealed multidisc braking system combining to deliver strong and consistent stopping performance. Independent front and rear suspension aid these two Power Steer models in absorbing bumps and delivering impressive manoeuvrability. The KingQuad 750AXi Power Steering is available for $13,990 (excluding dealer delivery and government charges) and the KingQuad 500AXi Power Steering for $12,990 (excluding dealer delivery and government charges). For further information on Suzuki’s extensive ATV range check out www.suzuki.com.au. n

24 – January 2012

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NEWS

Hydrostatic Honda AS WELL as being the only Hydrostatic ATV in the 4x4 world, Honda’s TRX500FPA is equally ready for adventure or tough work. The TRX500FPA also features Hondamatic transmission, a unique continuously variable hydromechanical design that gives this ATV formidable off road capability. It is quiet, compact, rugged and maintenance free and features true engine braking unlike conventional belt drive designs. The liquid cooled, overhead valve, single cylinder 499cc fourstroke engine is mounted longitudinally in the frame allowing direct driveshaft alignment to front and rear wheels for improved drivetrain efficiency. It also features Honda’s easy to use TraxLok 2WD/4WD system so it can tackle the toughest terrain. Electric Power Steering (ESP) features sophisticated torque sensors that measure how much force is being applied and then tailors how much extra assist is needed. Boasting Honda’s Electric Shift Program (ESP) the TRX500FPA allows riders the option of push button shifting. The Multifunction LCD digital instrumentation is compact, tough and waterproof and features large readouts. Large front and rear carry racks are enhanced with a unique rear-opening storage compartment.

Polaris under the tree DID you put a Polaris ATV on your Christmas list? Did you run out on Christmas morning only to find one wasn’t delivered by Santa? Don’t fear, drag mum, dad, or both to your local Polaris dealer to check out the latest Outlaw 50. There’s no doubt the American made Polaris ATVs are made to last, and its kids range is no different. The Outlaw 50 has a CVT automatic gearbox, and mum and dad will like the engine cut-off safety lanyard. If the 50cc model is too small for you, then check out the Outlaw 90. It’s got all the features of the 50 but also has a reverse gear. Both of these models come with a free ADR approved safety helmet, instructional rider training DVD, a safety whip flag, and a heap of other goodies, all for free when you purchase, sorry, mum and dad purchase, your Outlaw 50 or 90. Check out www.polarisindustries.com.au for more info and your nearest dealer. n

MOTO NATIONAL ACCESSORIES

TOLL FREE 1300 885 355 www.cycletorque.com.au

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January 2012 – 25

Vectran® is the registered trademark of Kuraray Co. Ltd., Tokyo, Japan.

FULLY LO

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Oxford Scholar OXFORD has been in the motorcycle luggage game for eons, and that’s because it makes good quality stuff. Whether it be tank bags, touring strap on luggage or soft panniers to suit your modern sportsbike. Here’s a mere snippet of the range available from your local Oxford stockist. Price: Various Available from: Good bike shops everywhere More info: www.cycletorque.com.au/more 1

WE ARE lucky in Australia that we can tour on our motorcycles pretty much all year round. You might have noticed Cycle Torque has run more travel features in the last few years than ever before. In 2010 I headed off with my wife to Transylvania of all places with a tour company called Transylvania Live. Fantastic tour, fantastic people. In 2011 we did our huge adventure ride into Australia’s outback, tackling sand, kangaroos and emus, coming back mostly unscathed physically and mentally. In February this year we are heading to Vietnam with Vietnam Motorbike Tours and to say we are looking forward to it is an understatement. We decided it might be a good idea to make it a Cycle Torque tour and once advertised in our November 2011 issue it sold out in no time at all. We have something like 20 people coming on the tour. It’s something we hope to continue, you can’t have too much fun right? We also have a couple of regular contributors providing touring stories, whether it be Tony Penfold and his tours of carnage, or Colin Whelan (see his own story of carnage on page 42 and 43 of this issue), and then there’s Aunty Mal who likes to blur time zones into one. n

We have a number of tour companies catering for local and international riding, you’ll find them in our Travel Torque section of the mag. Whether it be touring through the European Alps on a road bike, or doing Tassie, you’ll find them there. What you’ll find in the Fully Loaded feature are some technical tips like how to look after your cables and plenty of pieces you can buy, from luggage systems, to inflating your tyres, rider comfort to even transporting your bike. You should also check out our book sales pages on pages 40 and 41, we have plenty of books on touring, and even before the tour bike set ups. n

1 1

2 Expedition Pannierz

ACCORDING to Andy Strapz his Expedition Pannierz are quite simply the toughest little buggers on the market. Constructed in Melbourne of heavy weight Aussie canvas they will last for ages. They are made to withstand the punishment dual sport bikes or the serious tourer hands out. The best feature we think is variable capacity, from about 20 to 30 litres per bag via a roll top system, increasing the volume of the bag but not the width of the bike. Stiffening in the roll top seals off the bags from dust and water. Clever touches such as a small strap that loops through grab rails or rack to prevent the bags vibrating forward over rough road. Mesh pocket trimmed with reflective tape on the rear panel (2 pocket) or on the front and rear panel (4 pocket) for water, chain lube or oil bottles. Simple, strong and easy to live with. Price: $345 for 2 Pockets per set or $385 for the 4 pockets per set style. Available from: Direct from Andy Strapz More info: www.cycletorque.com.au/more 26 – January 2012

OADED

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The seat of the problem THE Hebe ExGel seat cover is small enough to pack away easily and when in use is a perfect tonic for that sore backside, or to prevent it in the first place. Its universal application will fit almost any motorcycle from road to trail and ATV. The velcro straps are fully adjustable and with its vinyl water proof cover is suitable for year round use. From commuting to touring, trial riding and long hours on the farm bike, this soft gel foam seat cover will give you a nice plush feel for hours of comfort For this and many other products from Bikes & Bits Importers ring 1800 08 08 08. Price: $59.95 Available from: Direct from Bikes & Bits More info: www.cycletorque.com.au 2

Top shelf top box THE SHAD SH48 top box not only looks the business it can hold two full face helmets. Weighing only 3.7kg vibration is kept down so support brackets are given an easier time. Fitting the top box was a simple affair, with all brackets included in the kit. We’ve had our SHAD top box fitted to Cycle Torque’s Honda Super Blackbird, and although not many top boxes can be called ‘sexy’ the SHAD looks pretty cool, especially with the carbon cover, an exclusive inclusion with this model. An integral stop light is also fitted and is hooked up into the bike’s stop light wiring, so there’s an added aspect of safety too. Price: Various depending on the bike: $348.99 (box) + brackets etc. Available from: Leading motorcycle shops More info: www.cycletorque.com.au/more 4

Extreme race gloves THESE are the most protective gloves in the TPS (The Protected Species) range. Kangaroo hide in the palms and Aniline leather uppers, they have TPU moulded knuckle and finger protection built in. Kevlar reinforced panels in the palms and high tensile nylon stitching keep you safe and looking good. Available in all regular sizes. Price: From $99 Available from: www.sharkleathers.com.au (07) 5573 5118 More info: www.sharkleathers.com.au

In the palm of your hand WHEN you’re on a long distance trip keeping a grip on that throttle can sometimes be a pain in the wrist. Well, Bikes & Bits Importers have a need little doo-dad that just made that pain go away. The Hebe Accelerator Assistant Mat is a nifty little device that just slips onto your throttle. It has a contoured section on which to rest the palm of your throttle hand. It’s designed to help riders avoid hand and arm fatigue. Simply apply downward pressure from the palm, rather than actually wrapping your hand around and gripping the throttle, and relax. Retail price is $12 and they come in a variety of colours. Bikes & Bits Importers have heaps of products from scooter bits, piston kits, air filters, gel seat covers and much much more. For further inquiries call 1800 08 08 08. Price: $12.00 Available from: Direct from Bikes & Bits More info: www.cycletorque.com.au 3

The Protected Species SHARK’S latest in Summer motorcycle jackets is the TPS range. Loaded with features including new Tech Mesh for great airflow with great resistance to tearing, it can be used all year round with the zip out detachable thermal liner. It also two external pockets and a waterproof internal pocket. This jacket is available in five colours. Price: From $149 Available from: www.sharkleathers.com.au (07) 5573 5118 More info: www.sharkleathers.com.au 2

Master of the road SHARK Leather’s Roadmaster boot is a stylish full leather sport/ touring boot using reinforced padded shin and ankle and is 100% waterproof. Breathable with Dry-Tech mesh interior they also have a built-in waterproof liner as well as oil resistant soles with key grip pattern. Reflectives add to visibility and safety. Price: From $119. Available from: www.sharkleathers.com.au (07) 5573 5118 More info: www.sharkleathers.com.au 3

3 January 2012 – 27

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Folding motorcycle trailer THIS interesting trailer unfolds in three easy steps and is available in both a single and double-track format. A relatively new product on the market and is unique in the sense that it folds and unfolds rather than being assembled and disassembled before and after use. They can be folded up to fit in most car boots. The distributors, Bulldog Trading, are marketing the FMT trailer as “The world’s only true folding motorcycle trailer” as there is no need to dismantle or take any of it apart – just simply fold and unfold! The Bulldog Folding Boat Trailers have been around for 20 years – so the concept has truly been tried and tested – its now just been adapted for motorcycle transportation as well. They can be towed at up for 100km/h with the single track trailer weighing in at 60kg and the double at 85kg. There are also various accessories available such as the additional track for a second bike and also a flat top to carry quads as well as a top box for multipurpose use to carry all kinds of stuff. All fixtures are made of 304 stainless steel and the framework is galvanised for durability. For more information contact FMT on 0421 379 257 or email phc@ foldingmt.com. Price: The single track motorcycle version retails for $1499. Available from: Direct from FMT More info: www.cycletorque.com.au

CYCLE TORQUE FEATURE

Lug your moto

MOTOLUG collapsible motorcycle trailers are now available in Australia and New Zealand. The Motolug collapsible motorcycle trailer is a new, highly innovative motorcycle accessory that’s a valuable transportation tool for all motorcyclists whether it’s to transport your pride and joy to the workshop, a show or a track day or to the bush. These nifty little trailers collapse and can be dismantled into four components that fit into a car boot - simply put it together and then pack it away again when you’re not using it. The Motolug trailer’s unique design uses releasing locking pins, which means you won’t need any tools for assembly or dismantling. Motolug trailers are lightweight, space saving and very robust. They can be quickly assembled and your bike loaded in a few minutes and then you’re off and running. When it’s not in use your Motolug trailer can be packed away just as quickly and stored in the boot of your car, in a cupboard, under a bench or even hung on a wall. It is possible for the entire operation of assembly, hitching up and loading ready to tow can be done by one person. Even tying down is not a problem thanks to the self-locking front wheel mechanism which permits total freedom for the rider to move around the free-standing bike while it’s on the trailer. They have been available in the UK and Europe and are fully compliant with Australian Design Rules. The small overall size and efficient weight design of the trailer offers improved car handling and braking along with significant savings in fuel consumption when compared with larger trailers. For more information on the Motolug collapsible trailer ring (03) 9391 1183 0434 334 221, email sales@motolug.com.au. Price: TBA Available from: Direct from Motolug More info: www.cycletorque.com.au/more 28 – January 2012

FULLY LOADED www.cycletorque.com.au

The cable guy

Pump me up MOTO PUMP is a great little pump. Ultra compact, the whole kit packs into a heavy duty zippered pouch that is 18 x 13 x 4 centimetres and weights an incredible 640 grams! The pump is assembled by hand in the US and is built around a custom modified 12 volt inflator, with a 2.4 metre power cord and a 50cm inflator hose with hands free clip valve. The MotoPump will pump your motorcycle tyre from flat to 40+ psi in about three minutes and is capable of pumping over 100 psi pressure. The pump ships with two cords. One you can connect directly to your battery and leave the SAE connector exposed so you can easily hook up to the pump when you need it. The other has two battery clips. Both cords plug into the SAE connector at the end of the 2.4m power cord. Don’t be fooled by those little CO2 inflators. They are expensive and can only ever equalise the pressure between the cartridge and the tyre, never more. The MotoPump can be used to inflate tyres, top off your air shocks, air forks or inflate anything else, any time, over and over again. The MotoPump retails for $65 and you can order it from Rocky Creek Designs. Price: $65 Available from: Direct from Rocky Creek Designs More info: www.cycletorque.com.au/more 1

Ventura’s new Mistral VENTURA Motorcycle Accessories has introduced the “Mistral” bike-pack. New for 2012 the Mistral bike-pack is designed to suit new and existing Ventura Bike-pack systems. This 47 litre pack sets a new standard for soft motorcycle luggage, manufactured using the very latest thermal moulding techniques in conjunction with hi-tech water resistant materials and zippers it is semi-rigid with moulded panels to hold its aerodynamic shape even when empty. It can also be collapsed and stored flat when not in use. Mistral bike-packs can be zipped together for additional capacity if required. External and internal pockets give even more versatility and ease of use. Available in January 2012 at your favourite motorcycle store. The Touring kit includes L brackets, pack-frame, Mistral bike-pack and mounting hardware to suit your model motorcycle. Price: Pack $199, Touring Kit $489 Available from: your favourite bike shop More info: www.kenma.com.au (02) 9484 0777 1

MARK Stewart of Remar-Cables is the cable guy. Apart from the tens of thousands of interesting spares, bits and pieces that he stocks for all sorts of obscure and defunct models he’s also a cable guru. So before you head off on that long distance trip, here’s a few tips that can save you a lot of grief: #1: Inspect and make sure the cable is fitted correctly. This is the very first step in getting the best use from your cable. Inspect the cable on the bike for any signs of wear, or frayed ends. If your cable has a frayed end then this is a sign that the cable needs to be replaced ASAP. Remember that these are your cables for your bike and you don’t need an accident because of damaged cables, if any of the cables are even slightly frayed it could make the cable hard to move freely and in some cases they may eventually seize completely resulting in a very dangerous situation. #2: After you have checked all the cables thoroughly, make sure you have the correct lubricant. Do not use grease on any moving parts as this tends to go hard after time and may contribute to cable failure. #3: Use a direct route for the cables. Route your used cables from control to actuator in the most direct way possible. Keep cables away from hot surfaces and avoid sharp bends, as well as “kinks” in the housing or inner cable. #4: If cable outer vinyl coating is split, burnt or missing, water can enter and create rust which may also contribute to cable failure. The cable either needs repair or replacement ASAP. #5: Outer cable damage can be temporarily repaired using duct tape or

heat shrink. Ideally new replacement cables would be the safest option. #6: Adjust throttle/idle cables. These should be adjusted so that the carburettors will return to full close when off. Adjust any excessive free play and be sure throttle action is smooth and free from open to full close before starting the engine. Also make sure the cables do not bind together or hang up when there is full lock-to-lock movement of ’bars. The throttle grip needs to move freely also. Silicon spray is best for sorting this out. #7: Make sure clutch/brake cables are routed correctly. This is to avoid binding or hanging up the cables when there is full lock-to-lock movement of bars. Also, cables routed correctly will not bind during compression of forks or suspension. Install lever and actuator fittings, adjust free play to correct specs and check for smooth-positive action. These are done before starting the bike. #8: Route the speedometer/ tachometer cables using a direct path. Make sure that the cable will not catch on the caliper when forks compressed. Always make sure that the inner cable is well-lubed with a silicon type lubricant when installing and removing. Clean and lube regularly for maintenance. #9: Types of Lubricants: Silicon spray for moving parts, Cable lube for cables, White Lithium grease for nipple ends inside throttle housing or petroleum jelly product. #10: If in doubt about any of your cables, contact your closest dealer or Remar-Cables for further assistance. www.remarcables.com.au or call 0418 109 201. n

Mount me up THE lockable ZUMO 660 handlebar mount V2.0, for the Garmin 660 GPS unit, features a new cushioned opening mechanism, and the mount closes and locks in two separate steps, holding the GPS securely in place, even while riding over potholes or on rugged mountain tracks. The Garmin base mount with power supply, which comes with the ZUMO 660, is integrated into the Touratech handlebar mount V2.0. Like all Touratech GPS mounts, one of the real features is the tried and tested anti-vibration damping, which cushions the unit and protects it from any damage. Designed with ease of use and longevity in mind, the Touratech ZUMO 660 V2.0 GPS mount is robust, durable and is made to the exacting standards that Touratech has become renowned for. Price: From $261 Available from: Touratech (03) 5729 5529 More info: www.cycletorque.com.au/more 2

January 2012 – 29

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Book Shop Lost on Earth “The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times. Along the way Steve not only tests his limits but meets the world head on waking up behind iron bars in Tierra Del Fuego. $34.99 3

Weekend Warriors 1 & 2 About five years ago Shaun, Andy and I (Jake) started to run out of places to ride. We were sick of riding the same places time and time again so we decided to pay a visit to the Melbourne Map Centre in Chadstone to see if there was a guide book on the subject. Much to our surprise there was nothing to be found. Sure there were heaps of 4WD and Mountain Bike books but, alas, no trail bike books. The guys in the shop were also surprised, as they had had a lot of enquiries from other trail bike riders. This gave us an idea....... Why not write our own book? And that is exactly what we did! $44.95 4

Twisting Throttle America Mike Hyde’s goal was a motorcycle trip - 50 states in America in 60 days, and Twisting Throttle America is the result. This is a classic roadside tale of an ordinary Kiwi bloke doing it alone, on the smell of an oily rag and cholesterol pills. $32.99 5

CROZ Larrikin Biker I lifted up my cracked UV visor with my thumb. ‘Which way does the track go and what’s the lap record?’ I called out over the noise of the valve gear rattling and clanging between my legs. The flag marshal’s eyebrows raised in disbelief. I could see him muttering, ‘And who the hell do you think you are Mike Hailwood? $35.00 6

Bitch’n Bitumen This - the ultimate riders/drivers guide book, provides 224 pages of the best roads in Tas, Vic, ACT, NSW, and QLD, including 34 maps covering loads of day rides, overnight trips and awesome week-long tours, and much more. $39.95 7

30 – January 2012

Comes fully assembled “ready to roll” Only $1499.00 + freight.

100s of great m ava

BookShop

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Troy Bayliss 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. $34.95 9 Long Way Round From London to New York, Ewan and Charley chased their shadows through Europe, the Ukraine, Kazakhstan, Mongolia and Russia, across the Pacific to Alaska, then down through Canada and America. But as the miles slipped beneath the tyres of their big BMWs, their troubles started. Exhaustion, injury and accidents tested their strength. Treacherous roads, unpredictable weather and turbulent politics challenged their stamina. They were chased by paparazzi in Kazakhstan, courted by men with very large guns in the Ukraine, hassled by the police, and given bulls’ testicles for supper by Mongolian nomads. $22.99 10 Long Way Down After their fantastic trip round the world in 2004, fellow actors and bike fanatics Ewan McGregor and Charley Boorman couldn’t shake the travel bug. And after an inspirational UNICEF visit to Africa, they knew they had to go back and experience this extraordinary continent in more depth. $22.99 11 Essential Guide to Motorcycle Maintenance The purpose of this book is to introduce the novice motorcycle mechanic to the basic mechanical concepts that go into designing, building and maintaining modern motorcycles. By performing their own basic maintenance readers will gain a much better understanding of how motorcycles function, and develop a much better feel for the health of their bike and deal with little problems before they become a big one, or worse, a serious safety issue. This text is written so that anyone with the proper training and the right attitude can become a competent if not excellent mechanic. $65.00 12 How To Ride A Motorcycle A beginner’s manual especially geared to the needs of entry-level riders, this book provides all the basic instruction necessary to become a motorcycle rider with an emphasis on the challenges faced by neophyte riders. Starting at neophyte level and evolving into a serious, intelligent expert, How to Ride a Motorcycle tells the reader how to be a motorcycle rider with a strong emphasis on safety and big-picture strategy (think about it this way as opposed to do this). $29.99 13 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. $55 14 Chrome cowgirl motorcycle life a primer for women who ride, or want to, or might simply like to jumpstart their lives, the book addresses women astraddle in a way that’s as funny as it is informative. Whether it’s how to ride, what to do to your bike, or what to wear, Sasha has the advice. What’s more, her bike savvy and street strategies pack powerful lessons, offering a friendly word from the wisecracking on how to get the most out of life’s wild ride. $29.99 15 Moto guzzi sport & le mans bible the Moto Guzzi V7 Sport and Le Mans are iconic sporting motorcycles of the 1970s and 1980s. They were amongst the first Superbikes to combine Italian style, handling and performance. After struggling to survive during the 1960s, Lino Tonti was given the opportunity to create the V7 Sport Telaio Rosso, in 1971. This was so successful that Moto Guzzi again began to concentrate on building sporting motorcycles. $59.99 16 Motorcycle Camping More and more motorcyclists have taken to camping, both to reduce travel costs and to add an extremely enjoyable dimension to their adventures. Motorcycle camping offers an inexpensive, comfortable, relaxing way to see the country, enjoy nature, and share stories with your friends around a campfire. For many, camping is the ultimate motorcycling experience. With the wide choice of high quality products now available, camping by motorcycle has never been easier. But camping by motorcycle isn’t just a matter of buying high- tech equipment. This new edition is loaded with up-todate, practical information such as evaluating your current bike for space and load-carrying capacity, what to look for in gear and how to use it, finding motorcycle-only campgrounds, planning and packing for your trip, dealing with “critters” at camp, learning how to cook without a microwave, and even some recipes. An extensive resource directory lists 8

11 9

13 10

14 16

motorcycle books ailable

January 2012 – 31

The Way Back

Cycle Torque Touring Feature

Our emergency services people are awesome…

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…even when they cut off our favourite riding gear.

No matter how experienced the rider, things can always go wrong.

Presented with this, without warning.

Won’t carrying it like that scratch the duco?

32 – January 2012

I DON'T remember any of this but I was heading west on a rural B sealed road in south western Queensland. For legal reasons I can’t be more specific but it was a road I'd ridden three previous times. I knew its character; I'd written 90 per cent of the draft article for Cycle Torque and my notes on this stretch included 'a deserted gem of a ride'. Coming over a crest at 83km/h, leaning into a left turn at 4.16pm (and 32 seconds), sun slightly in my eyes, I hit an unsignposted 25 metre stretch of roadworks. Two inches of loose gravel had been spread across my entire side of the road. I fought the low side lose but got catapulted over the top, ending beside the bike 15 metres from the roadside. If I'd been by myself, I would not have been seen from the road. Charlie, my ride buddy told me later that he’d lost about a second and a half drop jawed in 'Holy Shit' mode watching me fly, tumble and slide before grabbing a handful himself and stopping in time. I'd sprained an ankle and every finger, broken my pelvis, smashed my shoulder in seven places and (now for the left side) broken my wrist in two places.

I remained conscious but very concussed. I had a puncture wound in my hip which was leaking blood but the concern was my spine. I asked Charlie whether my toes were moving and he confirmed they were. Likewise my fingers moved when I made them. We both relaxed. A little. Adrenaline was taking care of my pain. I lay on my back waiting for help. Charlie's Vodaphone had no reception but he found mine and in my haze I told him the code. (After this I could not remember it for three days.) Telstra, bless 'em had five bars and soon the local cop and the fire brigade had got to me. I'd been wearing my number one kit: Nolan helmet, Rukka Armas Jacket and gloves, DriRider Avalanche pants and Forma boots from Andy Strapz. It was all cut off me. I'd lost no skin and once the hip wound was dressed the ambo had arrived and I was taken to the local hospital and then helicoptered to Toowoomba Base. If any of this is incorrect blame Charlie as we've still not got to anything I can remember. Apparently I had MRI scans and X-rays. Apparently I screamed each time the

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Col’s handy on a bike, but he didn’t know he’d need an enduro for this section. morphine wore thin. A window of my memory recalls speaking with a surgeon who suggested an airlift to Sydney and there's dim fogginess of being strapped into the Royal Flying Doctor twin prop in darkness, nothing of the flight and then a little of arrival at the hospital in the Emerald City. It was now three days since the prang. My doctors told me I won't ever get the memories back. This was about the best news they were to give me in the next few days. I'd wake to find riding mates beside my bed; Ramjet and Tracey (who just broken both wrist from hitting a roo on her monster, an accident which caused her to give riding away) came by with flowers, Aunty Mal rang, Panorkle called and others sms'd their best wishes. Each call, each message, each email lifted my spirits. My shoulder was causing the most consternation and it was decided it was beyond repair and would have to be replaced. The pelvis would be pinned and the broken wrist left to mend inside its fibreglass cast. The sprains were to be ignored and left to their own devices. I was told I'd never again be able to raise my hand above my head, I'd never swim, I'd never ride a bike, never again throw a ball nor have sex in the missionary position. I'd never swing an axe or sledge hammer.¶ This recitation went on through no push-ups and no chin-ups but I switched off. I needed to hear some short term impossibilities. These were all too abstract, too far down the track. So I asked about my plans for two weeks hence. No, I was told, I'd not be fit to get to the NRL Grand Final, and no, I'd not be able to get to the row four seat (plus pre-event meet and greet) for Meatloaf's concert a few days later. All this, I do remember! I needed these short term prohibitions because I knew I was going to need to prove the surgeon wrong! And quick. I couldn't wait for a couple of years to ring him from the beach and kick metaphorical sand in his face with my just surfed feet. I couldn't wait a year to give him a friendly riding gloved finger after a zip up the old road. The day before the Grand Final I checked myself out of hospital and set about organising the next day's lift to the footy. It was a

great match but nothing compared to meeting Meatloaf, to having him sign my cast and having him dedicate 'Bat out of Hell', to me. Nothing compared to dancing, well kinda dancing with my crutch above my head! Next day I could hardly walk but I knew that now I'd proven the surgeon wrong on these things, the others were a matter of time. I was on the way back. Next month: The start of physio and making pain a friend. And why the accident's time and speed details are so mercifully accurate! – Colin Whelan

Col and the ‘Bat out of hell‘ himself.

January 2012 – 33

Disappointed Suzuki fan WHAT a disappointment: BMW takes ten years to faithfully reproduce 95 per cent of a 2002 Suzuki Burgman 650! The newlyannounced C650 GT is pathetic; it breaks no new engineering ground at all. Where are the 17-inch tyres, the advanced suspension, the 800cc engine with overdrive, the long-range petrol tank capacity, the fully-adjustable fore-and-aft seating for rider and pillion on air-springs, the advanced wind flow management? Come on, Suzuki, show these Germanic interlopers what a 2012 hyper-scooter should be – and create a new category of advanced wheeled transport. Tim Colley, Coffs Harbour. Tim, you’re hard to please. We haven’t even seen the BMW scooters and you’re condeming them off the specs panels… We Won! SINGLETON Council has revoked its “cease trading” order on the Grey Gum Cafe. Quite a long story but must be noted Cycle Torque played a very important role in getting the message to the right people. Mr Brian Woods, Chair of the Road Safety Committee for the Motorcycle Council of NSW, read about our plight in Cycle Torque. The “cease trade” order was enforced on Nov 25. Mr Woods rode to the cafe on Sunday Nov 27 to see the situation for himself, and after a long discussion with us he advised he would contact the Minister for Roads and the RMA (formerly the RTA) the next day. By Thursday the RMA was on site at the cafe. They came with a “let’s work together to sort this out” attitude which was distinctly different to council’s gestapo tactics. We were treated with dignity and respect. RMA advised they wished to play no part in our “ceasing trading”, they did not want our signage removed as we had been instructed to do by council, that they would erect additional signage and we would work together to get what works are required from

34 – January 2012

www.cycletorque.com.au TORQUING BACK LETTERS

their end done to the road. Some expense to us but nothing in the vicinity of the $250,000 Council bandied around. The RMA petitioned the council to revoke its cease trading order so as to allow us to continue to provide “stop revive survive” on the Putty Road. Singleton Council has since revoked the order. Thank you Chris and Cycle Torque... you certainly get the news to the right people! And thank you to everyone who has supported us over this terrible period; we would have been unable to do it without you. Kind regards Kim and John Grace Grey Gum Cafe Looks like sensible politics has won the day for a change. Ed.

getting younger and dumber? With summer upon us riding with boots jacket pants gloves etc, is not so comfortable. Now I am a believer in freedom of choice, but it seems every week I see someone riding with nothing in the way of protective clothing other than a helmet. The other day on the M1 a bloke on a sports bike passed me like I was standing still, I was doing 110 or so while wearing thongs and shorts. No shirt, no gloves. Now perhaps he was on the way to the beach, but honestly that’s just crazy! I wear as a minimum, boots, kevlar jeans, gloves, leather vest. I am aware the vest affords me almost zero protection, but as I say freedom of choice. But when I saw this bloke I physically winced at the risks he was exposed to, skin cancer being the least of them. The number of riders out there not wearing gloves is alarming, if you go down the very first thing you do is put out your hands to protect your body, it’s a natural reaction. At 60km/h you will loose fingers in the blink of an eye. Did you know sand shoes will last about 0.4 of a second when dragged across the bitumen? Now I sound like a whinger, but honestly guys ‘gear up’ and be prepared. We all complain about the SMIDSY syndrome (Sorry Mate I Didn’t See You), so why take even more risk. It’s your choice, but it is easier to ride a bike with all five fingers.

Another winner I WON last month’s Cycle Torque give away of Fastest tickets. This resulted in me and my dad heading down on Sunday night to watch the movie. It was such an awesome movie for both dad and I to watch as we are both massive MotoGP fans. There were both highs and lows in the movie but seeing Simoncelli on the big screen was heartbreaking but it highlights the risks that motorcyclists take doing something they love. I just wanted to thank Cycle Torque for the tickets and the great magazine that you guys put together for free, it’s amazing month in month out. Jake Victoria Write A Letter! Cycle Torque WIN A Great PRIZE was given some This month Tim Colley has won an Airhawk mid-cruiser seat for tickets to his bike, valued at $159. Airhawk seats make riding a lot more comfortable by putting a cushion of air between you and your bike. Fastest too Check out www.airhawkguy.com for more information. Send your letters (and/or great bike pictures) to The Editor, late go be Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@ cycletorque.com.au. promoted in the December issue, so we asked our FaceBook friends and website John on the Gold Coast readers to enter online, and You are getting older and Jake was one of the lucky wiser. This complaint has been winners. made every summer since I’ve been reading bike magazines… Protection NP. MAYBE I’m getting older and wiser, or are some people just

12 - JANUARY 2012

EDITORIAL

CYCLE TORQUE

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shinreray_DRIVE_FINAL_TORQ.indd 1

you can’t rock up to an MA event and ride. You might think this is all hunky dory and not a major problem but when prize money, championships or prizes are up for grabs (last year the Formula Xtreme series had a number of Yamaha MX bikes as prizes) the issue gets clouded, and some riders like to downgrade themselves to make their chances of getting said prizes a little easier. The Formula Xtreme series has said it will use MA gradings for the time being, until it can develop its own system, which has yet to happen. Maybe it will be done before the 2012 season kicks off. There’s been a number of rumblings in the pits over the last couple of years when riders have been accused of purposely keeping their grading low for championship aspirations. The finger has also been pointed at some race promoters who have been seen by many racers to allow this to happen to keep interested parties happy. My own experience is that Cycle Torque’s Alex Pickett assumed he was a D-grader after leaving the junior ranks and joining the seniors. He was entered as such for numerous races without any notification whatsoever from Motorcycling NSW until a chance phone call enlightened him to the fact he was a C-grader due to having competed for two years in junior road racing. Still, nothing has ever been received from MNSW so he doesn’t actually have anything in writing. And as he’s competed mostly in AASA sanctioned events over the last two years (with an MA licence though) it seems he’s overlooked by the relevant grading committee, as are no doubt numerous other racers. At the last round of the 2011 Formula Xtreme series in

ing it up. (Pic Keith Muir)

A, B, C and D grade riders all mix

November there were D-graders doing some very quick times, and A graders doing not so fast ones. You only have to look at the ASBK’s Superstock 600 to see what I mean. This class is for C and D grade riders because they are for up and coming riders, and although it’s accepted that you should be able to finish the year in the class and at the grade you started it, regardless of how much you improve during the year, you shouldn’t be able to compete in this class for more than two seasons when it’s obvious your lap times show you should be racing at a higher level. And if you finish in the top three in the championship it should be move along time regardless. What’s it matter in the real world? Probably not a lot on safety grounds. Many classes have riders of all grades battling it out on the track at the same time without any blatantly obvious issues because generally speaking the lower graded riders are towards the rear, generally... Grading consistency between riders and both race series needs to be sorted for there to be more credibility in them. – Chris Pickett

7/10/2011 4:32:19 PM

January 2012 – 35

Cycle Torque Feature

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Todd Reed buys an old-school YZ250. Only raced on sundays by a little old lady.

Past Classics - Yamaha YZ250 LAYING on the lounge with nothing to do is not my idea of fun. The motocross playground that sits in the front paddock was looking perfect, and all signs were pointing towards some two wheeled excitement. There was just one problem, I had a broken wrist being held together with pins, plates and screws and a badly busted up bike. I wasn't feeling 100 per cent comfortable with my bike and was struggling trying to find the right setup and find myself at home. I was having fun but just couldn't seem to get everything together, my confidence was taking a battering and that's when disaster struck and I ended up in hospital with a buggered wrist. I decided that it was time to part ways and start fresh with a new bike once my wrist was all healed up. I was set on a new Honda, I placed my order early and was playing the waiting game until the new models were released. My wrist was healing up quick and the doctor soon gave me the go ahead to get back on the track and go riding. The only problem was that it was mid-June and my new bike wasn't due to arrive in the country sometime in late November. Hmmm… For Sale ‚– YZ 250, 12 months old, hardly ridden, one owner, still on original tyres, urgent sale. $6000. The YZ was dirty and neglected, it had a few nasty scratches and looked pretty untidy. Old mate (the owner) bought it new at the local dealership, rode it a few times, crashed it a bit too often, scared the daylights out of himself, and was done with motocross. $5000 later, after some bargaining on my behalf, I was cruising down the highway with a YZ250 on the back of my ute. I hadn't owned a two-stroke in a long time and suddenly felt the urge to 36 – January 2012

have one. The YZ sure looked filthy, but it was easy to see through the dirt and dust. Judging by the wear and tear on the some of the parts I could see that the YZ only had a few tanks of juice put through it and with a bit of TLC would come up a million bucks.

The bike.

The current generation YZ250 is a great bike: in the years between 2005 and the current 2011 model machine the YZ250 has seen very few upgrades. Apart from Bold New Graphics each year and some minor suspension updates, the YZ remains very much the same bike it was after its last major update in 2005. The YZ has a very

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Pro Circuit expansion chamber boosts power. Factory connection fork mods.

Simple, powerful motor.

reliable motor, with plenty of grunt to it and you can get the Yamaha running like a dream with the trusty old Keihin carburettor. KYB has done an excellent job taking care of the suspension department over the years and most riders find the stock settings right on the money. The aluminium frame tops things off and although it is now quite a few years old the chassis still remains somewhat current and up to date with technology.

Personalised.

It's now been over two years since I made the purchase on the YZ250, and over time I have made many changes and updates to make my bike that bit more 'me'. I really enjoyed the standard package and put quite a few hours on the clock before I went looking for a change. I've had the suspension re-valved at tweaked to suit my size and ability by the boys at Axis Motorsports at Cardiff, NSW. The Factory Connection suspension set-up works great and is a very valuable mod for those who are looking for that more than the stock suspension offers. I gave the engine a freshen up at the 30 hour mark. A new piston and top end kit gave the

Black rims make it look better.

KYB shock is OK stock.

Stickers make it faster…

two-stroke a new lease on life and the engine immediately felt fresh and new again. Some new plastic and new customised graphic kit soon rubbed away the dings and scratches and the YZ was looking better than new. I got my hands on some new black Excel rims and laced them up to the original hubs, and while the rims won’t make the bike any faster you can't argue with the fact that they look really cool. I also lashed out some dough on a Pro Circuit exhaust system. The PC pipe and silencer kit is a great mod for anyone with a YZ250 and really makes the most of the powerplant by just bolting the system on.

So far, so good.

My trusty old two stroke is still going strong and I have no intentions of selling it. I still ended up getting my flash new fourstroke Honda, but that's another story for another time. The YZ is a bike that is awesome on the right day and in the right conditions is as good as anything else on the track. When the track gets hard packed and nasty, today's modern four-strokes are certainly a step ahead, but I always find myself jumping back on my 250 for the fun factor that comes with riding a blazing fast two-stroke. – Todd Reed January 2012 – 37

CYCLE TORQUE

Cycle Torque Test: Ducati Monster 659 TEST & PHOTOS BY

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Nigel Paterson

RIDING GEAR: OGK helmet, M2R jacket, Matador Equipment gloves and eyewear, Hornee jeans, Thomas Cook boots.

A Ducati suitable for learners, at last...

Aussie Monster S p e c i f i c at i o n s : ducati 659 monster Engine Type: Air-cooled V-twin Capacity: 659cc Transmission: 6-speed Fuel Capacity: 15 litres Frame Type: Tubular steel Seat Height: 770mm Dry Weight: 161 kg Front Suspension: 43mm Showa USD Rear Suspension: Sachs monoshock Brakes: Twin 4-piston disc front, single 2-piston rear Tyres: 120/60-17, 160/60-17 Price (RRP): $13,990 + ORC www.cycletorque.com.au/more Call2012 for a quote 38 – January

1800 24 34 64

WE’LL BEAT ANY PRICE GUARANTEED*

BUILT exclusively for the Australian market, the LAMS-approved Ducati Monster 659 is a high-quality machine offering spirited performance with that unique Italian style you won't get from other learner bikes. All Ducati Monsters offer many of the things learners crave – an upright riding position, low seat height, excellent torque and a confidenceinspiring ride. In the 659 Ducati really has built a gem.

696 heritage

The 659 is heavily based on the 696 Monster, but the larger capacity bike's engine displacement - it really is 696cc - means it is 36 cubic centimetres too many to be approved for LAMS, regardless of power output. So Ducati Australia requested from Italy a sleeved-down version - a 3mm smaller bore brings capacity down to 659cc - and reduced power output. Reducing capacity by 37cc wouldn't have reduced power output much, so a throttle limiter was also installed, restricting engine output to 38kw, 30 per cent less than the highly spirited 696. In a very smart move though, Ducati hasn't heavily restricted the bottom-end of the bike, so this machine leaps away from traffic lights very much like a 696. Experienced riders might miss the extra power when riding hard, when fully loaded or when travelling with a pillion passenger, but for the target audience of learners, the 659 will be a delight. It really is only in the upper gears and high in the rev range where you really notice the difference between the 659 and the 696. The engine is one of the many air-cooled two valve Ducati Desmo motors produced over the years and it's currently the smallest of the family. The concept of the motor dates back to the 1980s and the Pantah motors which were the first Ducatis with belt-driven camshafts. While the concept might be 30 years old, since those early days Ducati's reliability has been improved out of sight. Service intervals have been extended to 12,000km, modern electronics (including fuel injection) added, horsepower outputs increased enormously all while keeping that essential Ducati L-twin throb and

Aussie Monster

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Massive swingarm keeps the rear in check.

L-Twin, V-Twin â&#x20AC;&#x201C; a lovely throb either way. Big brakes, forks and ABS.

This was one of the first test bikes in the country, customer versions are supplied with a seat and headlight cowl. Ducati uses a mix of its time honoured trellis frame, and an alloy rear section.

character. Interestingly the 659 features Ducati's APTC clutch, which gives a slipper type action. If you get sloppy or aggressive during downshifts the clutch will absorb the force rather than locking the back wheel as the gearbox and rear wheel try to match speeds. Usually found on sportsbikes where they offer more control when charging into low-gear corners, having an APTC clutch on the 659 will add a little extra margin of error for learners.

Chassis & equipment

The 659 - and 696 - appear to be simple and, dare I say it, basic, motorcycles. In many ways this is true, but there's plenty of high-tech effectively hidden away, like the APTC clutch, fuel injection and ABS brakes. The air-cooled Ducati L-twin powerplant hangs from Ducati's trellis steel frame and stands out in bright red. The aluminium rear subframe and swingarm don't stand out in the same way, but are very important factors in keeping the weight down and handling impressive. The swingarm is controlled by a single Sachs rear shock on a progressive linkage. It's adjustable for preload and damping, another feature of the Monster 659 you don't always find on learner approved motorcycles. The front forks are fat upside down units which look like they've come off a race bike. Our test bike was one of the first in the country and wasn't fitted with the standard small screen and rear seat cowl, but you can see those items in the Ducati press shots. The styling of the machine emphasises the latest Monster style, which is classy and modern - they are simply great looking naked bikes. Ergonomically the 659 is great, with footpegs and levers falling easily to hand and the seat is quite low, so getting you feet on the ground won't be a huge challenge. Ducati is a leader in motorcycle electronics, and that shows even in its entry-level Monster, with comprehensive digital instrumentation including a scheduled maintenance warning, oil temperature, trip odometer, lap times, fuel reserve and numerous warning lights. Interestingly, you can set the instruments to simply display engine speed (revs) and road speed, or the more comprehensive information. I really applaud Ducati fitting as standard equipment its

Anti-lock Braking System. Braking is one of the scariest things for learners to come to grips with, and it doesn't help that there are morons out there who tell learners their rear brake is more effective than the front, or that hitting the front brake too hard will flip them over the handlebars. Once any rider gets used to the idea that grabbing a handful of brake in an emergency won't result in a locked front tyre and a slide down the road, they will be less likely to hit an idiot who pulls out in from of them. The front brakes comprise a pair of big disc brakes and Brembo calipers at the front and a single rear disc.

Options and accessories

The Ducati Data Analyser is available as an accessory - with it you can download ride details to your computer and check out your lap times, speed, gear position and even throttle position. Anti-Lock Braking is a wonderful feature for most motorcyclists, and I'd highly recommend it to any learner. Also available for the Monster is an array of accessories from Ducati to really make the bike your own, from carbon-fibre parts to screens to custom painted parts, you can make the bike more versatile, louder, better looking and lighter with the help of your Ducati dealer and some extra dollars.

Pricing

The Ducati 659 Monster is certainly priced at the upper end of the LAMS market - $13,990+ORC - but I would expect that, it's got the quality - ride, finish, styling - and backing (two year unlimited kilometre warranty) I expect from a major manufacturer. Ducati has grown over the years to become one of the biggest manufacturers of large capacity bikes in the world, and this is reflected in this bike. Any learner buying a 659 is likely to be happy with the machine at least until they can get their full licence, when it might be trade in time - maybe even on a bigger Monster. While I'm sure some modifications could be made to get more power from the littlest monster, I'm also sure keeping it learner legal would help it retain excellent secondhand value, for there will always be younger riders coming through who will think a 659 would be the Duck's Guts, so you might find you're better off trading up. n

January 2012 â&#x20AC;&#x201C; 39

www.cycletorque.com.au

Cycle Torque Test : Husqvarna SMR 511 TEST BY

Chris Pickett

PHOTOS BY

Adrian Fowler

RIDING GEAR: Zeus adventure helmet, Motodry jacket, Hornee jeans, Arlen Ness boots.

Street edge Go hard on the way home. HUSQVARNA'S SMR 511 is a very narrow focus machine. It's hard edged and grumpy, but it's also got the best brakes this side of a full on sports bike, a riding position to let you see over most cars, and a narrowness which lets you squeeze through the smallest of gaps. Did I mention it's shed loads of fun too? While supermoto racing in Australia is much smaller than it used to be it's still big in Europe, and therefore the market is much bigger there. I'm not sure how many SMR 511s will be sold here but it can't be many in the grand scheme of things. You could forgive all the manufacturers if they decided Australia wasn't worth the supermoto effort, so I'm glad Husqvarna's Aussie agent, the Paul Feeney Group, decided it was worth bringing a load of SMRs Down Under because the SMR isn't all about racing, it's about having fun around town, and even more fun when the road turns a bit curvy.

It's got a six speed â&#x20AC;&#x2122;box so it's friendlier on the road than your average MX or enduro machine, and the engine has a shade over 50 horsepower which makes it a formidable weapon in the right The dry sumped 477cc liquid-cooled single cylinder engine is hands basically the same as the engine found in BMW's G 450 X, which There's a couple of other ideas shared with the G 450 X which is no longer in production. BMW bought Husqvarna back in 2007 don't seem so apparent at first. One is the 8.5 litre fuel tank which and BMW developed its own enduro machine, while Husqvarna sits underneath the seat and is filled from behind the seat, and the continued to produce its own models. When BMW decided to other is the swingarm pivot which is inline with the front sprocket, discontinue its 450cc enduro machine, Husqvarna took up some of the idea being the chain has constant tension at whatever swingarm the engineering, namely the engine. While the G 450 X had its faults angle. Changing the front sprocket on the G 450 X wasn't a 10 (though not many) the engine wasn't one of them. The engine was minute job. I guess Husqvarna would have fixed this issue but then about the only thing shared though, everything else is different, again the design might just not allow an easy fix to the problem. including the chrome-moly frame which looks nothing like that on As you would expect, 17 inch wheels sit front and rear, with a 120 the G 450 X. and a 150 tyre combination. A massive 320mm single disc and fourThe engine is like any other 450cc off-road single around: four piston caliper is all that's needed to stop the bike which weighs in valves, dual overhead cams etc and it's very much a race bred around 127kg with a full tank, and if stoppies are your bag then the engine so it likes a diet of premium unleaded. SMR will gladly allow you to attempt them.

Before the ride

40 â&#x20AC;&#x201C; January 2012

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CYCLE TORQUE

Streetedge S p e c i f i c at i o n s: husqvarna smr 511 Engine Type: Liquid-cooled single Capacity: 477cc Transmission: 6-speed Fuel Capacity: 8.5 litres Frame Type: Chrome moly Seat Height: 915mm Dry Weight: 118 kg Front Suspension: 50mm Marzocchi USD Rear Suspension: Sachs monoshock Brakes: Single 4-piston disc front, single piston rear Tyres: 120/70-17, 150/60-17 50mm Marzocchi forks meant to be ridden, and in case you might not know what that is, Price (RRP): $9,995 + ORC it's called 'with verve'. The only issue is fuel range which would are adjustable on every www.cycletorque.com.au/more front, as is the Sachs rear be less than 100 kilometres if you are riding on the road with said

Cycle Torque Test : Husqvarna SMR 511

shock.

The ride

With any bike a little highly strung like this, getting off the line is never a 'smooth' affair. Dial in a few revs, let out the slick hydraulic clutch and away you go. The gearbox has close ratios so you are snicking through them quick smart. It's easy to slot the bike into too high a gear too quick and the bike doesn't like it, with chain snatch the order of the day. Let the engine spin up though and it's very flexible. Around town it's actually lots of fun. Sure, you can pull wheelstands with gay abandon if that's your go but this tends to be frowned upon by the seething mass of car drivers sharing the traffic light grid with you. Where a bike like this shines in traffic is when you 'thread the needle', splitting standstill traffic and getting yourself to the front of the grid. On the open road the SMR is much better than you might think. It will cruise at 100km/h without you feeling guilty, and when you get to your favourite bit of swervery it will be fun, fun and even more fun. If you live a fair distance from such swervery then I reckon the best idea is to trailer the SMR to it then ride it like it's

BMW-derived engine has shown to be the perfect model of reliability.

This side looks much busier than the other but everything is pretty accessible for maintenance.

'verve', although Husqvarna reckons the revised 2011 fuel injection pump allows all of the 8.5 litres to be sucked up. But this is forgetting what the bike was really designed for in the first place, racing. If you are keen to do some supermoto racing with your local club you could simply tape the lights up and go bananas. I like the fact you can then ride the bike to work the next day without spending valuable time putting the relevant road going gear back on before you do so. Husqvarna has a lot of trick bits you can buy direct from your dealer too, from carbon fibre covers and chain guards to an engine hot up kit and full titanium Akrapovic system including engine pipe ($1,695), big tanks etc. You could always go the tried and true slip-on muffler route too.

The final say

The 511 is a fun and frantic machine, whether you want to stick your leg or your knee out. If this is what you want from your road bike then it will deliver as much as you can take, but at these prices maybe you can afford an SMR, and a new Nuda when it comes out. Thanks to Track & Trail at Belmont for preparing the bike for us.

Fuel tank lives under the seat.

Front end has some serious stopping power. January 2012 â&#x20AC;&#x201C; 41

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Cycle Torque People

Bill Davidson Harley in the 21st Century in Margaret River, WA, and gave up time in Sydney to update us on how Harley is faring and where it's heading after emerging from the GFC. SINCE its inception in "The US market 1903, Harley-Davidson has for Harley-Davidson is doing survived two world wars, a very well," Bill declares. "We're depression and the Japanese up about five per cent and insurgence that all but wiped we continue to be the market out the British and American leader for motorcycles above motorcycle industries by the 650cc. The economy is picking 1960s. Since the management up and consumer confidence is buyout from AMF in 1981, returning and people are buying Harley has blossomed to Harleys, clothes and parts. become an icon of not just the We're very pleased with the US US motorcycle industry, but the market and the international world. market, which is actually Recently, however, H-D has growing a little bit faster than had to weather the GFC which the US. In the European market saw sales dip over 30 per cent, we have taken over second the demise of subsidiary brand position from Honda, BMW is Buell and the disastrous MV number one. We're up about Agusta acquisition. That's not five per cent in Australia, and forgetting a reported 43 percent number one in the heavyweight drop in company value and market. In new markets in India company-wide restructuring and China, we're seeing growth and cost-cutting. The good news there as well." is that Harley sales are up and Asked what proportion of its stock price is back up around Harley sales these markets $35 after slipping to below $9 at will provide in the next 20 to the height of the GFC. But there 30 years, and Bill says, "We is a genuine rival on the horizon hope significant. There are lot which makes no bones about its of people who ride two-wheel claim to final Victory, as Harley vehicles in China and India, eyes emerging markets China which are the smaller bikes and India. so they are not used to the Harley-Davidson's vice heavyweight vehicles. As we president of core customer introduce the leisure form of marketing Bill Davidson is the riding and things like the Harley great grandson of founder Willie Owners Group, we're getting A. Davidson and son of Willie some great feedback from G. Davidson, current senior both people who have bought vice president and chief styling Harley-Davidson and our officer. Bill was recently in dealers. We very excited about Australia to attend a HOG rally the opportunities in those two 42 – January 2012

markets." Whether there are any plans to establish a Harley manufacturing plant in China, Bill said, "Not at that moment but if that market continues to grow and we see the opportunity to do that, it is something we may consider. We do a have Complete Knockdown facility - CKD - where we send sub-assemblies from our plants in York, Pennsylvania and Kansas City, Missouri to Brazil and assemble the bikes there and that’s been working very well for us." Locally, Harley has launched new products and announced price reductions re-aligning with the American pricing ladder in the Softail family and Dyna range. Bill also discussed the changing nature of the American market, which has seen massive growth in the touring market. "Our touring market is huge it is huge. It has kind of shifted from customising Softails to people customising their touring bikes, which is staggering, and the big trend is stereos where they're connecting up their iPods and it's amazing how they sound. Dyna is growing in strength and offers really good value, it's more of Bobber look with the Fat Bob and the Street Bob, and now we're attracting a younger rider into the Sportster. We're specifically going after a younger rider in the US." (see separate news story). Harley has started a customer-led feedback campaign where anyone can offer product suggestions via a Facebook page, but Bill is

quick to point out that, "The customer-led process is not a new thing. If you go back to the 1903 and 1904 and the founding fathers, they were listening to people; what they liked, what they didn't like and what they want changed. It was very different back then, motorcycles with no suspension, dirt roads and sprung seats, no clutches. The founders were very smart in building products that were durable, reliable and they listened not only to the end user but the formation of the early dealer network because they were at the frontline. Over time that has blossomed into a major company philosophy." There have been many Harley impersonators over the years, but none more ambitious than the Victory brand which is backed by the Polaris juggernaut. Measuring his words carefully, Bill said, "Victory is a great company. Polaris has a great engineering team and they've been in the motorcycle market for quite some time, and we know they're not going to go away. They have purchased the Indian marque, which I think will open some opportunities for them. What's interesting to me is in the investment they are making. It's unbelievable. For every Cross Country they sell, we sell three Street Glides. I think longevity is the key thing; if they can continue to sell at those volumes for the investment they are making. It'll be interesting to see where they go." – Darryl Flack