Cycle Torque October 2009

FOR THE LATEST VIDEO, AUDIO, NEWS GO TO CYCLETORQUE.COM.AU

FREE

OCTOBER 2009

www.cycletorque.com.au w ww.ccycletorque.ccom..aau

www.cycletorque.com.au

★ WIN OV ER $6500

WORTH O F PRIZES IN OUR

September 2009 eMag

CAB AUDIT

Audited 41,937

eMAG CO MPETITIO N★

ALSO RIDDEN ★ BMW F 800 R Yamaha R6 Aprilia RSV4 FEATURES ★ BMW R 1200 GS Long-termer Glenn Scott interview

★ GET YOUR MOTORCYCLE BOOKS AT CYCLETORQUE.COM.AU ★

OCTOBER 2009 Contents 15

LAUNCH

BMW F 800 R

39 LAUNCH

KTM ENDURO RANGE

20

TEST

APRILIA RSV4 Factory

46

TEST

KAWASAKI VOYAGER

56 TEST

YAMAHA R6

features 19

REGULARS 3-14 News 32

bike stuff

34

USED & REVIEWED

Glenn Scott

25 E-Torque 26

BOOK SALES

36 Quad Torque

Cover: Voyager by John Turton, KTM by Adam Riemann

35 EDITORIAL 38

GUNTRIP

44

DIRTY torque

45

WileyX PHOTO COMPETITION

51-53 major events 54

LETTERS

60 race torque

Cycle Torque: 02 4956 9820 Full details page 54 2 - OCTOBER 2009 www.cycletorque.com.au

emag Competition

Win your slice of over $6500 worth of great prizes See page 30

NEWStorque

All-new YZ450F

CARRYING on from its ground breaking crossplane crankshaft R1, Yamaha has broken the dirt bike mould, this time with its YZ450F competition motocross machine.

What sets it apart from the competition is the reverse style engine, which sees the exhaust exit from the rear, and the fuel injection system sucking air from the front. Now this might seem the usual way of things, air comes from the front and the exhaust goes out the back, but what Yamaha has done is turn the four-valve head around so that the fuel injection system and airbox is actually mounted in front of the cylinder head.

Capacity remains the same as the outgoing model but the new model has a larger bore, shorter stroke, higher compression and narrower valve angle, all contributing to a shorter and higher revving engine. There’s major changes inside the cases too. The rod is now offset from the crankshaft by 12mm; Yamaha says this is to reduce friction.

The engine cylinder and head actually slant slightly backwards, which is aimed at getting as much weight as possible centrally positioned. The rear facing head also frees

?? ??

James Stewart testing the new injected YZ450F.

up loads of room behind it, which allowed engineers much more freedom when it came to positioning the rear shock for optimum performance and more precise positioning of the swingarm pivot.

This set-up has seen the airbox and fuel tank swap positions, which also adds to the mass centralisation theme and allows for a straighter inlet tract.

Yamaha’s new Bilateral twin spar frame, which was recently released on the 2010 YZ250F, is used, allowing easy access to the engine. Even though Yamaha were leaders in fuel injection technology, it’s been a while coming to its dirt bike range. Yamaha cites its desire to get its fuel injection system spot on as machine. the reason it’s For riders keen to play on the technical side, taken this long to reach production on an MX there’s also an aftermarket plug-and-play FI tuner which allows riders to adjust fuel load and ignition mapping to suit various conditions.

On the suspension front, both forks and rear shock have seen some major revamping. Both units have extra capacity, and the forks have an extra 10mm of travel.

Of course there’s the usual graphics changes but due to the total revamp of the engine, the plastics have a totally new shape, around the airbox area at least.

As we went to press there were no details regarding price and availability. Stay tuned.

The optional plug-and-play tuner. www.cycletorque.com.au OCTOBER 2009 - 3

More New Yams

NEWStorque

IT SEEMS the wait is finally over. Yamaha’s new generation XTZ660 Ténéré will be in showrooms by the time you read this.

The dual purpose thumper has had a huge following over the years and no doubt plenty of riders have been waiting to sample the new machine.

With a 23 litre tank and front fairing, the bike looks like it’s designed to cover some miles, especially dirt miles.

Yamaha lists a good range of accessories too. There’s panniers, bash plates, brush guards and a slip-on Akrapovic muffler just to name a few.

4 - OCTOBER 2009 www.cycletorque.com.au

Colours available are Power Blue and Midnight Black. Price is $13,999 with a two year unlimited kilometre warranty.

Go for it, get dirty.

On the tidler road bike front Yamaha has also released its learnerlegal fuel injected YZF-R125 four-stroke racer replica which looks just like its bigger brothers, the R6 and R1.

Deltabox style frame, big brakes and gorgeous body work. The R125 looks to be one very sporty learner machine.

Get it in red, blue for $6,999 with 12 months warranty. n

NEWStorque

Honda breaks in new clutch HONDA, often a company to introduce new technology to the industry, has designed a new dual clutch transmission especially for large displacement sports machines.

The first bike likely to use the clutch system is the all-new VFR sportstourer which is slated for release in 2010.

One clutch is used for 1st, 3rd and 5th gears, while a second clutch is used for the remaining three gears.

This system can be used in automatic mode (regular or sports modes) or in full manual six-speed mode.

It’s all computer controlled and Honda says better performance and much improved fuel economy are two of the benefits. n

Schwantz tests Moto2 FORMER 500GP world champ Kevin Schwantz recently tested the Blusens Moto2 race bike at the Indianapolis round of the MotoGP championship.

50-year-old Schwantz was impressed by the protoype 600cc racer. “I had great fun riding the Honda BQR Moto2 and this has been an honour to test on this circuit,” said Schwantz. “After first contact with it, I have no doubt that the introduction of this new category will do a great service to the championship and sure to be very competitive and exciting,” continued the 1993 champ.

“I felt very comfortable on this bike. It was a very positive experience because it is very agile and fun to ride, with a very powerful engine. Although it was not set up to the maximum in terms of suspension and there was some front-end chatter, in a few laps I could see that it has great potential and I’ve had a great time.”

Next year will see the Moto2 class hit the tracks, replacing the 250cc two-stroke machines. n

Spies re-signs with Yamaha YAMAHA’S Ben Spies has signed to race a Yamaha for 2010 and 2011. At this stage it looks as though Spies will continue to contest the Superbike World Championship again in 2010, with the Texan moving to the satellite Yamaha Tech III MotoGP team in 2011.

“I am very happy to say that I will remain a part of the Yamaha family and will continue in the WSB series for 2010. This is an exciting period of my racing career and I look forward to even more. Yamaha has been great in the warm welcome that I have received entering the world level and I want to thank them all for all they have done, and giving me their trust for a next career step into MotoGP in 2011,” said Spies. n

6 - OCTOBER 2009 www.cycletorque.com.au

GALACTICA RACE SUIT

ANTHEMION LADIES RACE SUIT

FAMOUS 2-PIECE SUIT

Like all of Ixon’s products, the Performance Range of leather track and race-wear is designed with customer safety and satisfaction in mind.

Featuring

Tell your dealer to contact: (02) 9757styling 0061 dynamic, sports with www.ficeda.com.au

aggressive lines, Ixon’s racewear is built to meet the extreme equirements that racers demand; • Aerodynamic hump • CE approved protectors in the shoulders, elbows and knees • Bi-Stretch kevlar panels on inner arms and crotch • Pre-curved sleeves and legs • Leather stretch panels on lower back and knees • Racing collar • Zip and velcro closures on cuff • Two-way front zip • Vented leather panels • Knee sliders Tell your dealer to contact: (02) 9757 0061 www.ficeda.com.au

Special edition MT-01

YAMAHA has released the trick limited edition MT-01 SP. The original MT-01, introduced in 2004, really set juices flowing, with its 1760cc V-twin engine offering huge amounts of torque for a motorcycle.

The MT-01 has remained largely unchanged but the new SP takes it to another level. What sets the SP apart from the standard MT-01 is Öhlins suspension and race inspired colour scheme. There’s other changes too, like the fatter tapered handlebars and Pirelli Diablo Rosso sports tyres.

Prices are yet to be confirmed but hurry if you want one, numbers are very limited. n

INSPIRED GERMAN INNOVATION ge of with this German ran Trelock your bikeuri ts. duc pro ty sec 100 years.

for over Trelock theft protection 360° attack Customers have chosen ® steel and ARMADON® development on TREDUR and ies and accordingly arch rese e nsiv lds Exte of the wor testing bod ria crite the eds exce ck pted certifications. protection, means Trelo nt internationally acce obtains the most importa for everybody’s budget 0.00 there is a Trelock $20 over to .00 $29 From ents. and security requirem ious possessions?

TRELOCK your most prec not to rd affo you Can

MD200 Yellow Cheapie Disc Lock

MD600 Mega Padlock Type Disc Lock

MS610 12mm chain

“For a good nights sleep, TRELOCK your bike” MD610 Typ Pin e Disc Lock

MB600 U lock

AvAiLAbLE FROm mOTORCyCLE dEALERs whO givE A sTuFF AbOuT yOuR sTuFF. For more information please Email sales@kenma.com.au Phone 02 9484 0777 or check our Website www.kenma.com.au

NEWStorque

Deus does America

NOT content with giving us Aussies mouth-watering bikes to drool over, the team at Deus Ex Machina is also selling motorcycles to the Yanks.

Via Deus’ US stockist, Secret Service in LA, customers are now getting a taste of the eclectic style machines which have really taken off in Australia.

Deus has tested the waters with a Yamaha SR500-based street custom called the ‘Drovers Dog’ which is very minimalist in design and comes with a rack for a surfboard.

Check out www.deus.com.au to see what the other creations the team is brewing up. n

Super X kids MICHELIN has linked up with the Monster Energy Super X series to assist junior rider development.

A development series sponsored by Michelin will be run at the Geelong (Oct 24), Canberra (Nov 7) and Sydney (Nov 14) rounds of the Monster Energy Super X and will be open to riders aged 14 and 15.

At each of the three rounds of the Michelin Development Series, riders will get a ten minute practice and will compete in three motos with points accumulated to find a winner.

Points will also be accumulated over

the three rounds in order to crown a development champion.

A maximum of 20 riders will be able to compete at each round and all competitors must be supercross endorsed.

As part of its sponsorship Michelin will be the official tyre supplier of the series, with its line of STARCROSS tyres to be used exclusively by all competitors, which will assist riders in tackling the demanding circuits.

Michelin Marketing Director, Adam Storey, said the new series provides an

opportunity to showcase the quality of up and coming junior talent whilst endorsing the proven race winning ability of the Michelin STARCROSS range.

“The support of Michelin means that young riders get experience on the best track designs this country has to offer and we’re extremely confident that our tyre will assist their performance through the durability and predictability, which has seen riders come to appreciate the Michelin MX range of products,” says Storey. n

McAdam Park saved

VICTORIA’S McAdam Park Motorcycling Complex will continue to be an important sporting facility for many years to come after the Victorian Minister for Sport James Merlino announced the Brumby Labor Government would commit $1.27 million to the project.

Mr Merlino said McAdam Park was a renowned international and national motorcycling facility and the Victorian Government was proud of its involvement to keep it that way.

“I’m pleased to be here today to confirm an overall Victorian Government commitment of $1.27 million to secure the future of this terrific sporting facility,” Mr Merlino said.

“Our Government is proud to support this project and delighted that Surf Coast Shire, the City of Greater Geelong, Motorcycle Australia and various motorcycle clubs have also committed funding towards the acquisition of McAdam Park. “ Mr Merlino said securing the funding for the site was an important first step, and the Government would continue working with all parties in the months ahead to ensure the long-term sustainability of the facility. n

10 - OCTOBER 2009 www.cycletorque.com.au

D R Y - T E K W

AT ER PR O

O

F

TH EA BR

LE AB

www.cycletorque.com.au OCTOBER 2009 - 11

NEWStorque

LINK launches Pirelli Angel ST

AUSTRALIAN Pirelli importer, LINK International, recently launched Pirelli’s latest sports touring tyre, the Angel ST, to the Australian market.

The tyre is aimed at big sports touring machines and for riders who like to cover long distances.

To prove the tyre’s capabilities, Pirelli set seven FIM World Duration Records at the Nardo Technocal Centre in Southern Italy.

Two machines used were the Suzuki Hayabusa and a Kawasaki GTR1400. A distance of just over 5100 kilometres were covered during a 24hr stint. An average speed of 213 km/h was achieved during the test, where just one set of tyres were used.

One of the interesting style touches of the new tyre is the pattern of an angel in the tread. After the tyre has covered around 1000 kilometres, the pattern changes to a devil. Just a bit of fun maybe, but Pirelli says it shows the dual nature of the Angel ST tyre; on one hand it’s built to cover big distances, and on the other it’s got the grip to be used aggressively.

Injected Vespas

The tyre uses steel belt technology to create even heat throughout the tyre, therefore aiding tyre life. Pirelli has also brought experience gained from the Superbike World Championship to create its Enhanced Patch Technology which essentially, is designed to give greater grip.

Australian Pirelli Product Manager Don Nicholas was on hand to give all the technical specificatiopns of the new tyre and was assisted by Pirelli’s Asia Pacific Manager Frank Obermeier.

“Pirelli has produced a tyre that is perfect for what we call Super Sport Tourers,” said Nicholas. “These types of bikes are very fast so they need tyres with high levels of grip, but riders also expect tyres to last more than a few thousand kilometres. The Angel ST shows that Pirelli has made a tyre which can do both,” added Nicholas.

The Angel St will retail at a competitive price, $209 for a 120/70ZR17, and $305 for a 180/55ZR-17.

Cycle Torque will soon be testing a set of Angel STs but you can get them at Pirelli stockists now. n

VESPA has completed the fuel injection revolution across its entire range of 125cc to 300cc scooters. The LX125, LX 150 and S 125 now share Piaggio’s own fuel injection system that optimises both engine performance and fuel consumption.

The classic steel bodied LX range has also received some small but significant styling changes. The retro styling of the S 50 and S 125 models released only last year, remains unchanged.

Vespa is introducing the LX125ie and S 125ie models at $5690 and the LX150ie at $5990, both plus ORC. n

12 - OCTOBER 2009 www.cycletorque.com.au

Control tyre for Moto2

DUNLOP has got the gig to supply control tyres for the Moto2 World Championship starting in 2010.

“Securing the Moto2 control tyre contract further strengthens our involvement in the world’s highest motorcycle events,” said Dunlop’s national Motorcycle and Motorsport Manager, Ken Wieden.

“We’re excited about building on the expertise gained over 50 years of participation in Grand Prix racing to continue our development of racing tyres and then taking the technology to our road tyres,” continued Wieden. n

NEWStorque

A Bonnie record WELL known motorcycle journalist Alan Cathcart marked the 50th anniversary of the Triumph Bonneville by setting no less than four world land speed records at the 2009 Bonneville Speed Trials.

Cathcart used a street-legal Bonneville and a turbocharged version to set the records. Both bikes were prepared by American tuning whiz and Triumph dealer, Matt Capri.

“We’ve been coming to Bonneville since 2007 in preparation for this, the Bonneville model’s 50th birthday year. Breaking the 150mph barrier with the standard bike was always our main objective, and when the FIM established the new twin-cylinder category for speed records, it was great that we could claim official world records by

doing so. Matt Capri is a genius when it comes to tuning bikes for the salt, at 4,400 feet in altitude, and to set two more world marks with the turbo, which he’s developed almost as an afterthought and has spent very little time on, is just the icing on the cake. For sure this is a 180 mph-plus motorcycle with more development in its present naked guise, and with a fairing it’ll go much faster.

Maybe we’ll be back next year to try to join the 200mph club with it,” said Cathcart.

Records set included a speed of 152.678mph for the two-way flying mile, and 165.672mph on the turbocharged machine, with a best one-way speed of 171.624mph. n

600 Beemer RUMOURS abound that BMW is working on a 600cc supersport version of its S 1000 RR sportsbike which has just been released.

Some reports suggest the engine layout will be a 675cc inline triple, similar to Triumph’s Daytona 675. There is also talk the bike will have a single-sided front end, but this seems unlikely because the S 1000 RR has conventional USD forks. Spy pics do show a bike with a single-sided front end but whether this makes production is anyone’s guess.

At any rate the bike isn’t likely to be seen in dealer’s showrooms until at least 2011. n

www.cycletorque.com.au OCTOBER 2009 - 13

SMALL torque Behind the scenes

MOTOGP lovers can now get behind the scenes via Honda’s new website, www.world.honda.com/MotoGP/ BehindTheScenes/?r=m. Check out what Pedrosa and company are up to.

Laro takes on Arqin

LARO International Pty Ltd has acquired the operations of Arqin Motorcycles.

Managing Director Anthony Famularo, who had been one of the original crew when Arqin launched in Australia several years ago, has run his own operation for many years in the motorcycle accessories field and has incorporated the Arqin brand into his own operations.

“As a consultant to Arqin for the past three years I have been fortunate to have gained further experience in the motorcycle industry and have had the opportunity to develop strong relationships with the Arqin dealer network,” Famularo said.

He reassured Arqin dealers and customers that Laro would continue to supply spare parts for Arqin motorcycles and look after their needs.

“Laro will expand its operations to include motorcycles, scooters and spare parts in addition to its existing motorcycle accessories business, making it a complete supplier to the motorcycle industry,” Famularo said.

Laro Motorcycles and Accessories have moved into new premises in Wetherill Park and can be contacted on (02) 9609 4788.

Products Holden Commodore.

Bayliss already had his first race hit out in the car, also partnering Fiore, at the recent L&H 500 endurance race at Phillip Island.

Reece Bancell Scholarship

APPLICATIONS for the Reece bancell Scholarship close on the 28th of October, 2009.

It applies to promising young road racers (under 25-years-of-age) and applicants will be picked based on a number of guidelines, including the rider’s attitude, professionalism and results during the application year.

Email rbscholr@tpg.com.au or call 0408 603 298 for more information.

New store

PETER Stevens Motorcycles has opened a new store in Ferntree Gully, selling Yamaha and Kawasaki products, including personal watercraft.

The store also stocks a huge array of accessories and aftermarket gear, plus helmets and clothing.

Check the team out at 1821 Ferntree Gully Rd, Ferntree Gully, Vic. Ph. 03 9757 6000, www.peterstevens.com.au.

AMX opens Lynbrook Super Store

WELL known long distance rider, David ‘Davo’Jones, has passed away while riding in the final stages of the American Iron Butt Rally.

53-year-old Jones, from Cooroy in Queensland, died after colliding with a deer on September 4.

Our sympathies go out to David’s family and friends.

ALL Motorcycles X-ccessories has quickly established itself in the motorcycle accessory market as one of the front runners, stocking huge ranges of leading brands, spare parts and oils at close out stock prices.

Check out www.amxoutlets.com for extended business hours during the MotoGP and the $5000 Free MotoGP Prize Draw.

AMXLynbrookistheperfectmeetingplace for the MotoGP, 3km from Dandenong on route to Phillip Island.

AMX Lynbrook, 550 South Gippsland Hwy; 8787 8700; AMX Bayswater 477 Dorset Rd, 03 9729 8300; AMX Keilor Park, 31 Keilor Park Drive, 03 9331 5050.

Bayliss confirmed for V8

Last sprint race

RIP David Jones

THREE time superbike world champ has finally confirmed he’ll be racing for a V8 supercar team.

Bayliss, who has tested for a couple of teams, has signed with Paul Morris Motorsports to partner Dean Fiore in the upcoming SuperCheap Auto 1000 at Bathurst, driving the Kitten Car Care

ST GEORGE Motor Cycle Club (St George MCC) will promote the last motor cycle sprint race meeting ever to be held at Oran Park on Sunday 25th October 2009.

This will also be the final round of the Honda RJays Clubman Road Race Series for 2009, see the ad in our Market Torque section.

14 - OCTOBER 2009 www.cycletorque.com.au

See www.stgeorgemcc.com for entry forms or email secretary@stgeorgemcc. com.

Come and meet the last ever winner of a sprint race at Oran Park!

MA competition

MOTORCYCLING Australia, together with the Australian Grand Prix Corporation, is offering the chance to witness the high octane on-track action of the 125cc category from Pit Wall during Friday Practice, Sunday Warm-up or the 2009 125cc Australian Motorcycle Grand Prix race.

First Prize: One winner will receive two spaces in a Pit Wall canopy during the 2009 125cc Australian Grand Prix on Sunday 18 October, plus two 3-day general admission tickets.

Second Prize: Two winners each receive two spaces in a Pit Wall canopy during the 125cc Warm-up on Sunday 18 October, plus two x 3-day general admission tickets per winner.

Third Prize: Three winners each receive two spaces in a Pit Wall canopy during the 125cc Free Practice on Friday 16 October, plus two x 3-day general admission tickets per winner.

To enter, simply fill in the online entry form on the MA website and tell MA in 25 words or less what the best thing is about being a member of Motorcycling Australia.

Entries close 5pm AEST on 30 September 2009.

New Trumpy dealer

A NEW Triumph dealer has joined the fold, City Bikeworx Triumph, in Lismore, Northern NSW. City Bikeworx Triumph will be operated

by Dealer Principle Dave Waldron, abely assisted by Triumph aficionado Michael O’Keefe. Bikeworx has joined a carefully selected list of service points in regional New South Wales.

“We’ve always been extra careful when selecting dealers,” said Triumph’s Marketing Manager Mal Jarrett. “The idea is to have a good geographical spread, so people know that when they buy a Triumph they can have peace of mind that they can still get top service and after sales advice, especially in regional areas.”

City Bikeworx Triumph can be found at: City Bikeworx Triumph, 232 Union St Lismore, NSW 2480.

Ph: 02 6622 6226, Fax: 02 6622 6023. n

Urban country

Cycle Torque Launch Report – BMW F 800 R

Easy to ride, comfortable and affordable are all included in the tough-looking BMW F 800 R…

THE new BMW F 800 R is a tough-looking versatile middleweight which should attract riders who wouldn’t have considered a BMW in the past. Its combination of attractive pricing, great rideability and the BMW name should put the F 800 R high on the wish-list of riders looking for a versatile, easy to ride mount.

The F 800 R joins the F 800 ST sports tourer and F 800 GS in the BMW range of mid-capacity twins, and the K 1200 R and R 1200 R in the naked/urban line-up BMW is currently offering. It also fills a gap left in the BMW range when the F 800 S was dropped around the start of the year, the half-faired version not proving popular when the fully-faired version could be had for just $500 more.

That’s all changed with the F 800 R, the new machine coming in at $13,900 before you start going through the options and accessories catalogues. The F 800 ST is $15,800, so there’s a considerable saving for going sans-fairing.

You might lose a fairing, but not too much else. The new machine isn’t just a stripped ST - changes include a switch from belt drive to chain, a double sided swingarm rather than single and lots more.

Naked and loving it

With the temperature pushing over 35-degrees, a fairing wasn’t something I missed while riding the 800 R. In place of the acres of bodywork dressing up most bikes these days, BMW had fitted a neat optional cowl around the instruments, which is more for looks than anything else. But it colourmatches the rest of the bike, which is available in orange, silver or white.

CHeck out the tough, street-wise styling: the unique-to-BMW headlight, black wheels (from the ‘S’ model), all-black engine and beam frame, chunky tail. It fits in well with the other naked R-models getting its styling cues more from the K 1300 R than any of the other parallel twins.

The riding position suits urban blasting. There’s a

www.cycletorque.com.au OCTOBER 2009 - 15

Urban country slight lean to the flat-ish one-piece handlebars, the ’pegs sit underneath and are only slightly rearset – indeed, I stood up on occasion to relieve the pressure on the nether regions.

Not that the seat is bad - just on the day of the launch was my third big day of riding in the previous four, so the bum pad would always have its work cut out for it. I tried two different seats - the stock unit and the optional taller unit - and found the taller much more to my liking. It’s more comfortable and changes the riding position slightly, and for the better if you’re quite tall. Unless you really struggle with the higher seat, I’d recommend you go fit it over the stocker.

Being a naked, you cop the wind blast – on this hot Brisbane day it wasn’t a problem until we were cruising high speeds, when it simply becomes tiring.

This is the nature of the beast though, nearly all nakeds suffer this malady, and it’s one of the reasons fairings were invented. But around town, a fairing is more hinderance than help. Horses for courses.

What you won’t find available with most mid-range machine are the range of options (usually factory fitted) and accessories (usually fitted by your dealer).

Standard equipment includes heated handgrips and LED indicators. I was disappointed to note the taillight isn’t LED, but a standard globe.

Options are many and varied, the most prominent being ABS. BMW’s antilock braking system these days is awesome; you’d never even know it was there until it kicks in, and if it does you’ll be very pleased it’s there, ‘cause it’s probably saved you a bunch of grief.

Other options or accessories include different seats, sports windshield, tyre pressure monitoring (which came on during the launch when a bike picked up a nail and the rear tyre started to leak) and lots, lots more.

The ride

I won’t write too much about the powerplant - check out www.cycletorque. com.au for tests of the ST and GS for more information - but in brief the F 800 R is powered by a liquid-cooled 798cc parallel twin cylinder four-stroke.

There’s four valves per cylinder and double overhead cams, and it’s all canted forward in the chassis 30 degrees.

More interesting than the bare specifications is the fitting of a balance shaft between the pots to balance out the vibrations of the pistons as they rise and fall together – it’s an interesting take on how to make a twin smooth, and it works pretty well, with the few vibes which do make it through to the rider not being intrusive or annoying.

In the R-model BMW has altered the gearing in the top three cogs of the gearbox to better suit the urban lifestyle most F 800 Rs are likely to live.

Final drive is by chain, a departure from the belt of the ST, and fitted for familiarity and cost reasons. Chain drive is ubiquitous in motorcycling, and BMW has been using them on many of its models since the F 650 GS in the early 1990s. Chain life is good these days and on a bike like the F 800 R the standard chain should last for years.

Another departure is the twin-sided swingarm. Again, familiar and simple, a change from single-sided for cost and weight reasons. It works.

As a package the powerplant, transmission and chassis play well together.

There are no nasty surprises waiting for young players.

Power delivery is excellent. There’s only 87 horsepower on tap, nothing

16 - OCTOBER 2009 www.cycletorque.com.au

y

Right: Front end is capable and in keeping with the bike’s design brief.

Below: Fuel tank sits underneath the seat.

www.cycletorque.com.au OCTOBER 2009 - 17

Urban country spectacular and easily beaten by the current crop of midrange multi-cylinder machinery out there today. The F 800 R, however, produces its power broadly and effectively, not needing to be revved toward five figures before it gets going. Go on, try a higher gear: it’ll pull well through the bends even if you’re a gear too high.

Finding the top speed of a modern naked bike is harder than finding the limits of what most rider are comfortable with, so all I’ll say here is the bike is more than happy to cruise way above any speed limit you’re likely to encounter, and is very comfortable around 100km/h.

Flicking around

The F 800 R is easy to ride, whether it’s through countryside bends or carving up peak-hour traffic. The steering is effortlessly light, it just goes where you look, requiring minimum input from the rider. There’s no need to hang off a mile either, just a gentle countersteer will have the machine powering through the bends quickly, and giving heaps of confidence to the rider.

The suspension - non-adjustable forks up front and single rear shock with adjustable preload and rebound damping - is good - very good, in fact, for a European bike in this price bracket, but it does get fazed by poor road surfaces. On smooth roads it’s good, the forks coping well unless you start throwing really late braking at them, and the rear shock is fine until the bumps get so bad they would never be found on a European road…

If you keep in mind this bike is a comfortable all-rounder, not a supersport machine, you won’t be disappointed in the suspension. From a comfort perspective the suspension does a good job of isolating the rider from the road shocks, which means you’ll be keen to cover much longer distances than your mate on their supersport machine.

Conclusion

If you’re looking for a bike which offers a high-quality build, comfort and versatility you could do a lot worse than the F 800 R. It’s tough-looking, fast enough and will be a great comrade during the urban warfare of Australian cities but still be a good friend when the big smoke is fading in the mirrors. Decked out as tested, at over $15K it couldn’t be described as cheap, but it does come with a great two-year warranty and roadside assistance package, and there are not too many mid-range bikes out there with ABS, heated handgrips, full instrumentation and lots more at any price. Being able to tailor-build a bike to suit your style and requirements has got to be a good thing.

If you’re coming off a LAMS machine or just like the idea of an easy to ride, versatile bike, the F 800 R would be great choice. n

RIDING GEAR: BMW ComfortShell jacket, Draggin jeans, Vemar Jiano Interactive helmet, Spyke gloves, MotoDry Razor Boots.

S p e c i f i c at i o n s: BMW F 800 R Engine Type: Liquid-cooled 4-stroke twin.

Capacity: 798cc Transmission: six speed/chain drive Fuel Capacity: 16 Litres Frame Type: Alloy bridge frame Seat Height: 775/800/825mm Dry Weight: 177kg Front Suspension: 43mm telescopic Rear Suspension: Single shock Brakes: 2 x 320mm discs with 4-piston calipers/ single-piston caliper on rear 265mm disc Tyres: 120/70-17, 180/55-17 Price (RRP): $13,900 + ORC Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Insurance Specialists

Web: www.bmwmotorrad.com.au

CYCLE TORQUE INTERVIEW : GLENN SCOTT

Racing for

a future WITH a successful junior career in dirt track it was only natural Glenn Scott would look to bigger things, and those bigger things are a professional career in road racing on the world scene.

Glenn, who hails from the NSW Central Coast, came to notice of road racing fans in this country when he won the Australian 125GP championship in 2007, dominating the series. It all seemed easy for the youngster, who at the time was only 15. Glenn rode for Team 27, helped along the way by Colin Stoner, father of Casey.

“We were helped by the Stoners in 2007,” said Glenn. “I started off riding a standard 125, then as the season progressed and I got more experience, Colin updated the bike to go faster.

It was great to win the Australian championship but I knew I wanted to race on the world scene.”

2007 culminated in a wild card ride at Phillip Island when the MotoGP circus came to town.

Due to a family tragedy Glenn was helped by his older brother and sister, who were running their own business and trying to cope with everything at the same time. For 2008 the idea was to race in the Australian Supersport Championship: the family bought bikes and all the gear. But then this changed, Glenn heading to Spain to try his luck in Europe.

“We decided to contest the Spanish 125 Championship, it was the strongest

championship in the world outside of GP. “Most of the big names in the sport have come through the Spanish CEV championship. Stoner, Pedrosa and more. We knew I had to go there if I was ever going to make it,” said Glenn.

In 2008 Glenn rode a Honda for privateer team 7C in the Spanish championship, his siblings business paying the bills. Glenn and brother Greg flew in to Spain for each round.

“It was a very steep learning curve for me,” said Glenn. “Here I was fresh from an Australian Championship and thrown into the deep end where basically every rider was at a high level”.

Even though the Scott family had spent plenty of funds in 2008 the dream was still burning inside them.

“We knew we had to have another go in Spain if I was to succeed with my dream of racing in the world championship,” said Glenn. “We also knew it was going to cost a lot of money. I got a ride with the Honda Stop and Go Castrol Team. Instead of flying over for each round I’m staying in a flat owned by the team near its workshops.”

You would think living in Spain would be a fun but life is too busy for Glenn to lie around the beach taking in the sun and senioritas. “We don’t test that often because of the costs so I spend much of my time training,” said Glenn. I practice drifting a bike on tar. I use a little Honda 100 four-stroke. I also do lots of trials riding and motocross which is good for both fitness and bike control.

“I love the Spanish lifestyle but it’s not all play, it’s very expensive for my

family for me to be competing in Spain so I work very hard to make the most of it.”

With the 2009 season drawing to a close it’s been a much better year for Glenn. “I’ve had a couple of top ten results, finishing much better than my qualifying positions. So far it’s been a big success for me.

“We are unsure what we’ll be doing next year, maybe Spain again or hopefully the World 125 Championship. It all depends on whether we can fund it or get sponsorship to help us,” continued Glenn.

Plenty of riders want to make it big on the world stage but it’s not often you see a family as willing as this one to make the sacrifices they have to get there. If you want to follow Glenn’s progress or help out, visit www. glennscott.com.au.

– Chris Pickett

Cycle Torque Test – Aprilia RSV4 Factory TEST & PHOTOS BY

Chris Pickett

RIDING GEAR: Suomy helmet; Spyke jacket/pants/gloves; Dainese boots.

Aprilia is hoping its V-4 RSV4 – one of the most anticipated sports bikes in the last decade – will make A fortune.

Vee Fou 20 - OCTOBER 2009 www.cycletorque.com.au

ur-tune www.cycletorque.com.au OCTOBER 2009 - 21

Vee Four-tune

THE wait for Aprilia’s RSV4 has certainly felt a long one. There’s been talk of the bike, snippets in the press and of course Max Biaggi’s superbike campaign on the lithe machine. We’ve now ridden one of the first RSV4s in the country and we can confirm it’s been well worth the wait.

With the power of a 1000 and the size and weight similar to a 600, maybe even smaller, you know the bike is going to go like a dog shot up the proverbial, but it offers much more than that.

On the stand

Aprilia loves its Vee configuration engines and we believe it’s been a masterstroke for the Italian company to use a V-four in its RSV4.

Compact doesn’t accurately describe how small this engine is. Not only does the 65 degree engine absolutely honk and sound unbelievable when giving it the berries, it is a great point of difference from other makes too.

The short stroke engine displaces 999.6cc – apparently Aprilia can easily build this engine in 1200cc and 600cc capacities also – and produces 180 hp (132.4 kW) at 12,500 rpm.

Torque isn’t insubstantial either; 115 Nm at 10,000rpm.

Weber-Marelli 48mm throttle bodies inject the fuel/air mixture into the four-valve cylinder heads, controlled by the ride-by-wire engine management system.

A cassette style six-speed gearbox is used.

This is so gear ratios can be changed without

22 - OCTOBER 2009 www.cycletorque.com.au

S p e c i f i c at i o n s: Aprilia RSV4 factory Engine Type: Liquid-cooled V-four Capacity: 999cc Transmission: six speed/chain drive Fuel Capacity: 17 Litres Frame Type: Alloy twin beam Overall Height: 1165mm Dry Weight: 179kg Front Suspension: 43mm USD Öhlins, adjustable Rear Suspension: Öhlins monoshock, adjustable Brakes: 2 x 320mm discs with 4-piston calipers/ Twin-piston caliper and 220mm single discc Tyres: 120/70-17, 190/55-17 Price (RRP): $32,490 + ORC Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Insurance Specialists

Web: www.aprilia.com.au

splitting the crankcases. Let’s face it, it’s a great tool for racers but most owners would never delve into it. Integrated with the gearbox is a mechanical slipper clutch which is a useful tool for the track, as well as the road, if you ride hard enough.

One thing you can easily check out is the three-mode engine maps (easy to select with starter button while engine is running). R is for road, power output limited to 140hp. S is for sport mode; what this does is limit torque in the first three gears, with full power in each gear after that. T, for track, gives full power from the get-go.

Housing the engine is the usual alloy twin spar frame which uses the engine as a stressed member. The ace Aprilia has up its sleeve here is the engine position, swingarm pivot and headstock rake can be changed. This isn’t a job for the home tinkerer. Sure, a person who knows their

way around the tools can do it but once again you would expect this to be the domain of race teams or at least serious track day junkies. Anyway, doing so requires the purchase of specific spacers from the Aprilia Race Kit: in standard form the engine comes set in its highest position.

Being the Factory model, this particular RSV4 is equipped with Öhlins suspension front and rear. The forks are 43mm items with Tin surface treatment for less stiction, they are adjustable for spring pre-load, and compression/rebound damping. On the back is a twin-sided swingarm with a single Öhlins TTX monoshock, similarly equipped in the adjustability department. The rear shock comes standard with a 9.5 kg spring.

Being Italian, Brembo brakes come standard. Dual 4-piston monobloc calipers grab 320mm discs, while a 2-piston caliper does likewise to a single 220mm disc at the rear.

Carbon fibre adorns the bike everywhere and the quality of finish is as high as it gets. There seems to be no wasted space but Aprilia has certainly combined form and function very well.

What’s it like to ride?

Even though the RSV4 looks very compact there is a surprising amount of room for the rider, even those around six foot. Mind you, the thought of doing a huge day on the bike doesn’t turn us on.

But with this type of bike, it would be stating the obvious wouldn’t it?

We expected it to be a little cantankerous in traffic but it really was a pussy cat in the Sydney snarl. Fuelling

www.cycletorque.com.au OCTOBER 2009 - 23

Vee Four-tune was faultless and even though the riding position is pure sports it felt OK while darting from lane to lane. Like most sports bikes, your arms block most of the rear view; major head checks become the order of the day.

Prior to heading off we were informed the suspension had been softened up to cope better for our roads. No spring changes, just working on the compression and rebound. The fork positioning had also been given a rework, the forks being pushed up through the clamps one full notch, which was close to five millimetres; the idea here was to quicken up the steering slightly.

Once we got out of the traffic and in to the bends there were two things quickly noticed. One, the suspension felt very supple on the softer settings: two, the bike steered quickly but was still stable, with the Öhlins steering damper set five out from full hard.

As the speeds kicked up a bit you could notice a hesitation with the power, with the engine map set in Sports mode. You would get on the power, there was a very slight hesitation and then on it would come. It didn’t create any issues, you just knew it was there. When we switched to Track mode the hiccup was long gone, power coming on very strong from very low revs. Then it became clear; the hiccup in Sports mode was this particular engine map doing its job, limiting the amount of torque to the rider. Road mode (140hp) is also fine for everyday riding, and would be the go for wet conditions. It was only as the revs crept towards the higher regions that you noticed any drop in power. Remember when 140hp was unbelievable? Now we say, “oh, it only has 140hp”.

We never got the chance to test the power to the full, we’ll leave that to the track if we get the chance. But we can tell you this: the RSV4 Factory is very strong on the power front, giving us the impression it would match any production litre bike currently on the market.

Now, back to the noise. In the exhaust

system is a trick little flap device which only activates once the engine is in gear. While in neutral the bike sounds great, and pretty fruity. In gear, the engine note coming from the exhaust is positively spine tingling. We even wondered how it got through the noise

…the RSV4 Factory is very strong on the power front… tests for compliance. We are not to ponder those things, we just accept the glorious exhaust note as something that should be.

We spent some time in a glorious section of bends signposted from 25 to 45km/h. Earlier we mentioned Aprilia Australia had pushed the forks through the triple clamps by one notch. This

24 - OCTOBER 2009 www.cycletorque.com.au

setting made it perfect for attacking the bends. Not once did the bike misbehave, but you might have to re-think this if you were going really hard on the track.

Possibly it could put too much weight on the front tyre which could end in disaster.

We are not saying it definitely will but it is something to consider, especially as Aprilia itself would have done plenty of testing to come up with the standard settings.

The Brembo brakes were awesome, giving loads of power without too much initial bite. This allowed us to carry a little brake into corners, washing off speed without upsetting the bike.

Also, being so small the bike was very easy to put where you wanted, changing lines mid corner was child’s play.

What do we think?

The reasons for buying a bike like the RSV4 Factory are much more than just its performance. The exclusivity for one, is something that must play a part in the decision process. At $32,490 + ORC it’s not cheap, but then it’s not that expensive for a bike of this quality, and with its charisma.

If we had the coin to splurge would we own one? In a heartbeat. n

E-Torque

A headful of tunes…

DID you miss the last issue of Cycle Torque? Or the one before that? What about the one before that? They’re all still available to read, just go to www. cycletorque.com.au and click on the eMag link.

There you’ll find the issues back to June in a easily read – or downloaded – form.

Indeed, this issue will be available on the Cycle Torque website before it’s available in shops.

Another advantage of reading the eMag is the live links - so if you click on this one – www.vemarhelmets.it/ inglese/omologazioni.html – you’d be taken to the Vemar helmet website.

The Jiano interactive is the Bluetoothequipped version of Vemar’s latest flip-up style lid. All helmets sold in Australia have to go through one of the toughest approval regimes, ADR1698, so you can be confident it will provide excellent protection, and it’s a comfortable, versatile, commuting and touring lid.

The features are pretty impressive: removable washable lining, chin and brow vents, inner flip-down tinted visor, one-handed opening and the ultra-fast and very easy to use ‘micrometric’ buckle system. It’s not the first time I’ve used Bluetooth in a helmet, it’s not the first flip-top I’ve worn, not even the first time I’ve had a flip-down inner tinted visor – but it is the first time all those features have come together for me in the same place at the same time.

The flip-up chin section is controlled by a button inside the helmet, in front of your chin - one handed operation.

The tinted inner visor is controlled via a lever on the left, just push or pull to raise or lower (unfortunately it’s not spring loaded like the similarlyequipped Zues helmet I tested a few months back) and the Bluetooth controls are on the left-hand side.

Last month I mentioned the helmet had shipped with a European plug: an adaptor I found in the black hole which

rechargeable battery might last a couple looks like a cardboard box filled with of years, but I like to get 3-4 out of a obsolete electrical gear at the back of the helmet. The battery doesn’t look to be Cycle Torque warehouse. An overnight user-replaceable. charge and it was ready to go.

One I haven’t been able to try is the Pairing was pretty easy: it would have rider-to-pillion system using two Jiano been easier had I read the instructions Interactive helmets paired together first, but even so it was paired up in this sounds like an awesome way to just a few minutes. Pairing is basically communicate on a bike. introducing two Bluetooth units The most frustrating thing about together so they trust each other: if this wasn’t necessary you’d be getting your getting the tunes to the Jiano is one of power: using Bluetooth sucks power phone hacked every time you went to from your mobile. With my iPhone, the pub. using the new TomTom navigation Once paired, the devices talk to each software now available just made the other when they switched on and problem much, much worse. within range (up to 10 metres or so).

Bluerim (www.bluerim.com.au) is Once paired-up and switched on, you coming to the rescue with a power have a fair bit of control of your audio adaptor which fits powerplug standard through the to controls on the side of on most BMWs, including our longthe lid. Volume, phone answering and term GS. The lead is made in the USA more are there, easily accessed, but I’ll

by Powerlet - we’re just going to try out repeat something I said last month: a plug-to-cigarette lighter style lead so don’t take calls while riding. Riding we can use a variety of devices from bikes requires your full concentration, that. The lead will run up to the bike’s and many, many studies have shown tankbag. it’s really dangerous to be talking and At $499, the Vemar Jiano Interactive driving, let alone riding, while your offers a lot of bang for buck. Its mix of wheels are turning.

If the phone rings in your helmet, pull features makes it perfect for touring or commuting. It’s available nation-wide over, take the call, start riding again. and is distributed by NF Importers For music, podcasts and GPS (www.nfimporters.com.au). directions, the Vemar Jiano worked well. The sound quality from the speakers I’d only describe as reasonable (needs more bass!). The volume was adequate for speeds up to about 120km/h on the bikes I’ve been riding recently - Cycle Torque’s longterm BMW R 1200 GS and the naked F 800 R I rode up in Queensland.

Battery life was good, lasting for full-day rides without a problem, but don’t be surprised if the battery in the helmet The Vemar Jiano Interactive helmet - more features than is dead long before the you can poke a stick at. helmet is no good – a typical

www.cycletorque.com.au OCTOBER 2009 - 25

Books

Buy the best motorcycle books dire

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

CYCLE WORLD ON BMW 81/86 CYCLE WORLD ON HONDA 68/71 CYCLE WORLD ON HONDA 71/74 CYCLE WORLD KAWASAKI OFF RD BIKES 72/79 CYCLE WORLD YAMAHA STREET BIKES 70/74 CYCLE WORLD YAMAHA OFF ROAD 70/74 CYCLE WORLD YAMAHA 62/69

Buy one for $19.95

or two for just $29.95!

How to

Hop Up and Customize your Softail

Learn how to make your Softail really special: install a 90hp big-bore kit, fat rear tyre and lots, lots more. There’s also sections on lowering your bike, installing new sheet metal and interviews with the Pros. Evo and Twin Cam engines all covered.

How to Hop Up and Customize your Softail.

Was – $55.00 26 - OCTOBER 2009 www.cycletorque.com.au

Now just $39.95

Direct

ectly from www.cycletorque.com.au CLASSIC MOTORCYCLING

All about buying, selling and owning classic motorcycles. With sections on many different makes and models as well as a heap of general information about classics, this is a great book for owners - or would be owners - of anything old and collectable.

CLASSIC MOTORCYCLING – was $59.50,

THE SCOOTER BOOK

Every scooter owner’s hit-the-road manual, this book will help you decide if scooters are for you. Info on how to choose the right scooter, how to look after it, and even which famous people are riding them!

Was $39.95,

Now $39.95

now just $19.95.

Doctor Costa Tears & Triumph

Claudio Costa is the doctor who fixes bike racers. He gets them back out there as quickly as possible: Gardner, Doohan, Agostini, Rossi, Biaggi and many others have all been clients. Here Dr Costa takes a close look at what makes riders tick, offering insight into why they ride and race. It also looks at the Clinica Mobile, the travelling hospital founded by Costa. The book is semiautobiograhical, showing us the man behind the medic.

Doctor Costa Tears & Triumph - $80.00

MOTOCOURSE 2-FOR-1

Get the 2006-2007 edition of the definitive guide to MotoGP, Motocourse when you purchase the current 2008-2009 edition. Essential reading if you want to really know what happened in the world’s premier road racing championships.

Contains detailed information from teams, riders and journalists you simply won’t find elsewhere.

Superb photography. Also available is the 20072008 edition featuring Casey Stoner’s winning year in MotoGP ($119.95).

Only $139.95 for both editions (2006-2007 & 2008-2009)

www.cycletorque.com.au OCTOBER 2009 - 27

The latest releases 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.

Essential Guide to Dual Sport Motorcycling – $44.95

The Castrol Six Hour Production Race

For 18 years, the Castrol Six Hour Production Race was the biggest event on the Australian motorcycling calendar. Controversial, important and exciting, the Castrol Six Hour Production Race was one of those rare events which had bikes and tyres developed specifically to win it.

The Castrol Six Hour Production Race – $69.95

Big Book of Harley-Davidson Horsepower

BMW Motorcycles This book brings BMW’s legendary motorcycles to life, describing the social and personal forces which brought the machines to life and saw them continue through to the present day, from highpriced exotics to stodgy tourers to the cuttingedge modern machines.

Awesome photography.

BMW

Motorcycles – $69.99

28 - OCTOBER 2009 www.cycletorque.com.au

Evo, Twin Cam and V-Rod – it doesn’t matter, this book will give you the advice and tips you need to make it run harder.

With different stages of tune explained and how to achieve them and also how to handle the increased horsepower, this is a great book if you’re keen to extract more from your Harley.

Only $45

BMW GS ESSENTIAL BUYERS GUIDE

This A5-sized book is easy to keep with you on the bike at all times it’s like having a GS expert with you at all times.

Packed with good advice from running costs to paperwork to stats, valuation and lots more, this book is indispensable to any BMW GS owner.

BMW GS ESSENTIAL BUYERS GUIDE – $29.99

s

Biker’s Handbook

A hilarious guidebook to becoming a legitimate member of the American Biker culture.

If you’re into American motorcycles but not sure if you’re a genuine ‘Biker’, the Biker’s Handbook is for you. If you’re just looking for a funny motorcycle book - a look at the crazy stuff American Bikers do - this book is also worth a read.

Biker’s Handbook – $34.99

Sport Riding Techniques

To get the best out of modern motorcycles you need to develop your own performance. This book, written specifically for sportsbike riders, provides you with the tools and techniques to ride faster, safer. Whatever your current riding ability, this book will help you improve.

Forward by Kenny Roberts, softcover, 130pages.

Sport Riding Techniques – $44.99

Learn freestyle

This book gives you all the ideas and explains the techniques required by exery freestyle rider.

With 24 key tricks explained, this Australian book will help you dazzle your friends.

From basic riding to the toughest tricks, it’s all explained here by the people who pull the sickest air.

Ultimate Guide to Freestyle Only $19.95

BMW MOTORCYCLE BUYERS GUIDE

Buying a used BMW is one of the safest bets around… that is, if you know what to look for.

This book will give you that information.

You’ll find out what to look for when inspecting and test riding. There’s info on early singles, /5, /6 7 /7 models as well as the more current oilheads and Ks. Tips on the troubles for each models and how to spot careless previous owners are also featured.

BMW MOTORCYCLE BUYERS GUIDE –

Order online www.cycletorque.com.au or call 02 4956 9825 Many more books on the website!

www.cycletorque.com.au OCTOBER 2009 - 29

Above: Abus locks, below OGK helmet

WIN

IN THE

EMAG COMPETITION

PRIZES IN 0 0 5 6 $ OVER Ixon race suit in ladies or men’s cut with matching gloves.

click her

IXON Leathers:

Ixon Leathers & Gloves valued at over $1470 A ladies or men’s race suit and matching gloves.

GRO Oils:

10 packages of GRO oils valued at $150 each. Winners choose any GRO oil or bike care product from the GRO range to the value of $150.

Honda Kit:

Enduro Jacket valued at $275, Rolling Gear Bag (and Free Boot bag) valued at $285, total prize value $560

OGK Helmet:

OGK FF5 helmet valued at $549.50

Motodry Riding suit:

MotoDry Viper Jacket valued at $199.95, Nitro gloves and Razor Boots valued at $528.95

Terms and conditions: The Cycle Torque Emag Competition is being run by Motorcycle Publishing Pty Ltd ABN 97 085 871 147.

Entry is only available via the Emag version of Cycle Torque’s September, October and November issue. Winners will be chosen as the best entry to each prize category. The judges’ decision is final. The competition is a game of skill, luck plays no part in determining the winner. Entries close November 12, 2009. Winners will be notified by telephone. Winners will be announced in the December issue of Cycle Torque, published November 19 and available nationally by November 26. Entry is free. Entry is open only to residents of Australia. All prize values are manufacturers’ recommended retail prices.

BIG

THE

Ventura luggage and Trelock security.

10 GRO oil packs.

www.cycletorque.com.au

www.cycletorque.com.au

OMPETITION

ON W E B TO PRIZES

re to enter

ABus Chain lock:

ABUS Platinum chain valued at $242.95

Abus Disc Lock:

ABUS Detecto lock valued at $287.50

Honda Woodstock Thor Racing Package: Team Jacket ($275), Team Polo ($90), Pit Shirt ($105), Fleecie ($110), total prize value $580

Ventura/trelock Luggage & lock:

Ventura Touring Kit including Aero-spada 51L pack with Trelock Tredure and Armadon lock valued at $578

honda Motologic Collection:

Motologic Racing Team 2-in-1 jacket ($275), Pit Shirt ($89), Lightweight Jacket ($99), Cap ($30), Lanyard ($7), total prize value $500.

Honda enduro jacket & bags.

Motologic gear.

Woodstock jacket, polo & pit shirt.

Motodry jacket, boots and gloves.

INFORMATION FROM OUR ADVERTISERS 4 1

2

7 8

1

Scorpion Trail

2

The Axe

PIRELLI’S Scorpion tyres have been popular with adventure riders for years and the company has brought out a new model called the Scorpion Trail.

It’s a multi-purpose tyre capable of providing decent off-road grip but also handles high speed applications on the road. We got the sizes wrong in last month’s Bike Stuff, you can’t get the Scorpion Trail for sports bikes but they are certainly available in a number of sizes for most adventure style bikes.

Price: Start from around $205 for a front tyre Avail able from: Pirelli dealers nationwide More info: www.linkint.com.au AXO has released its 2010 range of MX nylons, with colours and styles to suit all tastes, from ’80s retro to modern.

Pants, jerseys and gloves. If you don’t see something to suit, you could well be blind.

Price: Start from as little as $29.95 Avail able from: Good bike stores everywhere More info: www.ficeda.com.au

32 - OCTOBER 2009 www.cycletorque.com.au

3

Safari Kato

4

Warm Honda

KTM’s 690 Enduro is made to go the distance but many riders would like to ride further than the standard tank will allow. Safari Fuel Tanks make a 14.5 litre tank for just such shenanigans. The tank replaces the standard side covers and is used in conjunction with the standard rear mounted 12 litre fuel tank, giving a total fuel capacity of 26.5 litres.

Three colours are available, orange, black or clear.

Price: $749 + postage Avail able from: Direct from Safari Tanks More info: www.safritanks.com.au or call 03 5729 5556.

WE KNOW Summer is coming but there’s still a chill in the air.

Honda has a range of puffer jackets just for the ladies. It’s snug, comfy and will look great at the track. And besides, winter will come around again next year.

Price: $95 Avail able from: Honda dealers nationwide More info: www.hondacatalogue.com.au

5

5

6

3

5

Quick sets

6

Slick Slix

TRIUMPH Street Triple and Street Triple R models now have access to Triumph’s accessory ‘Plug and Play’ quickshifter, as fitted to the Daytona 675.

If that’s not enough there’s also the factory accessory Arrow rear sets.

Both units are bolt on and go and the rear sets can be used in conjunction with the quick shifter.

Price: Quickshifter – $549, Rear Sets – $750.

Avail able from: Triumph dealers nationwide More info: www.triumphmotorcycles.com.au DRAGGIN Jeans have just released the first slim fitting, protective motorcycle jeans with a leather look. Constructed of quality stretch denim, and coated with a wax finish these innovative jeans are made to be worn fitted close to the body and will quickly mould to individual body shapes.

Price: $279 Avail able from: From October in all good bike shops More info: www.dragginjeans.net

7

MC Motads

8

Wunderlich catTledog

IN YEARS gone by it was commonplace for original mufflers to rust out in quick time. Most people would then opt for aftermarket replacements due to the cost of replacing original exhausts. Often they looked quite different but Motad has a range of mufflers which look like the originals but are made to last from Stainless Steel.

Most of these are for older bikes like the Yamaha FJ1200 and Kawasaki GPZ range but give Mark a call, he might just have what you’re looking for.

Full systems are also available.

Price: $950 pair, 3 years unlimted km warranty.

Avail able from: MC Performance Mufflers More info: www.mcperformance.com.au MOTOHANSA is the Australian importer of Wunderlich products, and we can attest from the size of the catalogue that the product list is very extensive.

And the best thing is, it’s free.

Price: Free, Zip, Zilch Avail able from: Motohansa More info: www.motohansa.com.au

www.cycletorque.com.au OCTOBER 2009 - 33

Rock protector

HEADLIGHTS are expensive to replace and even though they are tough they are still susceptible to damage from low flying rocks.

Our R 1200 GS long termer has a BMW accessory headlight protector fitted to it. It’s a shame it wasn’t fitted before we copped a rock in the headlight which caused a minor chip. The proof is in the pudding, it wouldn’t have happened if it had been on there.

The factory BMW protector is easy to fit and sits about an inch out from the headlight, so cleaning everything is also easy.

Cheap insurance, especially on a bike like this which can spend much of its time on unsealed roads.

Price: $135 Avail able from: BMW dealers nationwide More info: www.motorcycles.bmw.com.au

Bug out

SCREEN heights are very much a personal preference thing, depending on your height, the sort of riding you do etc. Mototoys has a range of Ztechnik accessory screens to suit a range of bikes, including our long term BMW R 1200 GS. We thought we’d try a Ztechnik V-Stream Lexan windshield which is both taller and wider than the standard unit.

It’s worked a treat for us, both regular riders are 6 foot + and we’ve noticed less buffeting as a result.

Fitting is easy, in ten minutes it was done.

If you don’t like the screen you can send it back, Rod from Mototoys offers a money back guarantee, so he stands by the products he sells.

The screen also boasts a solid metal mount for things like navigation systems and so on.

Ztechnik also does screens in standard manufacturer’s sizes.

Price: Ring Rod for a price.

Avail able from: Direct from Mototoys.

More info: www.mototoys.com.au or 0400 284 840.

34 - OCTOBER 2009 www.cycletorque.com.au

EDITORIAL

Fun in the sun

RIDING with mates is one of the things which makes motorcycles all the more fun. I’ve had some memorable rides since I started this motorcycle malarky, on the road, track and dirt.

There are too many to go through here of course but as the years have progressed the need to get out on a bike with friends is still strong. Just the other day four mates and I decided to head north from Newcastle up to Gloucester, across to Nabiac and then home via the Old Bulahdelah Bends, now known as Wootten Way. It was an eclectic group of bikes, an 1100 Ducati Multistrada, Honda CBR1000RR, Ducati 1098S, Kwaka GTR1000 and a Yamaha R1. In fact riding my friend’s 2004 R1 he’d only just bought got me thinking about how bikes have, or have not, progressed in the last few years. This bike didn’t have a lot of kilometres on it and was obviously well looked after but it impressed me with how good a bike it was.

Sure, the latest R1 has to be one of the most horn bikes ever, especially with its glorious note, but the ’04 model wasn’t far behind on the road.

With a set of pipes and a few small mods it pumps out 170hp at the back wheel and the engine is sublime: smooth, powerful and torquey. It had a pair of slightly higher ’bars and the footpegs were lowered a little, making it a very good road bike – on soft suspension settings. It’s no tourer of course but the thought of doing a big day in the saddle wasn’t scary.

Nearly as much time was spent catching up at the various coffee/lunch stops and the weather was unbelievable, making for a memorable day.

It’s funny how things stick in your mind regarding rides from the past. I remember riding with two mates near Lithgow back in the mid ’90s. Two of us were regulars but the other was out for his first ride with us. He set a blistering pace through the trails, like there was a demon on his tail, obviously trying to show us who the alpha trail dog was. It was all Garthy and I could do to keep up and even then it was terrifying to do so. I was able to get his attention to stop, which he obliged, asking what was wrong. I said, “Mate, can you pick the pace up, you’re going too slow.”

With that the colour drained from his face and the pace he set was quite a bit slower after that. When Garthy and I get together after all these years we still laugh about that one.

Another trail ride that sticks out was the time Garthy and I tackled some trails near Goulburn. There was the obligatory sledging happening and Garthy was out to show me who was boss. For some reason I seem to be the target for this every now and then, and it’s all good fun until someone gets hurt, then it’s hilarious. And that’s exactly what happened this day.

Garthy is out in front, riding like a lunatic on his very underpowered KLR250. He comes around a corner and sees a huge log blocking the trail, hesitates for a moment and then decides to wheelstand the half a metre high log at around 60km/h. Of course the KLR – which wouldn’t pull a sailor off your sister, couldn’t even lift its wheel off the ground at that speed let alone wheelstand a decent sized log – ploughed into the log. I was in hot pursuit and very shortly after came around the corner to see Garthy waving me down. Luckily I was able to do so, mainly due to my superior skills :), only to see my unlucky friend collapse on the ground. The trail of destruction of man and machine was a sight to behold. After an hour or so of cajoling him to get back on the bike and me bashing it back into shape we were able to get back to civilisation, which luckily was only 10 kilometres down the road, otherwise we could have perished out in the wilderness.

Road trips to the GP have been a great source of fun and laughter as well. On one trip Bear turns up to the kick-off point with a roll of duct tape big enough to patch the Titanic. It was all he could do to fit it in his luggage. I couldn’t believe he had got a roll so big and told him so in a manner which only good friends can do. He replied that we might need it. Yeah, right.

Well, down the road a few hours two of our riders get involved in a race of their own, and sure enough one goes down the road. I noticed there were no bikes behind me so I chuck a U turn and head back, seeing a once beautiful Suzuki TL1000R sitting on its sidestand, its rider Terry forlornly nursing some body damage and equally forlornly looking at his steed. But in all the commotion was Bear proudly holding aloft the gigantic roll of duct tape.

“See, I told you it would come in handy,” he said.

– Chris Pickett Working out the route…

www.cycletorque.com.au OCTOBER 2009 - 35

QUAD NEWS

FARM quads come in a variety of sizes to do a vast range of jobs. For most farmers, the ATV is a working vehicle which should be tough, reliable and capable.

Suzuki’s King Quad comes in a variety of sizes, from 300cc right up to the 750cc model with power steering.

The 750 ASi 4X4 uses a liquidcooled big bore single cylinder engine for power. It’s fuel injected and uses an automatic transmission. Three modes are available, two-wheel drive, fourwheel drive and you can also lock the front differential in if things get serious. For more info visit www.suzukimotorcycles.com.au.

We thought we would have a look at what’s available in the bigger capacity ATV market.

While we will generally mention one or two models from each manufacturer, it’s worthwhile checking out the websites shown – or visit your local dealer – to see out the full range.

Quick links :

www.suzukimotorcycles.com.au. www.hondampe.com.au www.kymco.com.au www.yamaha-motor.com.au www.polarisindustries.com/en-au www.kawasaki.com.au www.can-am.brp.com/en-AU/

Kymco is a relatively new player to the Australian market and the Taiwanese company has a high build quality in its products. In fact Kymco builds engines and parts for many of the more well known brands. Kymco has a large range of farm ATVs, from smaller capacities like the MXU 150 up to the MXU500 which has a liquid-cooled 499cc single cylinder engine. It also has shaft drive, automatic (CVT) transmission – with reverse – and is two, and four-wheel drive.

Info at www.kymco.com.au.

Over at Honda, its TRX FourTrax four-stroke range has proven both popular and reliable. Machines range from 420cc up to 675cc, in both manual and auto options, and two-wheel and four-wheel drive. Boasts fuel injection and self-cleaning front brakes. Go to www.hondampe.com. au for all the information you need.

36 - OCTOBER 2009 www.cycletorque.com.au

Farmer’s Market Over at Kawasaki, its Brute Force 750 4X4i ATV leads the range. Powered by a liquid-cooled 749cc V-twin four-stroke engine, the Brute Force is made to power up hills and the like with ease. Fuel injected, two, and four-wheel drive capabilities, CVT transmission (with reverse) and plenty of towing capacity. It even comes in bright green so you can stand out among the cows. Info at www.kawasaki.com.au.

Yamaha has been building ATVs for donkey’s years and well versed in what farmers need to get on with the job.

The top model in the range is the Grizzly YFM700FAP which uses a liqui-cooled 686cc single cylinder four-stroke engine. It’s fuel injected, and the all-alloy engine uses loads of modern technology to make sure it keeps keeping on. Selecting two, or four-wheel drive is a snap with the push button system. Boasts power steering, 20 litre fuel tank and Yamaha’s Ultramatic transmission system.

Www.yamaha-motor.com.au will get you up to date with Yamaha’s ATV range.

Can-Am’s Outlander is one of the biggest ATVs on the market. Powered by an 800cc Rotax V-twin engine, you can imagine not much would stop it. CVT transmission, fuel injection, four-wheel drive, independent rear suspension and multi function instrumentation are just some of the features. There’s not much you can’t do with a vehicle like this; tow, winch, take big loads, the Outlander is perfect if you plan on working your ATV hard. Go to www.can-am.brp.com/enAU/ for more information.

Polaris is a major manufacturer world wide, manufacturing everything from snowmobiles to the Victory brand of big bore V-twin cruisers. Generally anything the company builds is built to last. The big banger in Polaris’ inventory is the 6X6 Sportsman Big Boss. It uses a 760cc four-stroke donk which is fuel injected. It’s an automatic and can be used in either four, or six-wheel drive. If this is a little too much for you, Polaris also has a huge range of four wheel models. Visit www. polarisindustries.com/en-au for more info.

www.cycletorque.com.au OCTOBER 2009 - 37

GUNTRIP

Fishing expedition

THERE’S no doubt about it: the older I become, the less I seem to know.

It’s a revelation made unpleasantly apparent during past weeks. Last year’s canter around the USA left me more convinced than ever that we’re products of our environment, and that seems to be no less true of our attitudes to riding than it is to anything else. But I’m still struggling to understand it.

In the USA it’s all about The Ride: you’re either preparing for it or doing it, and Americans being what they are, they take the whole thing enormously seriously – which is why you see so many full dressers plying the long roads connecting the suburbs with the plains. And so many of those fulldressers are Harley-Davidsons for two principal reasons: ownership and tradition. And that’s ownership in the wider sense: it’s American, therefore it’s ours; it’s also fit for the purpose and it’s downright patriotic. But that doesn’t mean you can’t treat your less fortunate fellow riders with a measure of distant respect, even if they aren’t smart enough to choose the right thing and instead ride something ‘foreign’.

Here, Harley ownership often comes with a different set of values: most of the hard-core H-D owners I’ve known would rather see their children sold into slavery and their wives and mothers in whorehouses than ride anything Japanese. They ride Harleys because they’re the right thing to have, certainly; but it’s a political decision more than it is economic or social.

That said, there’s often an element of hard-riding practicality in our choice of bikes down under. Many of us are sensible enough to run out and buy FJR1300s, R1100Rs, even ZXR1200s when we’ve sized up what we’re likely to be doing on the road between New Year and Christmas and need something suitable.

There maybe isn’t the same distant, intangible idealism of being On The Road here as there is in the US, and what spirit of The Ride there might be certainly isn’t fuelled by three generations of California-style rock and roll outfits howling about the joys of riding two-lane blacktop. But the hard interstate blast that began on Z900s

and R90 Beemers is ours; Stone and Mad Max were both authentic (up to a point) and Australian, so we have our road culture too; it’s just that if we are searching for our souls Out There we don’t flog the idea quite so heavily as our American cousins.

The Brits and Europeans are different again, of course. The European approach to distance work has historically been led by the Germans who are habitually even more fastidious, rigourous and organised than the Yanks.

Their hardware tends to be more performance-orientated, and they run many more Beemers and top-ofthe-line Japanese sports-tourers than Harleys or Honda Shadows. These tend to come with colour-matched leathers and intercom-equipped $1000 helmets and an abundance of guidebooks and maps.

Somehow the French and Italians contrive to look more stylish than any of us. The Italians in particular seem to have written the book on looking fashionably scruffy, never mind all the excellent leatherwear being made in the north of the country. Neither group seems to travel very far – I suspect they’re both concerned about the quality of food to be found beyond their national borders – unlike the Germans, who pop up in all manner of improbable locations.

Which leaves us with our British brethren, the bulk of whom don’t seem to make enthusiastic tourers – there are very few Gold Wing-mounted

38 - OCTOBER 2009 www.cycletorque.com.au

Poms conducting tours of Anglican cathedrals, for example – except when there’s a race meeting to be attended, and then they’re as enthusiastic as we are at doing the weekend blat. But where we’re committed to the Phillip Island grind twice a year (if we’re lucky), you’ll find hunched figures in baggy leathers and knee sliders lurching across car parks the length and breadth of continental Europe and making enquiries in brassy Yorkshire accents about the availability of the local brew.

To see brother Pom at his variegated finest you head for the Isle of Man at the beginning of June, however, and park yourself in the beer garden of the Quarter Bridge Hotel for the duration of race fortnight. That, it seems to me, is the British way of touring.

We’re fortunate, ourselves and the Yanks, in having places to go that involve the crossing of large uninhabited regions, of different climatic and geographic zones, for that more than anything else conveys the sense of distance and invites you to think about the planet and consider your place in it. Even the larger European countries, France and Germany for example, can’t really offer that. In Europe, getting away from it all is more concept than reality; in the US and Australia it’s a day’s run. Be in it. Or, rather, be out of it.

– Bob Guntrip

A gaggle of Harleys out for a tour – in Australia.

Cycle Torque Launch Report – 2010 KTM EXC two-stroke range

Constant improvement has made the KTM enduro strokers a very viable alternative to the four-strokes.

TEST BY

Darren Smart

PHOTOS BY

Adam RiemaNn

Updated, not outdated KTM’s 2010 twotroke EXC enduro range is still the most comprehensive of any of the brands and with some minor ‘fettling’ for all four of the 2010 models there is a promise of better handling and increased more durability.

There’s no doubt four-strokes are now dominant in the enduro marketplace and out on the trails these days,

but KTM is one of the few manufacturers still developing and building oil burners, and, after riding the 2010 models, we hope the company continues to offer these great machines.

The 125:

Of all the test bikes, this one I was least looking forward to. Why would anyone buy a 125cc enduro bike? Well, before I rode this

bike, the question would have come from me, with its fair share of cynicism; not anymore.

First of all, the motor is stronger than I would have thought possible and because of the light weight, you can really throw this bike around and attack almost any…no…any terrain.

I had the opportunity to rip up several reasonably steep, rutted and rock infested hills on the 125, and it accepted the challenge gladly.

On the open fire trails you can sit on 90km/h comfortably with standard gearing. My advice is to take a good hard look at the terrain you ride most of the time, and if it is hard-nosed snotty terrain the 125 is for you.

The 200:

Like the 125, this bike has the ability to give the rider all of the confidence the world; it corners like a dream and the few extra

www.cycletorque.com.au OCTOBER 2009 - 39

Updated,

not outdated

40 - OCTOBER 2009 www.cycletorque.com.au

cc give the 200 a bit more punch through the whole rev range.

By the time I got off the 200 I was convinced I was ready to make a comeback and take on the World Enduro Championships – it really does inspire you to attack the trail with full confidence.

I even got to punch the 200 around the Manjimup motocross track for a handful of laps and it handled it perfectly.

The 250:

The 250 is quite a bit faster than the 200, not only top speed but through the whole rev range. I had to settle down a little on the 250, thanks to the corners coming up at a much faster rate of knots. I couldn’t ride it with the same gusto and aggression as the 125 and 200.

Still, the extra speed gave me the opportunity to test the new brakes, and I can give them a big tick; very strong and progressive with plenty of feel.

Even with the extra 3kgs over the 200 (97 to 100) the 250 was still quite easy to throw around in the tight stuff, and was very stable at speed.

The 300:

The KTM 300 has been a favourite for Australian dirt bike riders for many years. It just feels like a fast version of the 250, with just a touch more kick when you need to launch off a log, lip or blasting up a hill.

I did a few laps around Manjimup on the 300 as well and it was almost the perfect power for that track. The EXC suspension really soaked up the sandy whoops with out any out of the ordinary side kick.

125,200,250,300 EXC – What’s New? All of the EXCs get new settings for both front and rear suspension, with the rear shock getting a new PDS needle to allow the damping

to come in a little earlier for a more progressive feel through the stroke.

Likewise, all of the 2010 EXCs have a lighter and more compact caliper bolted to the bottom of the fork leg, while new Toyo B153 brake pads are slotted in to give better performance all round.

To give sharper cornering ability and more feel in the front end the 125 and 200 receive a new frame with a 5 degree steeper steering angle coupled with a 22mm off-set for the triple clamps instead of the 20mm version for the 250/300. Also, the 125 and 200 also get lower handlebars to fit in with the new chassis design.

To boot, all two-stroke EXCs get new lighter EXCELL rims, an all-new airbox with Twin Air filter, new Renthal Diamond Grips, lighter DID 520 VT2 X-ring chain, single wall exhaust pipes (lighter and easier to repair) and new graphics.

Despite rumours to the contrary, KTM will continue to have the nonlinkage PDS suspension for all EXC models and there are no plans for changes in the near future.

So, What’s The Wash-Up?

One has to expect something special from a factory like KTM. All the models are very easy to move around on, from darting up-hill to down hill, to bouncing over logs or jumping over water crossings; the seat/handlebar/footpeg/radiator shroud relationship proved a winner.

The changes made for 2010 are without doubt a step in the right direction. The brakes, cornering, ergonomics, suspension and power delivery are all in harmony for each model.

The 2010 KTM EXC two-Stroke range will make dirt bike riders throughout Australia finish each day with huge smiles and many, many good times. Of course not every rider loves, or even considers, the ringdingers. But when they are this much fun and easy to live with, maybe we should. n

www.cycletorque.com.au OCTOBER 2009 - 41

Personalising our GS

BMW’s R 1200 GS is a fantastic bike straight out of the crate – as an adventure tourer it’s the bike against which all others are judged.

But people want different things from their bikes, so BMW makes the GS available with a variety of options (which are factory-fitted and must be chosen before purchase) and a huge list of accessories (which can be fitted by a dealer or even the owner, and can therefore be purchased with the bike or at a later date.

The Cycle Torque long-term R 1200 GS supplied to us by BMW Australia for evaluation came heavily optioned – ABS, TCS, RDC. BMW also supplied the GS tankbag and large gear roll which can be strapped on the back of the bike.

Soon after the bike arrived at Cycle Torque we were asked to test a Ventura rack and bag, which was promptly fitted.

The machine’s first decent shakedown ride was in the company of Graham Harrison and his KTM 990 Adventure R, a two-day ride through the forest roads north of Newcastle in NSW. Covering mainly good dirt roads with some bitumen and a host of creek crossings thrown in, this is the sort of territory many a GS has been bought for.

Although I’ve ridden BMW Boxer twins for many, many thousands of kilometres (and even owned an 1150 GS), it does take a while to get used to them when you throw a leg over – they are big, heavy and different compared to single cylinder off-road machines. If your background is more road based, a GS feels tall, ungainly and… different.

No other bike with off-road capabilities uses such a big engine and slings the pots out to the sides. This characteristic means that despite its not inconsiderable bulk, the R 1200 GS doesn’t feel too heavy to punt up a rutted, slippery gravel road. It means standing up on the footpegs is not only doable, it’s the natural riding position in tough conditions.

It also means adding luggage, accessories and even a pillion don’t compromise the bike’s capabilities anything like as much as it would to most dual-purpose bikes.

Talking of luggage, we don’t have the hard plastic or optional alloy cases BMW offers for the GS. We’ve used them before, and they’re great, but panniers are over-rated in tough conditions, coping a lot of damage in a tip over and sometimes bending brackets and subframes in the process; if you’re riding somewhere where you think it’s likely the bike will end up on its side, soft panniers are often a better idea.

The BMW tankbag, for example, is a great place to carry gear which needs to be accessed but also well protected – I used it for my camera on this trip.

A tankbag is positioned where it’s unlikely to get smashed, is good for small, heavy items (such as cameras) because it’s a central location on the bike, and also will be subjected to less vibration and movement on the suspension than anything carried up the back of a bike.

Travelling solo meant I could use the Ventura Bag facing forwards,

42 - OCTOBER 2009 www.cycletorque.com.au

so it sits on the standard BMW rack and the pillion seat.

Used this way I’m sure it could be loaded up heavily, because the weight isn’t carried by the rack but by the seat and bike.

If you’re carrying a pillion the bag can be positioned to sit on the Ventura rack itself, but the weight will then be a long way behind the rear axle and high up, too, so don’t put too much weight inside. I had my gear in the bag and on the rack I strapped a tripod.

My plan was to have a good ride, but also to work out what I wanted to change.

The first thing is the footpegs. On the road, with the vibration-stopping rubber inserts fitted they are fine I suppose, but off-road they are narrow and

uncomfortable. The 1200 GS Adventure gets triple-row pegs which are much better.

For a tall bloke like myself the handlebars are too low, especially when using the tankbag, so I’ll be looking for a set of risers for the standard handlebars for improved comfort and control.

Talking of comfort, I’ve been using the Vemar Jiano Interactive helmet recently, and it’s great. The GS comes with an accessory power socket under the seat, so I can power my iPhone, running my tunes, GPS navigation and mobile calls

all in my helmet and never cop a flat battery…

On the trip I copped a stone into the headlight, so in a case of locking the gate after the horse has bolted, there’s now a BMW headlight protector fitted to our long-termer. While our local dealer, John Brisan Motorcycles, had the bike they also fitted a bash plate and cylinder head guards, all items from the BMW accessory catalogue. We also asked them to switch over the air pressure readout from the RDC tyre pressure monitoring system from bar to PSI. Wheels haven’t gone

metric, can’t see why pressure should…

Since the trip we’ve also added a ZTechnik tall screen: the standard one doesn’t throw the breeze high enough to clear my helmet, resulting in lots of wind noise and buffeting. Sometimes it’s no fun being tall.

Reports on how the updates and changes are coming along in future issues.

– Nigel Paterson

www.cycletorque.com.au OCTOBER 2009 - 43

dirty torque

Just For The Fun Of It?...Yeah Right.

After 18 months of not riding a motorcycle in anger, it was time to jump back in the saddle and see if ol’ Smarty still had the ticker to ‘get ugly’ on a dirt bike.

At the tender age of 46 you would think a man could just go out for a casual, low key dirt-bike ride with his mates. You know, no pressure, no racing, just a quiet ride around a track or through the bush.

Hmmm, seems that’s not the case.

Recently I had the best month of dirt bike riding for as long as I can remember but on each occasion the ‘red mist’ hit the right wrist and going along at a casual pace just wasn’t an option.

Hey, the good news for me is that I’m not alone. If you are a keen dirt bike rider and reading this right now, you know what I’m talking about.

Whether it’s racing your mate (or anyone else for that matter) around a motocross track or drag racing up a fire road towards the next turn off, it doesn’t take much encouragement for any of us to get involved in a bit of a tussle.

I recently did a bit of Vintage/Pre’85 motocross racing on the North side of Brisbane. The average age of the competitors would be around my age so as I lined up for my first race in almost two years, I sort of figured this would be a nice way to ease myself back up to speed.

Well, I’ll tell you this for nothing, it was one of the hardest days’ racing I have ever had; over the six races I competed in I was in a heated battle in every one.

Sure, I could have settled for an easy top five, but once the rubber band snapped across our front wheels I was just another animal hanging off the throttle looking for glory.

I watched all the races I wasn’t involved in and it was the same for every class.

Obviously the age of the bike and/or rider is no barrier when it comes to banging ’bars on a dirt bike.

My next outing was just a few weeks ago, when I shot up to Nambour to catch up with an old racing mate of mine by the name of Gibbo. Once I got up there and we got the kids sorted with Gibbo’s wife Jess, we took off to Mt Coolum with a pair of CRF150s in the back of Gibbo’s ute.

On the way I got a bit of advice. “Listen Smarty, the guys we are meeting up with today have been riding this track for years; if they smoke you don’t feel bad, they have this track dialed in big time.”

Sounded like good advice to me. I had nothing to prove, right? So once we arrived, I had in mind that I would just

ride at my pace and whatever would be, would be.

This track was a long and winding flat grass track and everyone was riding 125cc and 150cc four-stroke trail bikes. It was all about corner speed, staying smooth and most important of all, avoid being smashed out of the way if entering a corner a little too slow, or leaving a gap bigger than a matchbox toy.

After 30 minutes of learning the track, it wasn’t long before I was swapping corners with former Australian Motocross Champion and multiple Queensland Champion Mick Cook, riding a Yamaha TT-R125.

Mick is known for his aggression on the track as well as his exceptional riding ability. After a few laps of watching and learning, I wasn’t too far off ‘race pace’ when someone put forward the idea of a five lap race.

We all lined up and with a wave of the flag we were off; over the next ten minutes I rode the wheels off the little CRF150 with Mick, Gibbo and a gaggle of drooling dirt bikers looking to smash their way straight through me if I messed up or hesitated for just one second.

What a blast. Once the race was over, it was smiles all round as we embellished and re-lived close calls and even closer racing. As far as who won the race? Who do you reckon?

The following Tuesday I found myself on a Qantas flight to Perth representing Cycle Torque at KTM’s 2010 EXC Range Press launch. Me and all the other motorcycle magazine journos from around Australia were to spend two days testing eight of KTM’s serious off-road machines.

Big John Staines from West Coast Trail Bike Safari’s hosted and led the two day

44 - OCTOBER 2009 www.cycletorque.com.au

ride on his 570 Berg, and like everyone else, I was looking forward to some good riding, and testing KTM’s latest and greatest.

Well, you can see a pattern forming here. Most of the time it was great trail riding at what most would call a ‘good’ pace, but there were several times over the two days I found myself having a cracking battle with one or a few of the other riders.

I had a crack at John on his Berg at one stage, but came away a distant second after he launched down a rocky face at warp speed. Meanwhile Jeff Leisk and I were both KTM 125 EXC mounted. We had a few good scraps but I could tell that ‘Leisky’ was just playing with me.

Many of the other journo’s were happy to pull the throttle on when they were ‘challenged’, and this made the riding all the more enjoyable.

I suppose the bottom line is this. For me, I am just not one of those guys who can go for a ride without some form of competition or ‘hard’ riding involved.

Hey, that may well piss some people off.

I can imagine some people might get a little peeved if they are cruising along a nice trail or track, when all of a sudden ol’ Smarty rips up the inside and pulls a block pass that would make Ando blush, sending them into the bushes.

So, aware that I am not going to change my ways, all I can do is apologise in advance, coz after all the fun I have been having lately, nothing is surer: I am coming to a trail or a track near you…

– Darren Smart

Smarty charging past the pack up a WA Hill of Pain…

WileyX Bike Pix competition

We received this photo from Barney who says it was taken at the Italian GP in Mugello in 2002.

The guys dressed as traffic cops are obviously part of his fan club, giving him a bogus ticket for speeding.

Very funny and it shows why the majority of race enthusiasts love the Italian superstar: he’s a showman.

Cycle Torque and WileyX Eyewear have teamed up to offer Cycle Torque readers the chance to win a pair of fabulous WileyX glasses up to the value of $269.95.

Just email us a motorcycle oriented photograph (maximum 5MB in size) to chris@cycletorque.com.au. Include a short description of the photograph of about 50 words and send it in.

Don’t forget to include your details so we can contact you if you are the lucky monthly winner!

Your photograph can cover anything of a motorcycling nature. It could be a photograph taken during a ride with mates, or of an exotic bike you spotted somewhere, or perhaps taken on a road trip.

We’re keen to see dirt bikes, road bikes, race bikes and (importantly) the people who ride them.

Funny, interesting or action-packed images are the likely winners.

WileyX has a huge range of glasses in its lineup, about 50 models in fact, and you could be wearing one of them if your photograph is selected to be published in the Cycle Torque WileyX Bike Pix Competition.

The competition is ongoing so keep your camera handy. If you want to see more of the WileyX range of shatterproof prescriptionable eyewear just check out www.wileyx.com.au or ring 1300 782 990. n

Previous winning images: www.cycletorque.com.au www.cycletorque.com.au OCTOBER 2009 - 45

Dres

46 - OCTOBER 2009 www.cycletorque.com.au

essed up Cycle Torque Test - Kawasaki 1700 Voyager

‘Chips’ bike, full dress tourer?

Call it what you like, old school definitely looks cool.

THE Kawasaki 1700 Voyager Kawasaki’s take on the V-twin full dresser: a touring bike with styling from a previous age combining with the latest in technology and design to produce a comfortable, safe and reliable ride for two.

Whilst the familiar Vulcan references abound there is a ‘long stroke’ EFI engine, six speed ‘box, belt drive, a new frame, ABS brakes – Kawasaki Advanced Coactivebraking Technology (K-ACT ABS) and an impressive array of electronic jiggery pokery including a trouble shooting self diagnostic facility, an electronic idle speed adjustment and electronic throttle valve system.

Naturally, there is iPod connectivity, rider coms, radio, a full series of computer-based distance, fuel, and ‘trip’ options as well as cruise control. There is no doubt, this is the flagship of Kawasaki’s cruiser line up. The Voyager has two siblings – the Nomad and Classic. The former has screen and bags, the latter sans these.

Old school’s cool

The bike has styling references to American/Aussie muscle cars. The fairing has a distinct “Chevy-esque” headlight surround. The instruments are large, easy to read and emulate early Mustang or Falcon GT type dials, complete with chrome bezels. The tank holds a handy 20 litres, and there is luggage space galore in the two hard panniers and the ‘trunk’ (top box), which will swallow two

TEST BY

‘Aunty’ Mal

PHOTOS BY

John Turton

www.cycletorque.com.au OCTOBER 2009 - 47

Dressed up helmets; more importantly it hinges to the side allowing access whilst a pillion helmet sits on the pillion seat – very handy at stops.

There are also two small glove boxes, one each in either side of the fairing inner. Interestingly the fairing is frame mounted unlike some of the competition after whom Voyager takes its styling cues. One of the details is an adjustable fairing lower which allows greater or lesser air flow, depending on the setting. I found wide open was best. The riding position, even in winter, was warmer than one might expect.

Also the temp gauge ran in the last quadrant of its travel mostly. Not in the red, but within sight of it. Depending on the instrument’s calibration, this bike may like to run in the hotter end of its spectrum; the thermo fan happily doing its designed duty.

From the rider’s position the (unadjustable) screen does a wonderful job of directing air flow, and ‘disappears’ after a while. The reach to the ’bars is comfortable and all the controls are relatively easy to use. The running lights switch is best attempted whilst at rest however, as it is partly obscured by the rider’s knee. The ride comfort of cruisers Roaring up the road should come in for the highest scrutiny. The The super pillion declared the seat to be “very comfortable”, but noted her inner calves one thing they must deliver is comfort. The buffed the paintwork and there was evidence Voyager has adjustable rear shocks, via air pressure. They are not linked, and require a of others having experienced this as well.

48 - OCTOBER 2009 www.cycletorque.com.au

non-servo type air hose. Otherwise there is a risk of damaging these pneumatic items. Unfortunately there is no air pump hiding under the seat and the booklet requires the bike be checked with the suspension unloaded. Kawasaki recommend a jack for this purpose, and most owners will ask their dealer to attend to it or will simply use a “less or more” approach without jacking up the bike. ‘Soft’ is nil; ‘Standard’ is 14psi and ‘Hard’ is 43psi, which you are not allowed to exceed. Solo I found the suspension firm, perfect with a pillion. There is also rebound damping, positions 1 to 4.

Cruising the country

Two up along Bucket’s Way, heading for the coast, I was impressed with the Voyager’s manners. This has to be the best turning heavy cruiser I’ve ridden. 100km/h, no problem, 120, same, 140, hey this thing handles, 160 and honking along rock steady and happy to change direction, fair ground clearance too. The footboard feelers will scrape when the speeds rise, and two up the suspension compresses, but its really very good to ride like this, even though you’re not meant to?

Plenty of reserve capacity at saner speeds.

The engine is a long stroke 1700, with just 2mm in favour of the stroke side of the equation. It has plenty of grunt, 136Nm at 2750rpm, and

can rev ok too. This SOHC multi-hydraulic-valve unit has a healthy oil capacity, five litres, and is a semi-dry sump design. The example I rode was ‘very young’, however it was a willing performer with a ton of grunt, I imagine this would only improve as the kays ticked by. Not too many owners will feel the need to ‘pipe’ their Voyager, the standard units make a healthy burble as they are. While having a bit of a go I decided to try the brake set up. Hit the rear, and the right front comes on as well. Hit the brake lever and all three disks get the squeeze. This is the ‘Co-Active’ function, which is deployed only after 20km/h. The ABS element works from 5km/h up. I warned the super pillion and had an exploratory go at the brakes, from 120. Excellent. Again, this time all the way...fantastic! If ABS saves you at any level once in a lifetime, it’s gotta be worth it.

A long gait

After the bump and grind of the back hills it was time to subject both bodies and bike to the expressway home, which is the bike’s natural environment after all. It was a sunny afternoon, perfect weather, bike thrumming along on cruise control, all was right with the world. I had familiarised myself with the 6-speed ’box. Top is a serious overdrive, and 5th more than high enough to act as a top gear. Good touring gait

Wheel, brakes, tyre – they all look chunky.

Heater control on a bike?

That’s cool, or hot.

www.cycletorque.com.au OCTOBER 2009 - 49

Dressed up as a result, loping along at under 2500rpm. The shaft is gone, replaced by a new age high tech belt, using carbon fibre instead of the usual kevlar, with 40 per cent greater tensile strength delivering a very long life expectancy. The gear change on brand new bikes often feels the need for more kays, and Voyager was changing more smoothly at the end of our thousand kay acquaintanceship, than at the commencement. The gear lever itself offers the option of a heel change. I found the width of the engine, combined with a reasonably modern boot meant I couldn’t get easy access to the heel shifter. A slight change of position, or boot, may have addressed the issue, so I just used the conventional shift.

A more detailed look

At home base I had a really good look at the Voyager, and noticed the paint on the tank was inches deep, rich gloss and smooth as can be. Other sections of the bike appear to have been highlighted with a gloss pinstripe that is not cleared over – the ‘trunk’, fairing, etc. This is hard to discern, but is there nonetheless. From more than a foot away you’d never notice it, and it doesn’t detract from the whole package, just an observation. Plenty of riders and passers-by thought it was another famous cruiser brand, and on learning its identity, exclaimed “Wow!”. It has a non-adjustable windscreen as well, which I got used to in moments. The riding position is ostensibly comfortable.

However, perhaps due to the shortening of the wheelbase, delivering a ‘sporty handler’, the rear of the tank pushes against the inner thighs. Wearing thick wet weather gear would mean the beautiful paintwork on the tank might suffer the same fate as the lower bodywork near the pillion seat, scuffing. In some cases the rider may feel a bit ‘clamped and spread’. Also the seat is comfortable, but there is very little fore and aft adjustment room. I went to the dealer and found to my surprise, the superseded model was a little more accommodating. This is a very personal area, how a bike fits you. I feel I’d like a tad more room. There are no heated grips or seat. Wiring is externally routed, no problem. Care has to be exercised when reverse parking as the left muffler can interact with the gutter. The side stand, I believe, is a little shorter than optimal. Lean is fine with ’bars turned left, right means a pronounced angle that needs to be overcome. This is a full dresser and a wet rally site or loose gravel may complicate the getting vertical process, add in an unfriendly camber and... ideally an optional slightly longer stand.

My final thoughts

This Voyager started first press, hot or cold, was fun to ride in the hills, and luxurious on the expressway. The engine is a wonderful development of the Vulcan series, partly inspired by the push rod two-litre engine’s architecture, but using a SOHC 4-valve layout. It has a style reminiscent of the classic dressers in tandem with a wonderful brake package, and user friendly luggage systems. It is well and truly capable of fulfilling its design brief and at $25,499, it represents outstanding value. n

50 - OCTOBER 2009 www.cycletorque.com.au

S p e c i f i c at i o n s: Kawasaki Voyager Engine Type: Liquid cooled 4-stroke V-twin.

Capacity: 1700cc Transmission: six speed/belt drive Fuel Capacity: 20 Litres Frame Type: Double cradle steel Seat Height: 730mm Curb Mass: 406kg Front Suspension: 45mm telescopic forks Rear Suspension: Twin air-assisted shocks.

Brakes: 2 x 300mm discs with 4-piston calipers/ twin-piston caliper on rear 300mm disc Tyres: 130/90-16, 170/70-16 Price (RRP): $25,499 + ORC Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Insurance Specialists

Web: www.kawasaki.com.au

M OT O G P P R E V I E W

All roads lead to Phillip Island

IT’S amazing to think it’s nearly 12 months since Casey Stoner won last year’s Phillip Island MotoGP round.

Once again the island in Victoria will be over-run with bike enthusiasts keen to see if he can do it again, especially after missing a number of rounds due to sickness.

But it’s not all about Casey, Chris Vermeulen, Rossi and co have many fans in Australia. If you’ve never been the spectacle is something to behold, the noise and atmosphere is out of this world.

There’ll be the usual 125 and 250GP battles and local talent giving creating their own spectacle in Superbike, Supersport and the crowd loving Historics.

In town there’s a number of eateries and just checking out the people and bikes in the main street at night is fun too.

If you are after somewhere to put your head down at night, there’s a host of options. From camping at the track to renting a house with some friends, there’s something to suit your budget somewhere. A good website to check out is www.phillipisland.com.au for Judith Wright Real Estate where you’ll find plenty of info on where to stay.

There’s also www.phillipisland.net.au to visit and the official Phillip Island MotoGP website www.motogp. com.au which has all the information you need for the event, how to get tickets, how to get there, where to park and how best you can view the event, with corporate and Champions Club special packages.

Some riders clubs also have their own corporate facilities where club members can watch the races in high comfort. If you have the cash it’s worth checking these out.

Ducati has its Champions Club, adults $750, kids $350. For this you get watered and fed in comfort, get pit walks and even great coffee. Go to www.saneevent. com.au/ws/motogp09/.

Honda also has its own Champions Club but there’s not too much to say, it’s sold out.

While many of the usual organisers of such viewing packages are opting out this year, it’s not the case with QBE, the giant insurance company is doing it in style. QBE is offering event ticket holders and QBE motorcycle insurance policy holders the chance to win the ‘Ultimate MotoGP Experience’ in the QBE Trackside Lounge at this year’s event.

The winner, and five of his or her friends, get flights to and from Melbourne, transfers to Phillip Island, four nights accommodation at PI, a paddock tour, pit walk, three day hospitality at the QBE lounge and a host of other goodies, including the possibility of a twilight Phillip Island track pillion ride during the event.

Plus, all six lucky people each get QBE motorcycle insurance policies for 12 months, up to $1000 in value.

All you have to do is enter the competition by logging onto www.motogp.com.au and enter the unique booking code from your ticket or register your QBE motorcycle insurance policy number.

Hurry, entries close October 5. n

www.cycletorque.com.au OCTOBER 2009 - 51

October >

Bendigo Motorcycle Expo

WHEN: October 3-4, 2009 WHERE: Bendigo, Central Victoria WHAT: Sponsored by Shannons, the 2009 Bendigo Motorcycle Expo will take place at the Prince of Wales Showgrounds Exhibition Building and is hoped to become an annual event, with up to 10,000 people attending this year. It is anticipated that the event will feature all the major manufacturers of on and off-road motorcycles, including Yamaha, Honda, Kawasaki, Harley-Davidson, Suzuki, and Triumph, with many scooter distributors also taking part. Customised, drag and race bikes will be other popular exhibits.

Motorcycle accessories manufacturers and distributors will also be out in force with trade stalls showcasing products from helmets and riding-wear to parts, accessories and bike trailers to airbrush artwork.

CONTACT: George Bobbin 0428 510 426 or bmesecretary@gmail.com

Desert to the Snow Postie Bike Challenge

WHEN: October 3-12, 2009 WHERE: Brisbane to Melbourne WHAT: $4950 per person includes bike ownership, all meals, fuel, mechanics, spares, support vehicles and air fare home. Route; Brisbane to Melbourne the long way over nine days, 3000+km on an unmodified Honda CT110. A great mix of bitumen, gravel, and sand. A once in a lifetime adventure and a great equaliser for all types of riders. This is not a race, it’s a tour with a challenge and a lot of fun. Meet a great bunch of like minded adventurers. Final celebration dinner and a soft bed at a resort at the destination. As on previous PBCs, in the spirit of goodwill, please voluntarily donate your bike in your name to Rotary at the end.

CONTACT: Dan Gridley, PO Box 287 Spring Hill Qld 4004. 07 3264 7727, www. positebikechallenge.org.

Bendigo Motorcycle Expo

WHEN: October 3-4, 2009 WHERE: Bendigo, Central Victoria WHAT: Sponsored by Shannons, the 2009 Bendigo Motorcycle Expo will take place at the Prince of Wales Showgrounds Exhibition Building and is hoped to become an annual event, with up to 10,000 people attending this year. It is anticipated that the event will feature all the major manufacturers of on and off-road motorcycles, including Yamaha, Honda, Kawasaki, Harley-Davidson, Suzuki, and Triumph, with many scooter distributors also taking part. Customised, drag and

race bikes will be other popular exhibits.

Motorcycle accessories manufacturers and distributors will also be out in force with trade stalls showcasing products from helmets and riding-wear to parts, accessories and bike trailers to airbrush artwork.

CONTACT: Geroge Bobbin 0428 510 426 or bmesecretary@gmail.com

Oct 31 Burswood Dome, Perth, WA. WHAT: Chad Reed will return to Australia for the SuperX series, hoping to keep the crown he won in 2008.

CONTACT: www.superx.com.au.

Harleys For Helicopters Turkey Run

WHEN: October 10, 2009 WHERE: Departure Murrumbateman Hotel (50k north of Canberra).

WHAT: Over 200 bikes are expected to turn up for this fund raising ride. There’s plenty of prizes to be won and plenty of good time to be had. Ride departs Murrumbateman at 8am, finishing at Boorowa where good food and entertainment awaits.

CONTACT: Johno on 0414 319 488 or Lenny on 0407 609 927.

WHEN: 23-25 October, 2009 WHERE: Ride departs Newcastle and finishes at Uralla WHAT: What better way to enjoy a ride when you know it’s raising money for the Westpac Helicopter Rescue team, who save plenty of lives each year. Ride departs the helicopter base in Newcastle on Friday October 23, cruising up to Uralla. The entertainment at Urallais much too long to mention here but there’s something for just about everyone.

CONTACT: Visit www.h4hnsw.com for more info.

Ride with the rockers

Southern Classic

‘Victory of Prostate Cancer’ dice run

WHEN: October 11, 2009 WHERE: Meet at Love #3 Cafe, 27 Barr Street, Camperdown Sydney.

WHAT: Ride leaves 9am for a burn up (hopefully not literally) up the Old Road to Mount White and on to Patonga Beach for lunch. If you want to check out some awesome machinery either go along for the ride or put you chair on the side of the road.

CONTACT: Visit www.tonupboys.com

Round 5 PCRA at Oran Park GP Circuit

WHEN: 11th October, 2009 WHERE: Oran Park Raceway, Narellan NSW WHAT: The PCRA will be holding the fourth round of its 2009 season at the Oran Park GP Circuit on Sunday the 5th July, 2009. Don’t miss an action packed day of racing which includes; sidecars, motolites/supalites, historic & pre-modern classes in a fun & relaxed atmosphere. These meetings have historically been very well subscribed and this year will be no exception.

Oran Park is set to close this year, so make the most of your chance to come & watch the type of bikes that were part of the history of this great racing circuit.

CONTACT: Scott Waters on 0425344711 or www.postclassicracing.com.au/pages/ home.aspx.

SuperX

WHEN: October 17, 2009 WHERE: Round 1 Aurora Stadium, Launceston, Tasmania; Round 2 Oct 24 Skilled Stadium, Geelong, Victoria; Round 3

52 - OCTOBER 2009 www.cycletorque.com.au

WHEN: October 24-25 WHERE: Broadford, Vic WHAT: You’ll see some of Australia’s fastest classic bikes competing at one of the country’s top tracks. Heading this year’s entry list will be “Mr SuperBike”, Robbie Phillis. All classes of Historic bikes will be competing, including Pre War, Classic, Post Classic & Forgotten Era, along with Sidecars.

With trade stalls, a band on Sat night, onsite camping, with catering & full bar facilities, there’s no reason not to make a full weekend of it. Action gets under way with practice/ qualifying on Sat Morning & racing Sat afternoon & all day Sun. Both days kick off at 9am.

CONTACT: 03 9888 4387, www.hmrav.org

Mods V Rockers run

WHEN: October 26, 2009 WHERE: Brighton, Vic WHAT: October the 26th will be a date to pencil into your ride calendars with the inaugural Mods V Rockers run currently being organized with The Crusaders Scooter Club. Commencing in Brighton and then traveling to Armidale, for an afternoon of bikes, scooters and lots of entertainment.

CONTACT: For more information on The 59 Club go to the website www.the59club. org.au

Breakfast Torque

WHEN: October 25, 2009 WHERE: Loftus Oval, Princess Hwy, Loftus WHAT: Free breakkie for riders, simulated crash scene, riding skils demo, safety gear show, prizes and much more. 8am - 11am.

October >

CONTACT: www.paulrileyconsulting.com

2009 Vic Pink Ribbon Ride

WHEN: October 25, 2009 WHERE: Starting Locations Geelong, Ballarat, Bendigo, Whittlesea, Ferntree Gully, Lyndhurst, Baxter, Brighton and Melbourne.

Finishing at Point Cook.

WHAT: The Pink Ribbon Ride is organised by the Point Cook Motorcycle Club to raise funds for the Cancer Council Victoria. Riders gather in various locations and pay a $20 entrée fee to take part. The various rides finish at Point Cook Town Centre at 11am for a day of festivities and music. Motorcycle traders are encouraged to take part and show their wares.

CONTACT: www.pinkribbonride.com.au or email info@pinkribbonride.com.au.

2009 NSW Pink Ribbon Ride

WHEN: October 24/25, 2009 WHERE: All motorcyclists - including men, women and children are invited to gather at Hexham Maccas again this year from 8am for a 10am start.

WHAT: Ride to Denman or as far as you wish for the day OR why not stay over for a night of entertainment with a live band. The now legendary super auction and raffle draw will be held at lunchtime this year, so come along, join in the fun and help the fight against breast cancer! No entry fees but there will be raffle tickets, merchandise, and pink ribbon t/shirts sporting new artwork for this year! AND prizes for the Best Dressed etc.

CONTACT: Flyers with registration and full details can be picked up from all the leading Newcastle Motorcycle dealers closer to the date or ring Lyn (02)4987 4996 mobile 0402

November > Wodonga Lions Club Motorbike Show and Shine WHEN: Novermber 1, 2009 WHERE: Lincoln Causeway, Wodonga WHAT: Trade stalls, live music, trick bikes, trophies. Sounds good, be there! Adults $5, kids under 12 free (with adult).

CONTACT: www.motorbikeshowandshine. com

Bombala Bike Show

WHEN: November 21 WHERE: Bombala Showground, NSW south coast WHAT: Trade stalls, bike show, swap meet, live music, free on-site camping, bar. Sounds good to us.

CONTACT: Rick Ingram on 0419 622 599.

716 670.

Vintage Japanese Motorcycle Club National Rally

WHEN: October 24, 2009 WHERE: Healesville Racecourse, Victoria WHAT: Australia’s biggest gathering of vintage and classic Japanese motorcycles, with trophies and prizes worth $10,000. Entry open to all owners of vintage Japanese bikes.

The rally will include a Public Open Day ($2/ head, $5 for family) on Saturday 24 October from Noon-5.00pm at Healesville Racecourse, Yarra Glen-Healesville Rd, Yarra Valley Victoria.

CONTACT: Information & registration at vjmc.org.au or CONTACT: Jeff Eeles (jeeles@ iprimus.com.au or 03-9482 1884) or Michael Catchpole (emcatch@hotmail.com or 0408 129 169).

South Australia Junior Road Race Championships

WHEN: November 21-22 WHERE: Mallala WHAT: Everything from the little 70cc rockets with 9-13-yaer-olds to Superbikes.

CONTACT: Rock Dowsett, Pheonix Motorcycle Club of SA, 0403 386 788.

Got an event you’d like to see listed in Cycle Torque?

Send us info on: • What the event is • What it’s called • Who should come • When it is • Where it is

Send to chris@cycletorque.com.au www.cycletorque.com.au OCTOBER 2009 - 53

TORQUING BACK LETTERS Safety first

AS A motorcycle rider who does not ride after dark, I would like to bring to fellow riders’ attention a journey from Newcastle to Wyong on the F3 recently. I was driving our car at the time when a motorcyclist passed me while I was behind a slow ute and trailer.

As I finally caught up with him, all his lights were good, flasher small but good and bright, speed no faster than 110km/h - the speed limit (good so far). However, being a dual carriageway we did not get any outline of him from oncoming traffic as he was dressed in black with a backpack on, so no reflectors showed on his jacket.

While he and I passed two large trucks with many lights, his tail lamp was at the same height as the truck’s, which made him almost invisible - an accident waiting to happen if a faster vehicle had decided to overtake the trucks.

May I suggest reflective material on the rear of all helmets, elbows, shoulders of jackets and backpacks in these conditions.

Our Central Coast Classic Motor Club Inc. offers our members fluoro waist coats which most wear during our rides - just a safety issue we hope helps us on our roads.

John Mills

Cycle Torque – a great tonic

AFTER too many years away from motorcycles and perhaps because my fortieth birthday has just passed, I recently made a deliberate stop at a Melbourne motorcycle shop.

The amount of bikes on sale and the associated merchandise was astounding.

Feeling a little uneasy and out of place I reached for a single magazine stand that had a sign saying “free” and grabbed a copy of Cycle Torque.

I wandered through the endless aisles clutching at the magazine and wringing it in my clammy hands. I became overwhelmed by the technological advances and sheer array of bikes on offer (after all, the last time I rode a dirt bike water cooling and mono shock suspension were in their infancy). I decided to saunter out without making eye contact with any of the salesmen, lest I get cornered and my damp magazine betray my lack of knowledge. I got home, almost had to iron your mag out to read it and

scoured it from cover to wrinkled cover. Not only did I get opinions and reviews, I found the cheapest insurance, the biggest accessory warehouses, as well as hints, tips and tricks. I now own a beautiful Triumph Street Triple R and each time I visit any motorcycle shop the first thing I look for is the free magazine that saved me hundreds of dollars, reinvigorated my love of riding and continually steers me back out to the shed to tinker and unnecessarily pull apart my pride and joy.

Craig Mather

Ducati love

HERE is a story that perhaps other

out of curlers, hence the lengthy delay and long conversation that ensured with the grandfather.

Four (now mostly grown up) kids later the GTS did the trick… Well that’s it, my snippet from history. Please don’t mind the ramblings of an almost 50-year- old with a love of all bikes, and especially those ol’ Duc’ Bevels!

Neil McGuire Mmm, Bevel Drive Ducatis. I courted my wife on a Ducati Darmah… when it was running… – Ed

Tears for a Trumpy

IN 2005 I signed the adoption papers at my local dealer and became the proud father of a 2002 Triumph Daytona 955i CE, my first sports bike. For four years I cared for that bike like a child, taking it everywhere. Commuting to work every day was a pleasure that had me looking forward to going to work the next day. The perfect all round machine. Recently my pride and joy was wedged between two cars on Parramatta Road after I made an assumption about what the driver in front was doing and didn’t brake early enough, smashing into his tail light, bouncing off the car in the next lane and finally wedging the bike between the two cars knocking me off the back of the bike.

I came out of the accident with a lightly bruised knee, and thanks to a pair of (now ruined) Draggin jeans, no other injuries. My pride and joy, however, did not come out so well. My adopted child was taken to the local dealer in a critical condition. After

readers could relate to with similar accounts. Around 1979 I purchased a 1977 Ducati 900 GTS from a friend.

“Always hard to start,” said he. Well that was because the rear carb was bouncing around loosely attached. I tightened it up - tweaked both the carbs, did the valves and it was always reliable from there on. Now my story is: I recently purchased this bike back almost 30 years later from the guy I sold it to in 1980.

We both met and courted our wives whilst owning this motorcycle, with many enjoyable trips around the countryside.

30 years ago through a friend of another former owner I was told that this particular GTS was a “Chick Magnet”. Well maybe? I remember rocking up to my wife to be’s parents’ house for the first time one afternoon in 1979 for a surprise visit after work and knocking at the door.

Her father CHRIS answered, PU took a glance at the bike Nigel P and me, and departed with Design & PROD a grunt. He Dionne Hagan, THE D MEDIA had heard me arrive, the Adv Contis were Vic: Brian Sullivan, 03 95 the giveQld: Darren Smart, 0412 away! Thank goodness the smarty@cycletorque grandfather Advertising took me on board until DENNIS PENZO, 0420 the wife to be dennis@cycletorque appeared with her hair fresh Accounts: Rebecca E

54 - OCTOBER 2009 www.cycletorque.com.au

Write A Letter!

WIN A Great Bike Book

Vaughan Triumph Sydney

Don’t bag the XR

I MUST reply to T.J Slayer’s letter in July 2009 issue on the Harley-Davidson XR1200. Sure she weighs about 250kg, but I want some comfort when I go for a ride, not some anorexic chick where you end up with sore wrists and shagged back.

Yes, the XR1200 wears her skirts up high but all the guys whistle as she goes by. I am 60 years young and have been riding for 41 of them. I’ve ridden a lot, including bikes.

I must add as an observation that Tim Cahill purchased at auction the Ducati 999 limited edition, and the money went to charity. But didn’t Italy Beat Australia in the World Cup finals? It

Editor S PICKETT UBLISHER Paterson RODUCTION DIA DESIGN

vertising 530 9990 2 183 797 que.com.au Manager 0 319 335 que.com.au Eastment

seems ironic doesn’t it? Sorry Tim to bring back the memories.

I love the magazine, and pick it up where ever I can. Now I find it on the web. Keep up the good work.

Chris Parris

Be happy

AS SOMEONE who is coming back into road riding after several years of trail riding, I have been buying every road-bike magazine that I can find. I wanted to read road reports on current models, and generally see what’s on offer these days.

Every magazine I have read has been informative, not just on bikes, but on great roads to ride them on, clothes to wear while you are riding them and a whole host of other very interesting and informative articles.

However, one thing that surprised me was the attitude of many of the people (predominantly bike riders) that write letters to these magazines. It seems there are many angry bikers out there. I have read letters from riders objecting to other riders suggesting that they should only ever wear bright colours, riders declaring that most car drivers today are either blind or deaf or both… The list goes on. I guess we‘ve all read them.

What a pity we don’t live in a world of ‘live and let live’… I am sure there is an argument for wearing

bright clothes, having lights on and even air horns (although I suspect they are a tad illegal!) and so on.

However, if someone wants to wear aAUDIT matt-black helmet, black leathers while riding a black bike – with no lights on, surely that is their choice.

I am not sure we can label ‘most’ car drivers as people who are ‘out to get us’ either. Yes, there are always the inattentive ones that would not see a semi coming up beside them, never mind a bike. But I have also seen many bikers riding along two-lane highways, sitting right in a car’s blind spot, then they curse and swear at the driver, (with the seemingly mandatory The hand gestures) when the carCAB pulls brand over whic synonomous in front of them, as though it was allwith cre the driver’s fault.

I would love to see a As little more a member of the C tolerance among all drivers and including a CAB Mem riders, I’m sure it would make a sales‘them flyersandand news difference to the prevailing us’ attitude.

For those of you that Using write allthe thebadge wi positive letters – keep it up, we need more like you!

CAB

mation Guide

a detailed assessment at the bike shop, the old girl was removed from life support on a Tuesday afternoon and pronounced dead the next day.

The grieving will never end for the loss of this magnificent machine. RIP Daytona. Perhaps Triumph will pull its finger out and build a new big bore Daytona soon. For now I’ll have to settle for a Sprint, and think of what could have been had I not made a lazy assumption that a car was going to turn into a side street, when for some reason the international tourist thought it was a good idea to stop in a no stopping zone at the end of the M4 when everyone else was still moving.

This month Craig Mather has won a copy of Around the World on a Motorcycle, 1928-1936. This awesome book tells the tale of two Hungarians who decided to go on the adventure of a lifetime on a Harley with a sidecar. They travelled many continents, endured incredible hardship and met foreign dignitaries, the rich and famous. You can buy a copy for $49.95 by ringing Cycle Torque on 02 4956 9825.

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

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

Membe Cycle To

Maximise the the CAB Mem

This badge has been David Acton other promotional ma

Audit display badg

Audite 31,85

CAB AUDIT

Oct to Mar 2

The circulation records of publication have been subm for independent audit with Circulations Audit Board

Regular contributors: Darryl Flack, Bob Guntrip, Keith Muir, Darren Smart, Todd Reed, Friedemann Kirn, WWW.2SNAP.COM.

CYCLE TORQUE is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Printed by RURAL PRESS, NORTH RICHMOND. Print Post approved PP255003/04198 ISSN 1441-8789 Cycle Torque is available from bike shops across Australia.

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

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

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

in any form, including electronic, without written permission of the publisher.

PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS. www.cycletorque.com.au OCTOBER 2009 - 55

Cycle Torque Test – Yamaha R6 TEST & PHOTOS BY

Chris Pickett

Track s Minor updates still have the R6 at the pointy end.

56 - OCTOBER 2009 www.cycletorque.com.au

star EVERYWHERE you look, the 2009 Yamaha R6 is the bike to beat on most race tracks. In world supersport it’s leading the championship, likewise in Aussie supersport and 600 superstock. And it’s not a bad road bike to boot.

But this hasn’t always been the case on the world scene. Ten Kate Honda’s CBR600RR won the title in ’08 with Andrew Pitt on board and had done so for many a year prior with other riders. On Australian tracks though, it has pretty much been the R6 show for a while now.

A brief overview

As the 2009 R6 isn’t an all-new machine, it’s worthwhile having a look at the basic package again. Many of the changes have occurred inside the engine, mostly in the search of more grunt.

The compression ratio of the four-valve four-cylinder engine has been increased from 12.8:1 to 13.1:1. Engineers do this to increase torque but it can be at the expense of top end power. The slight increase isn’t a huge one in anyone’s language but on the road the R6 is pretty torquey for a 600, so it seems to have made a difference. Come to think of it, the plethora of R6s you see at the race track, even in superstock form, have a blistering top end too, so maybe the engineers have managed to increase both torque and top end. This could be due to one of the other mechanical changes.

In addition to the computer controlled YCC-T throttle (Yamaha Chip-Controlled Throttle), the R6 gets some technology from the R1 in the form of the ‘Yamaha Chip-Controlled Intake’, or ‘variable length intake funnels’ in regular speak. Basically the computer works out what length it wants the intake funnels in relation to how much you are twisting the throttle.

Also on the changes list are new pistons for better combustion, stronger valve springs, new crank bearings and a wider/stronger crankshaft and some cam chain and tensioner mods.

The extra power resulting from the changes

has required updates to engine-mapping systems for fuel injection and ignition timing.

There’s a myriad of other changes, a gram off here, a bee’s willy off there, a reshape somewhere else and so on, but there’s no denying the R6 has always been seen as a bit of a scalpel, the ’09 model is just that bit sharper a scalpel.

The frame is much the same as before, but it now has an all-new magnesium rear subframe which is nearly half a kilo lighter than the ’08 R6, further adding credential to the masscentralisation theme.

Likewise with the swingarm, it’s slightly different to look at but, Yamaha says it’s also lighter and stronger.

Some of the other specs you might like to read about include the fuel tank capacity; it’s 17.3 litres. 3.4 litres of oil is held in the wet sump, seat height is 850mm, wheelbase is 1380mm, width is 700mm and the R6 weighs in at 185kg with a full tank of fuel.

There’s some new graphics to be seen but overall the styling is as 2008, which looks very sharp indeed, especially with its M1-inspired low slung muffler.

On the winding road

Let’s face it, the R6 or any bike of its type doesn’t really like traffic so our testing regime didn’t include any to speak of. We sought out our favourite length of tarmac where steering, brakes, power and suspension could truly be experienced.

A larger rider will always feel a little uncomfortable on any of the 600 supersport bikes. There’s not a huge amount of room on the R6, but having said that it’s not going to cut your circulation off. Doing a big day down the freeway wouldn’t be much fun but we managed a 250 kilometre spirited ride without much pain.

This was mainly due to the fact the road being full of good corners and we were moving our bodies around constantly from corner to corner.

www.cycletorque.com.au OCTOBER 2009 - 57

Power wise the R6 is a hoot. Its front wheel even managed to lose traction with the road on a couple of occasions exiting corners, so the talk of extra midrange and torque from the Yamaha press releases seems spot on. We didn’t test the top end due to our need to keep licences, but we expect it to be quick enough for most riders. One thing we liked was the positive shifting from the six-speed gearbox and the slipper clutch which made diving into corners under brakes a beautiful thing to behold. The brakes could have had a little more initial bite. The monobloc four-piston radial calipers are certainly powerful enough, so it could just be an issue with the pad material. But don’t think the brakes aren’t good, they are very good, it’s just on occasions all four fingers were needed to pull up the bike when coming into a tight corner. This was partly due to our expectation that the brakes would have more initial bite, and we found ourselves caught out a little.

Steering and suspension

Wow, doesn’t this thing turn in quick!

Pretty much where-ever we pointed

the bike it went, it never felt as though it was understeering and as we said before we could carry brakes deep into a corner and still keep it tipped over.

We had the bike set up reasonably softly to cope with our crap roads, but the bike still held its line well at speed when bumps were encountered; only the bigger dips in the road let us know the front end was possibly too softly set.

Overall though, it is hard to fault the forks and shock. Sure, it’s a little stiff for everyday riding on all road types, but it is a racer with lights, so you have to put up with the compromises.

Result

It’s not hard to see why the R6 is performing so well on the race track, it does plenty of things right. We think the added boost of both midrange and torque makes it a better road bike too.

On the road, you could even lower the footpegs a little and fit higher ’bars to make it more user friendly. The RRP price is $16,299 but Yamaha is currently promoting a $600 cashback on the R6, so right now the R6 is bargain you should not dismiss too quickly. n

58 - OCTOBER 2009 www.cycletorque.com.au

S p e c i f i c at i o n s: 2009 Yamaha R6 Engine Type: Liquid-cooled inline four Capacity: 599cc Transmission: six speed/chain drive Fuel Capacity: 17 Litres Frame Type: Alloy twin spar Seat Height: 850 Wet Weight: 185kg Front Suspension: USD telescopic Rear Suspension: Monocross Brakes: 2 x 310mm discs with 4-piston calipers/ Single 220mm disc Tyres: 120/70-17, 180/55-17 Price (RRP): $16,299 + ORC Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Insurance Specialists

Web: www.yamaha-motor.com.au

Brakes aren’t short on mumbo.

There’s a very potent 600 lurking behind those fairing panels.

Yamaha has gone back to a low slung muffler.

Tidy under the tail. www.cycletorque.com.au OCTOBER 2009 - 59

RACEtorque

Jarno Saarinen - GP Genius

straight in the seat.

QUESTION: Valentino, you’re a keen Saarinen sometimes rode an ice student of motorcycle grand prix racer not with the customary steel history. Who are your favourite riders spiked tyres, but stubbier studs that from the past, and what do you know allowed the bike to move around. He of Jarno Saarinen? became accustomed to the bike sliding Valentino Rossi: My favourite riders around, dragging his knee on the ice are Schwantz, Rainey, Hailwood to steady the bike whilst learning the and Sheene. Saarinen was one of the importance of throttle control. With strongest riders from the past. the emergence of snappy two-stroke With Valentino Rossi slowly closing road racers through the ’60s, Saarinen in on Giacomo Agostini’s record of was able to successfully parlay his ice 122 grands prix wins, many observers racing style to road racing. The instant are reinforcing the popular view that power response of the more powerful Rossi is the greatest rider of all time two-stroke engines allowed him to get (G.O.A.T). on the power early, and his hard riding Rossi is certainly the most successful rider of his era, but how would he really style meant that when the bike moved around beneath him, he didn’t mind, have gone against Wayne Rainey at his peak, or Ago and Mike Hailwood at the jumping kerbs and dragging his knee in the corners.

Isle of Man? Then there is seven-time As an engineer, Saarinen understood GP world champ Phil Read, who never seems appear on the short list of G.O.A.T that motorcycles were very top-heavy candidates, a fact that rankles him. To win vehicles with a rider perched on top. one world championship is legend, to win He thus angled his clip-on handlebars steeply, which forced him to keep his seven, well, there are no words for that. torso low on the tank and forward in But the winning success that Read both a straight line and corners to keep enjoyed in the 500cc class with MV the COG as low as possible. By the early Agusta in 1973 and ’74 may never 1970s, the world had the prototype happened. How so? rider for the 21st century whose style is A new bike and a new kind of racer essentially the same as Casey Stoner. would change the face of GP racing After debuting in the 1970 German forever in 1973, and the riding style he 250cc GP, Saarinen won the 1972 world brought is the template which Rossi, 250cc championship with some factory and those who came before him, still support from Yamaha, and had the use today. world was at his feet. He was signed Jarno Saarinen. The name will be by the Yamaha factory to spearhead its familiar to many including Valentino ground-breaking water-cooled, twoRossi and Enzo Trulli, who was a huge fan of Saarinen. In 1974, Enzo named his stroke four-cylinder YZR500 that would eventually break the stranglehold of the son Jarno – Jarno Trulli. all dominate MV four-strokes, ironically Born in Turku, Finland in 1945, in the hands of Agostini, not Jarno.

Saarinen was a Finnish engineering To say Saarinen was dominant in 1973 graduate who would win the Finnish is an understatement. ice race and road race championships, At the ’73 Daytona 200 in March, becoming the first rider to successfully Saarinen won by 38 seconds from bring off-road racing techniques to the Yamaha TZ530 team-mate and his tar. Before Saarinen, road racers who had grown up in scrambles or dirt-track crew chief for the week Kel Carruthers, eschewed their off-road education once having slowed from a 50-second lead late in the race. At the Imola 200 they raced on asphalt, and followed in April, he won the first 100-mile the classic style of wide, arcing lines, (160.544km) leg from Bruno Spaggiari wheels kept in perfect alignment, sitting 60 - OCTOBER 2009 www.cycletorque.com.au

(Ducati) by over 40 seconds and the second leg from Walter Villa (Kawasaki) by 34 seconds.

At the opening 500cc grand prix of the year at Paul Ricard, Saarinen, in his 500cc race debut on the new Yamaha YZR500, defeated the MV Agusta of Read by 16 seconds after his MV teammate Ago had fallen trying to catch the lightening fast Finn (French GP, ’73 http://www.youtube.com/watch?v=D QEps6XqnoI&feature=related).

Jarno increased the gap at a wet and cold Salzburgring, finishing 25 seconds ahead of his Yamaha teammate Hideo Kanaya (Austrian GP, ’73 - http://www.youtube.com/ watch?v=6moGFw409Ww). Big wins weren’t uncommon in the era, but there was something quite different about this hard-riding 500 debutante.

His winning margins in the first three 250cc grands prix of 1973 were 28, 13 and 22 seconds. Earlier this year, Rossi won a GP by five seconds and the roar of accolades was quite deafening. Let’s all give three cheers to Jarno for his incredible achievements.

Despite his dominance, Saarinen said that he didn’t intend to race for much longer.

In a revealing snippet published in an interview conducted by veteran scribe John Brown in early 1973, Jarno said: “Racing is risky and when you have to race all the time like I have to, this risk grows. For two, three years, even four, it is possible to keep racing without getting badly hurt or even killed. After that, the odds start to shorten. I have no intention of racing many more years.

Another two or three at the most.” So Jarno had planned to retire in 1975 or ’76 at the latest when he would be 30.

About five months after this interview, however, Saarinen was killed in a horrific crash on the first lap of the 250cc Italian Grand Prix on May 20, 1973, just when he was on the cusp of true greatness. His legacy, his brilliance should never be forgotten.

– Darryl Flack

C R Y W en fu th th Ya th m Ca bu hi al en Th 12 Th sl al re Th al Ya to bi pr Fo ad O an O sh A

OCTOBER 2009 - 3

www.cycletorque.com.au

NEWS TORQUE

s

CARRYING on from its ground breaking crossplane crankshaft R1, Yamaha has broken the dirt bike mould, this time with its YZ450F competition motocross machine.

What sets it apart from the competition is the reverse style ngine, which sees the exhaust exit from the rear, and the uel injection system sucking air from the front. Now his might seem the usual way of things, air comes from he front and the exhaust goes out the back, but what amaha has done is turn the four-valve head around so hat the fuel injection system and airbox is actually mounted in front of the cylinder head.

Capacity remains the same as the outgoing model ut the new model has a larger bore, shorter stroke, igher compression and narrower valve angle, ll contributing to a shorter and higher revving ngine. There’s major changes inside the cases too. he rod is now offset from the crankshaft by 2mm; Yamaha says this is to reduce friction. he engine cylinder and head actually slant lightly backwards, which is aimed at getting as much weight as possible centrally positioned. The rear facing head lso frees up loads of room behind it, which allowed engineers much more freedom when it came to positioning the ear shock for optimum performance and more precise positioning of the swingarm pivot. his set-up has seen the airbox and fuel tank swap positions, which also adds to the mass centralisation theme and llows for a straighter inlet tract. amaha’s new Bilateral twin spar frame, which was recently released on the 2010 YZ250F, is used, allowing easy access o the engine. Even though Yamaha were leaders in fuel injection technology, it’s been a while coming to its dirt ike range. Yamaha cites its desire to get its fuel injection system spot on as the reason it’s taken this long to reach roduction on an MX machine. or riders keen to play on the technical side, there’s also an aftermarket plug-and-play FI tuner which allows riders to djust fuel load and ignition mapping to suit various conditions.

On the suspension front, both forks and rear shock have seen some major revamping. Both units have extra capacity, nd the forks have an extra 10mm of travel.

Of course there’s the usual graphics changes but due to the total revamp of the engine, the plastics have a totally new hape, around the airbox area at least.

As we went to press there were no details regarding price and availability. Stay tuned. ■

Above: James Stewart testing the new injected YZ450F. Left: the optional plug-and-play tuner.

T MEE YLISS A RLD B Y O IKE TRO3 X W R E B AT SUP PION

Y E N E L SYOD C Y TORC

A !

N I W ,00PP0ER 0 O H C 4 $CUSTOM

M W O S H D N S U O R G OW BER H S Y E N D Y S EM

O KS T RAL THAN CENT

OV MBER N H T 0 2 Y A E FRID AY 22NDshNowO.cV m.au o D otorcycle SwwUwN .sydneym

, FEB 2010 H - 21ST T 9 1 , T S OA , GOLD C LE EXPNO C .

Y E C R R T IES. O CESSOR N MOTXHIBITION CE AND AC ine.

STRALIA E U ODUCTS & A R y Magaz P N , T ’S S V IO AT OA eavy Dut NVENT OTERS & uch, much more. E Insurance & H O O C GOLD C SC T S S, E A O CL QB dm OTORCY i FMX, Trials an ips presented by GOLD C in ATEST: M sh L M Moto X, ING THE Champion FEATUR clude: Freestyle n Custom Bike Demos in Custom Australia st East Coa

MASSIVE

MOTORCYCLE APPAREL

CLEARANCE SALE

W M CHAHE SHO T

FEATURING:

TOM CUS

MAJOR J SPONSOR:

www.cycletorque.com.au OCTOBER 2009 - 61