Cycle Torque September 2009

FOR THE LATEST VIDEO, AUDIO, NEWS GO TO

WWW.CYCLETORQUE.COM.AU

FREE

SEPTEMBER 2009

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

www.cycletorque.com.au

RIDDEN: :: DUCATI STREETFIGHTER :: KAWASAKI Z1000 :: YAMAHA TDM900 :: 2 x KTM 990s

CAB AUDIT

Audited 41,937

F 0 5 2 Z Y A H YAMA

2010 HYOSUNGS

COMMUTER TORQUE FEATURE INSIDE

September 2009 eMag R U O IN S E IZ R P F O H T R WIN OVER $6500 WO eMAG COMPETITION

September 2009 Contents 20

15 TEST

DUCATI STREETFIGHTER

LAUNCH

HYOSUNG 2010

58

48 TEST

KTM 900 SMT Superduke

62

TEST

KAWASAKI Z1000

69

TEST

YAMAHA TDM900

TEST

KAWASAKI YZ250F

features 24

BOOK SALES

33

E-Torque

34 Quad Torque 56

SUPERBIKE School & ASBK

REGULARS 3-14 News 30

bike stuff

32

USED & REVIEWED

36

GUNTRIP

37 DIRTY torque 44

major events

46

race torque

52

WileyX PHOTO COMPETITION

53

EDITORIAL

54 LETTERS 2 - SEPTEMBER 2009

COMMUTER TORQUE - 39 News Mad Ass 125 Mojo RT150 Suzuki GSX650F

emag Competition

Win your slice of over $6500 worth of great prizes See page 28

Cover: YZ250F by Paterson, Hyosung by Lou Martin.

NEWS torque

Stoner’s season scuttled

CASEY Stoner’s mystery illness which has plagued the talented rider for much of the 2009 season has forced him to sit out a number of MotoGP races, his spot on the factory Ducati squad to be taken by Mika Kallio.

Stoner has suffered severe fatigue during many recent races, resulting in results the Australian is unaccustomed to, despite starting each race strongly.

Stoner plans to return in early October for the Portugese round of the championship.

“After five extremely difficult races due to my health, I returned to Australia to visit the sports doctors who have looked after me for many years. We have taken the difficult decision not to contest the next three rounds of the championship, to allow my body time to recover from recent stress,” Stoner said.

“The doctors believe that during the Barcelona race I was suffering from a virus and that I subsequently pushed my body too hard, leading to problems that have caused my fatigue since then. The doctors are continuing with many tests to try to understand these problems and make it sure it does not happen again.

“I have spoken with Ducati and thank them for their understanding at this time. I feel very sorry for the factory, my team, my sponsors and the fans and I am also disappointed because the bike in the last races has been very competitive.

“I will be doing everything possible to come back at full strength for Portugal,” added Stoner.

Kallio now moves up from the satellite Ducati Pramac team and his place was taken by Ducati superbike rider Michel Fabrizio for the Brno round at least. n

MC??

Sales network booming ??

BARELY three months after the launch of the MCSales network was reported in Cycle Torque owners Kim Atkins and Steve Broberg are thrilled that visitors to the site can search through more than 2000 bikes online.

“Many dealers who have spoken to us are not happy about advertising their bikes without any provision to identify who they are or where they are located or any of their contact details,” he said.

The site, developed and designed by motorcyclists for motorcyclists, caters for all types of motorcycles and will soon even include Jetskis.

Since their first advertisements started appearing in Cycle Torque they have had an excellent response and are now looking to expand.

“We’ve focussed on making the site simple to navigate and search for bikes of all styles, makes and models,” says director Kim Atkins.

“I’m currently working on adding personal watercraft to the database, then we’ll be adding parts, accessories, event calendars and owner-rider reviews,” Kim said.

“And with the addition of an Australian dealer directory, it’s also easy to find a dealer.”

The mcsales.com.au website can offer dealers sub-domains which allow for the provision of details for the potential buyer such as the location and contact details of the shop as well as all the other motorcycles for sale in their showroom.

Co-director Steve Broberg says that they have been overwhelmed with the response from dealers around Australia who have become involved and uploaded their new and used bikes for sale.

“And you can still advertise your bike for free if you are not a dealer,” Steve said.

Between them the operators of MCsales.com.au have many years of experience in IT, web design, search engine optimisation as well as actually working in the motorcycle industry. n

SEPTEMBER 2009 - 3

NEWS torque

Lightning CBR

HONDA’S popular CBR1000RR now comes in a limited edition colour scheme of Pearl White/Lightning Silver.

This colour is in addition to the regular line-up and is in stores now. n

4 - SEPTEMBER 2009

Motologic Racing Team Jacket L08JK096R S/M/L/XL/2XL/3XL RRP: $275.00 Also available Honda Motologic Kids

Motologic Racing Light Weight Jacket L08PF096R S/M/L/XL/2XL/3XL RRP: $99.00 Polo, Pit Shirt and Cap.

Motologic Racing Team Polo Mens L08PS096R S/M/L/XL/2XL/3XL RRP: $65.00

Honda & Motologic Race Team Wear The same quality values that Honda’s reputation has been built on goes into every stitch.

Wear the gear from the winning team, Honda and Motologic.

For the full range visit hondacatalogue.com.au

HPA5586

To locate your local Honda Dealer call 1300 1 Honda or visit www.honda.com.au

NEWS torque

MotoGP silly season AS USUAL, when the season starts to hot up and draw to a close you get seat swapping and smoke and mirrors as teams and riders firm up who will be riding what during the following year.

The big news is it looks like Suzuki’s Chris Vermeulen will be without a ride in MotoGP next year, his spot taken by former 125cc world champion Alvaro Bautista. The Spaniard has been contesting the 250cc world championship since 2007 but has yet to crack that championship, currently sitting in second in 2009 with five races to go.

Bautista flipped his Aprilia after the Brno race during a celebratory wheelie after finishing third. He might need a bit more throttle control if he’s Marco Melandri

6 - SEPTEMBER 2009

to stay in one piece on an 800.

There is talk Vermeulen might go back to the Superbike World Championship next year but at this stage no one’s talking. It seems as though Loris Capirossi will stay at Suzuki.

At Yamaha, the dream team of Valentino Rossi and Jorge Lorenzo are staying put, but it’s unsure what lies ahead for satellite Yamaha riders Colin Edwards and James Toseland.

Neither rider is yet to win a MotoGP race, although both are double superbike champions. Neither riders have really set the MotoGP world on fire, despite their obvious talent. Toseland could go back to world supers and Edwards would pretty much retire you would expect. But as has been proven, the championships are much closer

than you might think and there’s no guarantee going back to the Superbike World Championship will get results.

Riders like Troy Bayliss have been able to do it but Max Biaggi and John Hopkins have struggled to match their superbike counterparts on a regular basis.

Gresini Honda sees two new riders for 2010. The Italian team will run two Italian Marcos, Melandri and Simoncelli, both former 250cc world champs. The decision puts the careers of current riders, Toni Elias and Alex De Angelis, very much in doubt, although there are rumours De Angelis will go to the Moto 2 class.

“It gives us great pride and satisfaction to have Marco Melandri back with us.

I have always had great belief in his

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

MotoGP silly season (cont.) potential and to get our sporting and technical project with him back on track following his experiences with other teams creates fresh and important motivation,” said team owner Fausto Gresini.

“Melandri is a huge part of the Honda Gresini story - we have had great results together that over time consolidated a relationship founded on mutual respect and friendship. Now I am confident we can recreate the past successes that gave us so much joy and excitement. With Simoncelli and Melandri together in the premier class and San Carlo as main sponsor we have a true Italian flavour to the team.

Circumstances have conspired to allow us to create an “Azzurro Dream Team”, which provides us all with extra motivation.”

With Melandri leaving his Kawa-

saki ride, this could well see Kawasaki pulling out of the championship completely, as it wanted to do at the beginning of the year. This could be a lifeline for Vermeulen but you would have to question the motivation for him to go what could well be seen as backwards.

The factory Repsol Honda squad will again see Dani Pedrosa and Andrea Dovizioso riding its machines in 2010 and 2011. There was intense speculation that Fiat Yamaha’s Jorge Lorenzo would defect and go to Honda but the signing of Pedrosa and Dovizioso has put a stop to that.

“We have reached a basic agreement with Dani Pedrosa and Andrea Dovizioso. Both Dani and Andrea are very highly motivated and we are convinced that they will achieve good results in the second half of the season,

already focusing on next season. Both have been good Honda riders for a long time,” said Honda’s Mr Suzuki.

Mr Suzuki confirmed that Honda did approach Lorenzo, but he added: “We have decided to that our best lineup would be to continue racing with Dani Pedrosa and Andrea Dovizioso.

It is true that we contacted Lorenzo but we couldn’t reach a conclusion with him.”

There was even talk of Lorenzo going to Ducati but as both Casey Stoner and Nicky Hayden have contracts into 2010 this seems very unlikely. And there would have been absolutely no chance Lorenzo would ditch his plum Yamaha ride for one of the satellite Ducati teams, or any other satellite team for that matter, not if he had half a brain.

– Chris Pickett

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

NEWS torque

Along came a Spyder

THE Spyder Experience came to the Lake Macquarie area recently with enthusiasts, and the curious, getting the opportunity for a close-up look at this fascinating new machine in BRP’s Can-Am stable.

Visitors to Redhead Beach carpark who had registered online for their Spyder Roadster experience were treated to a briefing and then a practical session with instructors in a controlled environment and then came the fun part, out on the road to get the full taste of the Spyder experience.

The whole experience takes about two

hours from coffee to briefing to test ride on the road, and it’s free. There are plenty of locations and time slots to suit your needs.

The Spyder Experience is in Perth from September 4-6, then visitors to the Perth Motorcycle and Scooter Show from September 11 to 13 will also be able to get up close to the Spyder.

From September 18-20 the Spyder Experience roadshow moves to Bunbury.

To register for the Spyder Experience go to www.spyderexperience.com. n

V4 Tuono

IT WAS only going to be a matter of time before Aprilia put its V4 RSVR engine in a naked chassis.

Whether it replaces the Tuono or slips in alongside in the line-up is unknown at this stage but it’s unlikely we would see the V4 version in Australia before 2011.

Looking at the artist’s rendition it looks very much like the Tuono but possibly a little wider.

Whenever it turns up it should be a good thing.

What will be here soon is the RSV4 which should arrive in September. But unless you’ve put a deposit on one you’ll have to wait until the next shipment as they are all spoken for.

Apparently unprecedented demand for the bike in Europe has seen stocks run low and buyers out in the boondocks have been put on hold, until now. n

10 - SEPTEMBER 2009

Triple the stunts

Stunt rider Lukey Luke has continued to wow crowds on his Triumph 675 Street Triple R, which may be part of the reason the bike is the top selling naked motorcycle for the first part of 2009, according to figures released from the Federal Chamber of Automotive Industries (FCAI).

Luke’s Street Triple R is basically unchanged from factory specification. “All I’ve done is re-geared it and modified the rear brake set-up and added an Arrow exhaust. It’s got enough power from stock, and the brakes are really awesome! It’s a really fun bike to ride.” n

D R Y - T E K W

AT ER PR O

O

F

TH EA BR

LE AB

SEPTEMBER 2009 - 11

NEWS torque

Perth Bike Show revs up the west

THE Perth Motorcycle & Scooter Show is almost upon us and the place to be from Friday, September 11 to Sunday, September 13 is the Perth Convention and Exhibition Centre.

There will be plenty of new bikes to see including 2010models from Harley-Davidson, KTM, Husaberg and Yamaha as well as the new Ducati 1198 and Streetfighter, BMW S 1000 RR, 2010 Triumph Thunderbird, the Kawasaki VN1700 Nomad and much more.

There will also be heaps of accessories, fashion parades, shows and live music.

BRP will also be there with its awesome-looking threewheeled Can-Am Spyders which are on a road tour of Australia offering people the chance to experience this unique machine.

You can register online to be part of the Spyder Experience by going to www.spyderexperience.com.

Matt Mingay’s insane stunt riding tricks will keep your heart in your mouth and if that’s not enough there will also be the death defying aerial stunts from the ASP Freestyle Motocross Team performing several times a day.

Shannon’s Insurance is hosting a display of memorable classic motorcycles including choppers and custom bikes.

This year’s annual Make A Difference (M.A.D) charity ride will be incorporated into Sunday’s schedule to raise funds for research into spinal chord injuries, for more details on this check out www.madride.org.

If you want to try riding a scooter take a spin on the “come try riding” circuit.

There also will be prizes to win including a trip for two to the Australian Motorcycle GP as well as a Vmoto Milan scooter, a TomTom Rider GPS system and the kids could also win an Xtreme Moto XT70.

Opening times for the show are 10am to 9pm on Friday, 10am to 6pm on Saturday and 10am to 5pm on Sunday.

For more information about the show check out www.perthbikeshow.com.au n

Harley-Davidson hooks up with Michelin

THE two companies have joined forces to develop the new Michelin Scorcher.

The tyre will have both company logos etched onto the sidewalls and it will be standard fitment for four of the 2010 Dyna models.

The tyre is designed to be very durable, while still giving a good ride and high

12 - SEPTEMBER 2009

levels of grip.

It’s the first time companies have joined forces and it should give plenty of Harley-Davidson riders a kick having the company logo emblazoned on the sidewalls of their tyres. n

NEWS torque

BMW prices S 1000 RR aggressively BMW’S much anticipated sports bike, the S 1000 RR, is set to arrive in Australia in early 2010.

Pricing starts from $21,900. Yes, that price is correct and it shows BMW is keen to get bums on seats as they say.

The S 1000 RR is an all-new motorcycle; 184kg, 193hp fourcylinder motor, loads of torque and race providence, with Troy Corser and Ruben Xaus showing the bike to be a very capable mount in the Superbike World Championship.

One handy piece of kit for the faster riders is the race style Quickshift which comes standard. If you want more, there are a few more options avaliable, like the Multi-mode race ABS and traction control system for $2,500, an anti-theft

alarm for $505 or the Motorsport colour Mineral Silver.

Going on initial demand, you might scheme for $765 (Alpine White/Lupin need to get your order in quick smart Blue/Magma Red). to get one of the first shipment bikes.

There are three standard colours available; Thunder Grey, Acid Green,

Bayliss tests for Jack Daniels MULTI world superbike champ Troy Bayliss looks closer to achieving his goal of a V8 Supercar drive, testing recently with the Jack Daniels Holden team at Winton Raceway in Victoria.

“Everybody knows what I really want to do. I’m chasing that next step in my career. I’d loved to be involved in the V8s, whether it’s in the main game or as a development driver,” said Bayliss.

“There are so many young guys who probably want to be world champions in their future, but I’m not thinking of being a world champion anymore. I’d love to be in the main game and I’d love to win some races.

“But also I’d love to do the enduros and of course Bathurst is a very big race and something that I’ve been watching for many years. I’d love to take part in that race and do well in it.”

We’d certainly love to be watching Troy blast around Bathurst in a V8, it will give us someone to cheer for. n

SEPTEMBER 2009 - 13

SMALL torque Charity cash

THE fourth annual Yackandandah Charity Bash showed that even in tough times people will put their hands in pockets to help out.

150 riders turned up for the Honda backed event which raises money for the local primary school in the picturesque area of northern Victoria.

Nearly $20,000 was raised so it’s hats off to the organisers and riders.

Husky madness

AUSTRALIAN Husqvarna importers, the Paul Feeney Group, is extending its ’09 Madness Sale promotion until August 31.

There’s substantial savings to be made ($1900 on the TE250) so romp in to your local Husky dealer to check it out.

Yamaha and Cairoli part ways

CURRENT world MX1 championship leader Antonio Cairoli and Yamaha will end their relationship at the end of the season.

Cairoli rides for the Red Bull De Carli team and according to Yamaha this relationship will end also at the end of the year.

It is rumoured Cairoli and De Carli will be riding orange machines next year.

Andy towels

ANDY Strapz has introduced another great product to its range, this time it’s the Tek Towel. Designed to pack up tight, so it’s easy to take on the road and perfect for those adventure bike trips.

Prices start at $26 so visit www.andystrapz. com for more info and to buy.

A Nullarbor Triumph

TRIUMPH riders and their friends are invited to take part in the Triumph Nullarbor Adventure.

The social ride will take off from Port Agusta on March 4, 2010 and finish at the Ulysses AGM in Albany. Should be a great ride, visit www.triumphmotorcycles.com. au/nullarbor/ for more info.

Ride for rehab

DON’T forget, the Thunder Rally is in its 28th year and going as strong as ever.

The rally is again being held in the beautiful Nundle area, specifically at the Sheba Dams Recreation Area, 430 kilometres north west of Sydney.

It’s being run by the Ducati Owners Club of NSW, hence the ‘Thunder’ part of the name but you don’t have to have one of the Italian V-twins to go, you can ride anything, even a postie bike if the mood so takes you. Up the

14 - SEPTEMBER 2009

Putty Rd or up Thunderbolt’s Way, there’s plenty of great sealed and dirt roads to get you there.

It’s all for a good cause, raising money for the Moorong Spinal Unit at the Royal Rehab Centre in Ryde, Sydney.

There’s even a flyer for the rally in this issue, it’s a great rally, check it out. Visit www.docnsw.org.au or ring any of these ‘interesting’ souls: Aunty Mal 0404 002 427, Panorkle 0425 283 234 or Taffy on 0408 466 140.

AMX booming

AMX is a discount motorcycle gear outlet which has been going from strength to strength. There’s now two stores in Melbourne, one in Keilor Park (10 minutes from Melbourne Airport) and the other in Bayswater in Melbourne’s east.

There’s heaps of road and off-road gear at great prices, visit www.amxoutlets.com. au for more info.

No go for Vectrix

US-BASED Vectrix Corporation has filed for bankruptcy, essentially pulling the plug on the electric maxi-scooter and superbike.

Reports from the company suggest it has tried to reduce costs as much as possible but the current global financial market has made it unviable to continue.

According to Australia’s Vectrix head man Charles Mann, it will be business as usual, although he is uncertain what the future holds for the brand in this country.

Cycle Torque tested one of the maxi scooters and we were mightily impressed, it’s a shame it seems the final curtain will fall on this exciting new-age venture.

Ando in drag

KAWASAKI’S Craig Anderson showed his factory KX450F isn’t just a good thing on the MX track, it’s actually pretty fast in a straight line too.

Anderson took on a number of other top line MX racers and a Robinson R22 helicopter at the Sunshine Coast Airport, coming out on top in a 1.3 kilometre drag race.

“It was definitely exciting,” said Anderson.

“I’ve never been to an airport unless I’m flying somewhere,” he added.

Well, he was low flying!

GP wildcards

MOTORCYCLING Australia has announced that a number of young riders will take on the world’s best at

this year’s Aussie round of the MotoGP World Championship.

Andy Lawson Jnr, Dylan Mavin and Nicky Diles have been granted MA wildcards for the 125cc GP, while Levi Day and Brad Gross have been granted wildcards in the same class, but by the FIM. Cycle Torque wishes all riders good luck, just qualifying for the race will be an achievement for these riders, on bikes at a much lower spec than the world machinery.

V8s with 2 wheels

JUST like the old days of 2 + 4, superbikes will share the stage with V8s at Phillip Island on September 11-13.

Superbikes will have two races at the L&H 500 V8 Supercar round, and sources say it will be one of the richest every superbike events in Australia’s history.

Prizemoney hasn’t been confirmed and it seems it will be a non-championship event.

Sunny government

THE Queensland Government has appointing Motorcycling Queensland to its Motorcycle Safety Advisory Group.

The Group’s role is to provide expert opinion on motorcycle related issues to Queensland’s Department of Transport and Main Roads.

According to Motorcycling Australia’s Dan Rotman, it will also be a forum for the motorcycling community to provide a constructive contribution in the implementation of Queensland’s Motorcycle Safety Strategy 2009 – 2012 which has a number of contentious proposals in it. This group replaces the Motorbike Safety Working Group.

The group will meet four times a year, assisting the department to advance motorcycle safety transport policy.

It’s hoped the collective expertise in motorcycling issues will help influence the development of policies aimed at reducing the number of motorcyclists killed and injured on Queensland roads.

According to the Queensland Government, It will be a voice for the motorcycling community in Queensland by providing cooperative and constructive advice regarding on-road motorcycle issues, it will promote two way dialogue between the department and key motorcycle safety stakeholders and provide a structured forum for community engagement in an open and transparent manner. n

Cycle Torque launch report – Ducati Streetfighter Chris Pickett

Keith Muir

Superbike unclothed TEST BY

PHOTOS BY

Ducati’s Streetfighter gives superbike the perfor mance without kinked neck and sore wrists.

DUCATI’S latest generation of superbike models give unbelievable performance and street cred. But the compromises inherent in such a design aren’t for everyone.

Ducati’s answer for those people is to put the same performance and handling in a naked bike: compromise eliminated. Don’t think the new Streetfighter is a pumped up Monster. It’s a completely new machine.

On the stand

While Ducati has moved on to the 1198, 1200cc engine, the Streetfighter uses the outgoing 1100cc, 1098 L-twin motor. Ducati now utilises the vacuum die-cast manufacturing

process for the Streetfighter’s crankcases, first seen on the 848 engine. The end result is both lighter and stronger cases. Bore and stroke remain the same, at 104 x 64.7mm. Valve sizes are unchanged also, 42mm inlet and 34mm exhaust, using Ducati’s time honoured Desmodromic valve actuation system.

Marelli fuel injection gets the fuel into massive throttle bodies and air is directed via a modified air tract which had to be changed because of the different frontal design of the Streetfighter. This modified air tract accounts for the five horsepower decrease in power compared to the 1098.

Looking very trick up one side is the 2-into-1-into-2 exhaust

system which exits via two mufflers situated on the right side of the bike. In keeping with the technical marvel that is modern motoring, the exhaust houses a number of sensors which help optimise fuel mapping. There’s also a computer-controlled valve inside the exhaust which helps improve bottom and mid range exhaust, although the downside is the mufflers have to be removed to be able to remove the rear wheel.

Now, the modern Ducati superbike family engine isn’t known for its beauty once the fairing is removed. There are pipes and hoses going in all direction, but the Streetfighter’s designers have gone to great

lengths to hide them as much as possible. It’s obviously worked because in the main you just get an eyeful of the wonderful looking donk, rather than a myriad of hoses and the like which get the fluids going to the right places.

The engineers have done this by redesigning the cooling system. Instead of using the 1098’s radiator and oil-cooler, Ducati has gone for twin curved radiators stacked on top of each other and a water-to-oil heat exchanger which is positioned behind the lower radiator.

There are other styling changes, like the magnesium clutch cover and carbon grey painted nearside covers on the standard model. Carbon fibre

SEPTEMBER 2009 - 15

Funky mirrors.

16 - SEPTEMBER 2009

New switches.

The wire in front of the caliper is for the traction control.

Superbike unclothed

S p e c i f i c at i o n s: Ducati Streetfighter Engine Type: Liquid cooled 4-stroke L-twin, 4 valves per cylinder Power: 155hp Transmission: six speed/chain drive Fuel Capacity: 16.5 Litres Frame Type: Tubular steel trellis Seat Height: 840mm Dry Weight: 167kg Front Suspension: 43mm USD forks, adjustable Rear Suspension: Progressive linkage monoshock, adjustable Brakes: 2 x 330mm discs with Brembo 4-piston calipers/ twinpiston Brembo caliper on rear 245mm disc Tyres: 120/70-17, 190/55-17 Price (RRP): From $24,990 + ORC Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Single seat cowl.

Öhlins shock on the ‘S’.

Insurance Specialists

Web: http:// www.ducati.com.au

SEPTEMBER 2009 - 17

timing belt covers are used on the Öhlinsequipped ‘S’ model, while the standard model gets black plastic ones.

Regarding the rest of the engine, it’s pretty much the same as the 1098/1198 superbike, with a close ratio six-speed gearbox and the dry multi-plate non-slipper clutch.

Ducati has gone with a trellis frame for the Streetfighter. It looks essentially the same as the 1098’s chassis but has a less aggressive steering head angle. Whereas the 1098 and 1198 uses 24.5 degrees, the Streetfighter has 25.6. The other notable chassis differences is a 35mm longer swingarm which is also single sided.

Two models are available, standard and ‘S’.

On the standard model, Showa suspension is used. It’s fully adjustable at both ends, 43mm forks up front and the single shock with an adjustable linkage at the rear. Ten spoke Marchesini alloy wheels get the nod as standard equipment on the standard.

The ‘S’ uses top line Öhlins forks and shock, both fully adjustable. Lightweight five-spoke forged alloy Marchesini wheels are used on the ‘S’, both the standard and ‘S’ models use Pirelli’s Super Corsa III rubber in 120/70-17 and 190/55-17 sizes.

Brakes are the same on both models, Brembo radially-mounted four-piston monobloc calipers on 330mm discs at the business end and a twin-piston single caliper grabbing a 245mm disc at the rear.

Ducati’s Traction Control System (DTA) was introduced on the 1098R and the 1198S when it was released. We’ve spoken about it before but the two systems are different, the ‘R’ relying essentially on cutting fuel to reduce wheel spin, whereas the 1198S’ system alters both ignition timing and fuel to do the job, resulting in a softer feeling system.

The Streetfighter ‘S’ gets the same DTC as the 1198S and it also gets the Ducati Data Analysis

A bargain

Cycle Torque launch report – 2010 Hyosung range TEST BY

Chris Pickett

PHOTOS BY

Lou Martin

HYOSUNG has brought its model range up to date with the fitting of fuel injection. What a difference it’s made, there’s a healthy increase in power and the overall feel of the bikes give the rider the impression they are riding something much more expensive.

At the recent Australian launch we sampled the GT650, GT650S, GT650R and the GV650 Aquila. For buyers looking for a 650 road machine, Hyosung covers everything from a sportsbike to a cruiser, using basically the same mechanical package.

In the shed

The entire 250cc and 650cc Hyosung range has seen the benefit of fuel injection. Both capacity ranges (except GV250 and GV650) also have the same dimensions, look and colour schemes, only the capacity differs. The 250cc models are learner legal and have 21kW, while the 650cc LAMS version is up from 25kW to 40kW. For riders on full licences, the 650cc engine now punches out a not inconsiderable 59kW (79hp).

The main new-look styling touch is the tailpiece which is sharp and sporty. A dual lateral oval bar frame is used to house the V-twin engine and in the case of the base GT650 wheelbase is 1,435mm, seat height is 790mm and dry weight is 196kg.

In the case of the three GT650 models, suspension is the same.

20 - SEPTEMBER 2009

41mm USD forks have adjustable rebound and compression and the single rear shock is adjustable for pre-load.

Twin four-piston calipers with 300mm discs are standard across the GT range, and a single 230mm disc is fitted down the back.

A multitude of heavy duty luggage tie down points are a feature of the GT range, as are adjustable footpegs. Depending on which GT model you like there are a number of genuine accessories available, like the sports muffler, tinted screen and carrier rack.

The GV650 uses the same brakes and forks as the GTs, but twin shocks and different frame geometry are used for the cruiser. It has more genuine accessories available, including a tinted windshield, backrest and panniers.

Engine

Hyosung’s 650cc 90 degree V-twin engine is liquid-cooled, has dual overhead camshafts and four valves per cylinder. Lubrication for the reciprocating parts is via a wet sump and final drive from the six-speed ’box is via chain drive, or belt in the case of the GV650 Aquila.

On the road

First bike ridden was the half faired GT650S. Room wise, there’s plenty, even for larger riders. Straight away it’s comfortable to

injection ride, the handlebars are positioned just right, we almost felt like Goldilocks. As I said before, the footpegs are multi adjustable.

On this bike they were set to the least set-back position and felt spot on. Weaving in and out of traffic was a breeze and while the older carburetted version wasn’t slow, the new fuel injected models are certainly livelier. Out on the open road the fairing works very well, you can imagine enjoying a lengthy tour on this bike. It has long legs and if you are keen enough, or like risking your licence, we would expect speeds not far off 200km/h to be possible, the engine feels strong enough.

Then onto the GT650R which has a full fairing and a much sportier riding position due to the clip-on handlebars. Through

the bends this bike is so much fun, it can be hustled along very quickly and in the right conditions gives more powerful machines a real hurry up. The suspension has fairly stiff settings, even for our 90-something kilo rider, and the settings are the same across the GT range. We could imagine a track day punter putting on a set of sticky tyres and scaring the living daylights out of plenty of other riders on more expensive bikes. We also rode the naked GT650 which is also a hoot and very similar to the ‘S’, just without the half fairing. With three different bikes using the same platform Hyosung has given buyers a huge choice.

For the cruiser lovers you have the GV650 Aquila. Hyosung

SEPTEMBER 2009 - 21

A bargain “We were

impressed with the suspension on all bikes…”

22 - SEPTEMBER 2009

injection quote the GV650 as having slightly more power than the GT range in its press info. Not sure if it’s a typo and it’s only a couple of ponies anyway. Even though the Aquila is just over 20 kilos heavier than the GTs, the engine feels every bit as strong. It’s quite comfy and the forward mounted footpegs can be placed in two different positions. As with any cruiser the steering is slower and the ground clearance is much less. The twin shocks can’t match the suppleness of the

GT’s single unit but to compare the GT range to the GV is ludicrous, it’s a totally different style and riding experience.

We were impressed with the suspension on all bikes, sure the GV’s rear suspension struggled to cope with the bumpy road but we were chasing a couple of GTs at the time and were asking much more of it than it would generally have to deal with.

The final word

We feel Hyosung has produced a winner here. It’s taken a wallet friendly range of machines and taken them to the next level, simply by fitting fuel injection and giving the bikes a bit of a facelift. And the Australian importer is keeping the prices at pre-fuel injection levels (GT650 $7,990, GT650S $8,590, GT650R, $8,990, GV650 $9,990) and continues to offer a two-year unlimited kilometre warranty. This gives buyers access to some of the best value motorcycles on the market which punch well above their weight in terms of performance and handling. n

S p e c i f i c at i o n s: 2010 Hyosung 650 range Engine Type: 650cc Liquid cooled 4-stroke V-twin, 4 valves per cylinder Transmission: six speed gearbox/ chain drive Fuel Capacity: 17 Litres Frame Type: Dual lateral oval bar Seat Height: 790mm Dry Weight: 208 kg Front Suspension: 41mm USD forks, adjustable Rear Suspension: Monoshock, adjustable Brakes: 2 x 300mm discs with 4-piston calipers/ single-piston caliper on rear 230mm disc Tyres: 120/60-17, 160/60-17 Price (RRP): From $7,990 + ORC Call for a quote today free CALL

1 800 24 34 64

Your Motorcycle Insurance Specialists

Web: http:// www.hyosung.com.au

SEPTEMBER 2009 - 23

Book Sa

Run-out prices & deals on great books. Very

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.

Geoff Duke The stylish champion

Buy one for $19.95

or two for just $29.95!

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

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 just 24 - SEPTEMBER 2009

$19.95.

The winner of six world titles on British and Italian machinery, Geoff Duke was the first post-war superstar.

Geoff Duke: The Stylish Champion is a hardcover book running to over 250 pages documenting the riding life of handsome Brit.

Featuring many images of Duke in action, statistics of Duke’s results and lots more, this is the definitive guide to one of the most successful racers motorcycling has ever seen.

Geoff Duke-The stylish champion Was – $59.95

Now only $34.95

CLASSIC MOTORCYCLING

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

Was $59.50,

Now $39.95

ale.

y limited stocks!

To order: call 02 4956 9824 or

www.cycletorque.com.au

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)

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

Now just $39.95

Bonneville

World’s Fastest Motorcycles

An inside look at the famous races at the Bonneville salt flats, this coffee table book is full of great images and interesting writing.

Bonneville - World’s Fastest Motorcycles Was – $65.00

Now just $39.95

g

well ut rs - or d

SEPTEMBER 2009 - 25

The latest

Legendary Motorcycles

Some bikes become legends, from Burt Munroe’s Indian to the Easy Rider choppers to anything owned by Steve McQueen or Elvis. This book tells their stories. Lots of modern and old photographs, hardcover, forward by Jay Leno.

Legendary Motorcycles – $49.95

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

Essential Guide to

Motorcycle Maintenance

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.

The essential Guide to Motorcycle Maintenance – $59.95

Big Book of Harley-Davidson Horsepower 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

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 Clinca Mobile, the travelling hospital founded by Costa. The book is semiautobiograhical, showing us the man behind the medic.

Doctor Costa Tears & Triumph - $80.00

26 - SEPTEMBER 2009

releases 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 high-priced exotics to stodgy tourers to the cutting-edge modern machines. Awesome photography.

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

BMW Motorcycles – $69.99

Ducati

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

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

Ducati – $25.99

Order online! www.cycletorque.com.au

The Harley-Davidson Motor Co. Archive

This massive coffee-table book - over 400 pages, large format – depicts HarleyDavidson’s own collection of bikes, having kept one of every model it has ever produced.

Quality studio photography and excellent background information tells the story of Harley-Davidson through its many and varied models. Includes prototype motorcycles which never made it to production. Hardcover.

The Harley-Davidson Motor Co. – $79.99

SEPTEMBER 2009 - 27

Above: Abus locks, below OGK helmet

WIN

IN T

EMAG COM

P N I 0 0 5 6 $ R E OV Ixon race suit in ladies or men’s cut with matching gloves.

click her

Leathers:

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

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

Helmet:

OGK FF5 helmet valued at $549.50

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

MPETITION

N O W E B O T S E PRIZ

re to enter Chain lock:

ABUS Platinum chain valued at $242.95

Disc Lock:

ABUS Detecto lock valued at $287.50

Woodstock Thor Racing Package:

Team Jacket ($275), Team Polo ($90), Pit Shirt ($105), Fleecie ($110), total prize value $580

Luggage & lock:

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

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.

1

INFORMATION FROM OUR ADVERTISERS Street smart

BRIDGESTONE has continued to evolve its Battlax range of tyres. New out is the BT-003 Racing Street which is designed to give greater grip and extended wear. Sizes available are all in the 17 inch bracket, starting with a 110 front and a 140 rear, going all the way up to 190 rear sizes.

Price: See your local stockist for prices Available from: Good bike shops everywhere More info: www.bridgestone.com.au 2

1

Retro jet

RXT has an open face helmet to keep all those retro lovers out there happy.

It’s called the Kruze ‘Retro’ and looks much like the Jet style helmets of yesteryear, but with modern features.

Tinted visors are also available at extra cost and it comes in Metallic Red, Pink or Titanium colours.

Very cool.

Price: $125 Available from: Bike shops everywhere More info: www.motonational.com.au 3

Grip me

4

MC Hyosung

2

KEEPING your hands on the ’bars can only be helped by good quality hand grips.

Enter Pro Grip’s dual density MX grips which are anti-slip, both for your hands and on the ’bars. Six colours available.

Price: $24.95 Available from: Good motorcycle stores More info: www.jtr.com.au or 07 3245 7499 MC PERFORMANCE has a new range of mufflers available for the Hyosung 250/650cc GT range.

You can get it in carbon fibre for $780. In stainless steel it costs $650. Mufflers can be ordered in round or oval shapes.

The carbon fibre muffler is also available with a titanium end cap for $880.

Price: From $650. Prices include free postage.

Available from: Direct from MC Performance More info: www.mcperformance.com.au 3

30 - SEPTEMBER 2009

7

5

Talking heads

6

Know your gear

7

Fat Cat Slipper

8

Scorpion Trail

Now available are IMC Camos BTS headsets as singles and twin packs. Twin packs are cheaper than two singles and are factory paired to each other and can be paired to other BTS units later. BTS 300 series can attain 500m bike-to-bike range in ideal conditions and have eight hours real talk time from a three hour charge.

Price: Twin Packs 200 series $440, 300 series $540 Available from: Dale McLean Motorcycle Electronics More info: www.dmme.com.au/Bluetooth or 0410 461 250

4

5

SOME bikes come standard with a gear indicator and they are a very handy item to have. The GIPRO-X aftermarket gear indicator can be fitted to any bike with an electronic speedo (cable driven speedo gear indicators will be out later in 2009).

Easy to fit, built to last, waterproof and comes with a two year warranty.

Price: $169 Available from: Australian Motorcycle Components More info: www.amcmotorcycles.com

8

6

WANT a slipper clutch for your BMW? Well check out this new product.

Fat Cat Performance Parts and Suter have teamed up to produce this replacement clutch unit for all BMW 4V R series Boxer engines.

The units are also available for K 1200, K 1300, F 800 and G 450 models.

Price: $2,250 Available from: Fat Cat dealers nationwide More info: For info on where to get one visit www.kenma.com.au 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 handle high speed applications on the road. It’s available in a number of sizes including the sporty 120/70-17 - 180/55-17.

Price: Start from around $205 for a front tyre Available from: Pirelli dealers nationwide More info: www.linkint.com.au

SEPTEMBER 2009 - 31

Ventura Highway

CYCLE Torque’s long term BMW R 1200 GS was delivered sans the factory optional panniers so we’ve kitted it out with a Ventura Rally-euro rack and bag luggage system.

This type of luggage set up has been around for years and has proved very, very popular. It’s easy to fit and one of the good points is you can mount the bag either on the rack if you have a pillion or on the rear seat if you’re solo.

The bag is waterproof and as we can attest they last for years and years.

Price: Prices start from $389 Available from: Good bike shops everywhere More info: www.kenma.com.au

Get your Mojo

THE Mojo Classic helmet has only been on the market a few weeks and it’s turning heads already. Available in a range of colours it was designed specifically for the scooter market and comes with a clear visor and a helmet bag. We’ve had the chance to use ours on a number of occasions, it’s easy to put on, it’s comfy and we reckon it looks stylish too.

The visor comes in handy to keep the wind at bay and is perfect for around town. On the open road at highway speeds you can get some wind sneak up under the visor but it never becomes intrusive.

We’re happy with our Mojo Classic, you should check one out.

Price: $149 Available from: Mojo scooter dealers More info: 03 8363 1600 www. mojomotorcycles.com.au

32 - SEPTEMBER 2009

E-Torque

Listen up…

THE teething problems of being on the cutting edge of integrating new technology into my daily life is something I’ll never get accustomed to.

Take, for example, the new Vemar Jiano Interactive helmet I’ve been sent to evaluate comfortable, looks good, has a built-in tinted inner visor and Bluetooth connectivity.

Unfortunately, it also came with a European plug charger. So I can’t been able to charge it until I get to a travel specialist to buy an adaptor…

Such is the fate of trying things out first. Having the wrong plug is an oversight on Vemar in Europe’s part and will be quickly corrected by the importer, so it’s no big deal, just a touch frustrating.

What was delightful to discover was BMW’s tankbag on our long-term R 1200 GS has a spot which looks like it was made for my iPhone - a compartment in the map section where the phone sits, face up.

This means not only should I be able to hear it ring through the Bluetooth in the helmet, but that I’ll be able to answer calls because the cover on the tankbag will still let me operate the iPhone, at least basically. Not that I’ll be riding and talking – that’s a recipe for disaster.

People don’t like to admit it, but even taking calls on handsfree units in cars (and I have a factory-fitted unit in mine) might be fine from a keepingthe-hands-on-the-wheel point of view, but expecting people to concentrate on a phone call and drive properly at the same time is, well, expecting too much.

The research is showing even

with hands free systems people have a lot more crashes than when they’re not on the phone.

I plan to pull over, take the call, hang up and then continue my journey. I have a feeling wind noise on a bike like the GS is going to be a problem for clearly understanding a call anyway.

What I hope to be able to listen too is music, podcasts and, most importantly, turn-by-turn GPS instructions.

This is available for the iPhone already, but I haven’t stumped up the $80 for the iPhone application yet, but a reader, Darren Hocking, has. He writes:

A mate crash tested his N42, kissed the bitchumen at 140k’s and parked his bike under the Armco fence, faceplanting the tank… no broken bones).

In the morning I’ll give it all a good test from Rye to Jindabyne via the Barry Way… I hooked the iPhone to a cig charger for power.

TomTom have demonstrated a holder for the iPhone for car use – I’m going to hang out for that and hopefully be able to use it in my car and then just the iPhone - with a power cable and the Vemar helmet - so directions are read into my ears, I know when to pull over to take a call and I’ll always have music or podcasts available to me when Thought you and the punters I’m touring. know my successful use of my The tankbag also features iPhone. I got the Sygic turn by turn a detachable small beltbag GPS app from iTunes for about - perfect for keys, phone etc $80, and linked it up to my Nolan –and is well sealed against the N42 helmet… I tried the nCom bluetooth setup to no avail... I had to weather. There’s a big map use the multimedia cable and bam I pocket and, of course, it’s custom-designed to perfectly hear navigation prompts and - the suit the GS. great licence saver - the speeding and camera warnings! It knows the Cycle Torque’s forays into new speed zones (does get them wrong occasionally) and the GPS measures technology are coming along nicely. The new website will be speed. You can set it to say 5 or up and running by the time you 10 km over and it will beep at read this, and there’s also the big you. A tightarse could just use the E-mag competition which has iPhone earbuds to same effect - but around $6500 worth of prizes I find they hurt on long rides (my available to anyone who wants commute is 80km each way). to have a crack at winning.

Cons: Chews battery life, and It’s easy to enter - just go to not as cool as a TomTom program (which not available for the iPhone) www.cycletorque.com.au/ emag, open the current issue with the voice of John Cleese up, find the link page and berating you, but well worth the open it up. From there just fill dollars. out your details, answer a few The Nolan N42 I got from Mick questions and you could win Hone’s in Box Hill is awesome.

Visibility is so good and so light on some awesome motorcycle the neck... my chiro now wears one accessories.

The web and other new when taking his BMdubs for rides.

Cycle Torque’s long-term GS arrived with its genuine BMW tankbag - for the photo I’ve dropped my iPhone into the spot provided and you can see the detachable belt bag which sits at the back of the bag. technologies are changing the way we work, play and live, there’s no doubt about that.

I’ve worked in publishing for over 15 years, and in that time I’ve seen so much change its seriously challenging to keep up with it all. For example, Cycle Torque is produced by a core of five people – I reckon 20 years ago it would have taken close to double that, but computers, digital photography, mobile phones, email, the internet and many other things mean a small group of people can now do what would have taken a lot more people back in The Olden Days (which is anything prior to about 2005 according to my son).

Being able to put Cycle Torque online as an Emag is great, too - it’s a permanent archive of everything we’ve produced, and if there’s errors we could fix them, too - unlike the printed page, which is frustratingly permanent.

The web is also the best place for race results and reports, too, so we’ll be running less in the printed magazine and more online, leaving the printed page for more features.

Suggestions, criticisms and praise is always welcome.

– Nigel Paterson publisher@cycletorque.com.au

SEPTEMBER 2009 - 33

QUAD NEWS

Freestyle quad Quad

MX champs

MONARTO Motocross track at Murray Bridge in South Australia is the venue for the upcoming 2009 Australian Quad Motocross Championships.

The event, sponsored by Yamaha, will be held from September 18-20 and entries are open.

Entries close on the 31 August and supplementary regulations are available from www. ma.org.au or www. dualroost.com.au. n

34 - SEPTEMBER 2009

THIS picture might be better suited to our WileyX photo competition but we couldn’t help showing our ATV loving readers the style of this young rider.

12-year-old Zac Sarafimoski is the pilot doing his best impression of Superman. Very impressive. n

Machacek takes victory in Safari DAKAR ATV legend Josef Machacek has won the quad class at the recent Australian Safari in Western Australia.

Machacek dominated the event on his Yamaha Raptor 800, eventually winning by just over three hours. Coming home in second was Paul Smith, riding a Can Am Renegade 800, third was Martin Plechaty on his Borile Bory FM 700 R. It was the first time Machacek had raced on Australian soil, the 51-year-old Polish rider showing his style and ability to race hard over long distances.

Machacek wasn’t the only overseas ATV rider to contest the Safari, with another two from Hungary and two from the Czech Republic.

“I am extremely happy to win the Australian Safari,” said Machacek.

“This event has a reputation for toughness and for me to come and win first time out means a lot to me.

“It would not have been possible to win if my Yamaha Raptor had not run well for the entire race.” n

Quad Torque test – Yamaha RAPTOR 90 ATV

A kids quad with all the trimmings

Mini Raptor TEST BY

Chris Pickett

PHOTOS BY

Nigel Paterson

YOUR kids will be in a blue wonderland when they try on Yamaha’s Raptor 90 for size. A user-friendly four-stroke engine provides the grunt and racy styling from the bigger Raptor family provides the style.

On the trailer

Yamaha’s mini Raptor is pretty much all-new. Powered by an 88cc four-stroke two-valve single it is designed really for bottom and mid-range power rather than an all-out screamer. Keeping the kids happy is automatic CVT transmission, so the kids just twist and go to enter the fun zone. Also keeping parents happy is a plug-in CDI unit which restricts power for those new to the game.

Lubrication is via a wet sump set-up and air-cooling makes sure there’s less to check for the inexperienced spanner-wielding mum or dad.

Chain drive turns the wheels and Yamaha says the ATV is capable of taking kids up to 12-years-old.

Suspension wise the little 90 mimics its older siblings to a degree, with dual A-arm front suspension giving 112mm of travel and a single rear shock offering 84mm of travel. Both front and rear shocks have pre-load adjustment to suit a variety of ages and body sizes.

Drum brakes do the job up front and a single rear disc does likewise at the rear.

Two colours are available, Yamaha’s regular blue/white scheme and there’s also a black/white limited edition model.

Test time

Our test pilot was stepping off a two-stroke 50cc quad and was itching to get his hands on the Raptor 90. First he was off into some reasonably tame terrain but was soon looking for more.

Considering it was the first time he’d sat on the Yamaha and the fact he’s inexperienced, this was a little surprising but a good indication the 90 is easy to ride and confidence inspiring. As he searched out more challenging ground, the Raptor just ticked along, negotiating ruts without issue and cruising up decent inclines the same.

Next, onto the grass track while he played with bigger kids on a 250 Raptor and some 450cc dirt bikes. There was no need for us to consider fitting the tamer CDI unit but the 90 does have some get up and go, so it could well be a consideration if your rider(s) haven’t spent too much time on an ATV before.

Conclusion

Yamaha has a huge history of producing fun bikes for children and the Raptor 90 fits in well. It is the entry level model for Yamaha quads but it can cater for riders over a lengthy age range. At $3,299 it offers good value considering Yamaha’s fun models tend to outlast many riders. n

SEPTEMBER 2009 - 35

GUNTRIP

Cover story IF MY suspicions are correct and every sport gets the literature it deserves, motorcycling must be pretty close to the bottom of the heap. Not so cricket or golf, both of which boast a flourishing literature, with at least two of the football codes ranging up on the outside as good each-way bets.

Even motor racing can claim a broader range of entertaining writers than the two-wheeled crew. But we have one or two gems, mercifully, though they’ve taken a long time to evolve. To illustrate the point: One of my more highly prized possessions is the late, great Robert McGregor McIntyre’s part autobiography, Motor Cycling Today. I describe it as a part autobio not because he had some help in writing it (though I wouldn’t doubt that) but because it’s necessarily incomplete, and was clearly published before the day in August 1962 when he left us – otherwise someone with a shred of soul would have dropped in a closing note about that Oulton Park meeting.

I prize it not because of the deathless glory of its prose but because it’s something, however slight, about Bob. Were you to find a copy at a garage sale and were less passionate

36 - SEPTEMBER 2009

about the man and his racing career than yours truly you would no doubt drop it back on the table and very reasonably dismiss it as a routine example of the type of bland, hollow sporting biography that blighted the ’60s and ’70s. Whether the subject was footballer, road racer, or champion yodeller, they invariably worked the same routine: Prologue: The thrill of competition.

Chapter 1: Glimpses of a hard but fair childhood Chapter 2: Sketch of the principles of fair play, on the field and in life Chapter 3: Glimpses of a hard but fair working life Chapter 4: How I got my first break Chapter 5: Glimpse inside a hard but fair team Chapter 6: Hard but fair preparations for race day And so on …

Fortunately things have moved on a bit.

Not that the strain has died out

entirely. A while back I read Valentino Rossi’s most recent contribution to the literature, What if I had never tried It? I remember being massively disappointed, having learned little about the man or his approach to his craft after wading however many hundreds of pages of turgid nonsense.

Barry Sheene, not surprisingly, brought about a major change in motorcycle literature, simply by being who he was. He’s probably had more biographers than anyone else in the history of the game, and I’ve read plenty. The key point about Barry’s bios is that regardless of the author’s name on the spine, you were in the trenches with Baz, through highs and lows and an abundance of pain. The Sheene personality was so vivid, so trenchant, that it was always the star of the show.

Good, bad or indifferent, a diet of unrelieved sporting biography would be pretty tedious, and I’ve found

a couple of little gems recently offering a rather different bill of fare, two of them from perhaps the best technical writer on the planet, Kevin Cameron.

The first, Top Dead Center, is a collection of Cameron’s magazine columns. They’re predominantly racing based but there’s plenty of variety, from curing expansion box design problems to overcoming the everyday problems with life on the road; then there are the interviews and profiles with subjects as varied as Mick Doohan, Rob Muzzy, Ben Bostrom, Max Biaggi – I probably learnt more about Valentino Rossi in Cameron’s half a dozen pages on Il Dottore than in the whole of Rossi’s book. Top Dead Center is my read of the year, no doubt about it.

I also sprung myself a copy of Cameron’s Sportsbike Performance Handbook, not because I have any intention of redesigning the long-suffering Bandit, but because it’s a really solid technical read that covers every aspect of the game, from chassis design to tyres, combustion chambers, exhausts and just about everything else you can think of, all handled in Cameron’s trademark shrewd and considered style.

Ed Hertfelder, teller of tales

and enduro rider extraordinaire, is a very different kettle of fish. He enjoys the dubious distinction of being one of a very few writers able to make me laugh out loud, and there’s plenty of amusement in 80.3 gas available. I believe this is Ed’s fourth book, and looks to be selfpublished. I found my copy on eBay. Try this for size as a sample. Ed’s just gone into a bend too hot on his 250 Husky, dug a trench in the process of falling off and surprised the occupants of a car parked at the side of the trail by slamming into it. “The lady and her gentleman

friend were engaged in an unusual sexual endeavour that completely eliminated any chance of either pregnancy or conversation, and while the gentleman was performing his part of the duet he was giving the lady precious little to work with.”

Finally, if ever you intend to write a book about an engine design, you could do much worse that use Andrew Noakes’s Ford Cosworth DFV as your template.

Yes, I realise the mighty DFV isn’t a bike donk, but given the influence the Costin/ Duckworth design has had on practically

every four-stroke engine since, it should count as an honorary member of the breed. And Noakes does it full justice.

Design, development, problems, use, maintenance – it’s all here, complete with plenty of amplifying comments from the good and the great and a wealth of great photography. Highly recommended.

– Bob Guntrip None of the books Bob’s mentioned here are really easy to get - some are out of print. We’re trying to get some of the others for the Cycle Torque bookshop, watch this space. – NP

dirty torque

The Race Van

RACE vans are as much a part of motocross as the bikes and riders themselves. Race vans are an institution among the motocross fraternity throughout the world. All motocrossers worth their salt, no matter how good or bad a rider they are, have owned their very own race van and I can tell you from experience, they are better people for it.

In 1981 I purchased a second-hand 1978 Toyota Hi-Ace. It changed my life.

That van was part of me and I was part of it. We went everywhere together.

It was a bond that to this day no other vehicle has been able to duplicate.

For about four years, the back of my van housed a motorcycle almost 24/7.

I can remember coming home from racing on a Sunday night, cleaning

out the back of the van of bikes, gear, tools, petrol tins, stands etc, cleaning it all, sweeping out the van and loading it all back in before I went to bed.

I felt more…ummm… ‘complete’ when my van was loaded and ready for my next ride. I was fortunate that back then there were tracks everywhere around Brisbane and Ipswich so I could ride after I finished work. Most days it was a matter of getting to work, blunder through the day dreaming of the ride that afternoon, finish work, drive to the track, ride until dark, drive home, have a shower, go to bed, get up, go to work, back to the track that afternoon and so on.

Believe me, by the end of the week the smell coming from my gear bag was

something even your local Blocked Drain Specialist would turn his nose up at.

Come Saturday and it was time to empty the van back out, clean everything up and get ready for racing on Sunday….ahh, what a life.

I can remember taking this pretty young girl to the Tivoli Drive-In on a

Saturday night before a race. I shoved my RM465 over to one side of the back of my van, jammed all of the gear and peripherals under and around my trusty Suzuki and laid a mattress down on the steel floor beside it. I didn’t even

Continued over> SEPTEMBER 2009 - 37

dirty torque

The Race Van (cont) think of unloading my bike and gear.

During a bit of a passionate wrestle this young filly bumped her shoulder on the footpeg of the RM and let out a bit of a yelp and said something along the lines of, “why don’t you get rid of that silly bike out of the back of your car, it’s always in here and something smells funny.”

Well, I can tell you, I was stunned.

For one, my RM was a work of art, it was not a ‘silly thing’ and my van is not a car and finally, it takes ages to get a smell like this, it’s a smell that is cherished by us motocrossers, a mixture of sweat, petrol, oil, chain lube and cheap perfume.

If I wasn’t in such a lustful mood that young girl would have had to walk home from the drive-in right there and then but after that night it was the end of that short yet reasonably fruitful relationship.

Accessorising the van was a major part of the image I was after. By the time I sold it there were Suzuki racing stripes up the side, tinted windows, mag wheels, a bull bar, spotties… and best of all, a stereo system. It was a tough looking van and yep, I was a dead-set wanker.

In my defence, by then I had moved north and I was working at Mt Isa Mines at the time so I could afford to do this work to the van and keep my race bikes in tip top condition so I wasn’t spending money on the van for the sake of good lap times and results on the track. That was always the focus.

There was nothing like driving into the pits at a race meeting with some little spunky blonde in the passenger seat, with your coolest sunnies on, the music is pumping

38 - SEPTEMBER 2009

out John Cougar Mellencamp’s ‘Hurts So Good’ and you just know that the dickheads with their whimpy utes and trailers are green with envy.

My mates also loved my van.

They would pile in on a Thursday night and we would cruise the streets among the late night shopping crowd, then again on Friday night among the nightclub/ disco crowd and then Saturday night to let off a little steam before the racing on Sunday.

That van and I travelled all over Australia chasing every motocross or supercross meeting we could find, sleeping in the back of the van on the side of the road or at the back of the pits, it didn’t matter, a rider felt safe in the back of his van

“… I wasn’t just a horny, drunken bum…” snuggled up against the fork legs of his latest mount.

Another memory is from 1981 when we raced at a place called Grevilia Park in northern NSW. We camped at the track on the Saturday night and it was a cold and wet night so a heap of riders and their girlfriends (and one particularly sexy sister) piled into the back of my van with pillows and blankets and we sat around listening to music and chatting for hours.

A young man could not be more content, his trusty van filled with friends, warm, safe and full of optimism for not only the racing coming the next day but a life ahead full of promise… see, I wasn’t just a horny, drunken bum, I had deep thoughts too… just not as often as some…

Finally, it was a sad day that my van and I had to part. Years of abuse had taken its toll on the once trusted old mate. The clutch was trashed, the suspension sagged out, the gear box no longer held all of its gears and there was a noise coming from the motor that sounded terminal.

I had flogged the Toyota within an inch of its life. It had been drag raced, hill climbed, it had been airborne more than once, it had done laps around the Mount Isa speedway, the hand brake was often pulled on at great speeds, it had been reversed through the middle of town valve bouncing all of the way, it had been chased by a carload of angry young men after a not so well thought out road rage incident… bottom line, it had been through hell.

As I drove away from Billy Bob’s Wholesale Cars in the second-hand Commodore I looked in the rear view mirror and there was my old van on the side of the road, it looked sad, it was almost like it knew that it was the end of a relationship that if I am honest, was more like an abusive marriage than a love affair.

As my life wobbles off into my tenth mid-life crisis I crave my old van, I even pulled up at a used car yard the other day that had an old Toyota Hi-Ace on the lot, for just $3990 I could take a step back in time and relive the good old days.

Now that I know where I can find the van, does anyone know where I can find a 1981 Suzuki RM465 and a girl by the name of Deidre McNamara?

– Darren Smart smarty@cycletorque.com.au What makes you think the RM465 and Deidre will want you to find them, Smarty? - NP

NEWS

Megelli comes New range to town from Kymco

MEGELLI is the new kid on the block and Australia will soon start seeing naked and sports versions of a single cylinder, four-stroke, single overhead cam 250cc machine.

The Megelli concept was created by a UK design house and all the R&D was likewise of English pedigree.

Seventy five percent of all the components are sourced in Taiwan with production facilities in China under Taiwanese and European management.

The engines are actually built by Zongshen, one of the largest motorcycle producers in China with an annual output in the millions of engines and bikes per year.

The new Megelli has a very sporty look about it and the first thing you notice is the multi twin-spar trellis configuration frame.

Steering head angle is 30 degrees with 120mm of trail and the whole package weighs in at 135kg (dry weight).

Seventeen inch allow wheels on cast aluminium rims feature a 300mm diameter disc brake up front with twin piston caliper, while a 230mm disc up the back has a single piston caliper.

Suspension up front is via conventional 38mm diameter tubes while the rear sports a Fast Ace mono-shock.

For a bike of this size the 11litre fuel tank capacity, with one litre reserve, should be more than ample.

Halogen headlight shines the way forward while the tail light, rear brake light and indicators are LED. The new Megelli is due in Australia some time in September and a lot of people have shown interest in the newcomer.

The unfaired S model will retail for $4590 plus on road costs while the faired R model will retail for $4990 plus on road costs.

The bikes will have a two year parts and labour warranty, with unlimited kilometres.

For more information contact the crew at Motorsport Importers on 02 9772 3393 or check out www.motorsportimporters.com.au n

AS well as celebrating the production of its 4.5-millionth vehicle this decade, Kymco is set to launch its new range of motorcycles onto the Australian market this spring.

For the past nine years Kymco has successfully marketed its range of top selling scooters under the BUG banner, now rebranded as Kymco.

And then there’s also the new range of ATVs which we’ll be seeing in Australia in the coming season.

In the commuter bike range there will be the Quannon 125cc sportsbike, the CK 125cc commuter and the Venox 250cc V-twin cruiser to be launched as we go to press.

The entry level four-stroke Quannon 125 has that big sportsbike look with its full fairing over a twin-spar frame. Seventeen inch wheels offer agile and responsive steering. Disc brakes front and back, digital instrumentation and twin halogen headlights cap off this neat package.

The CK125 boasts bikini fairing, alloy wheels, front disc brakes, twin shocks and luggage rack as standard. A smooth 125cc four-stroke engine provides the grunt.

The Venox 250cc is aimed at those

looking for something with more of a big cruiser style about it.

It is powered by a V-twin four-stroke, liquidcooled engine and has a 17-inch wheel up front with a 15-inch rear.

Adding to the cruiser look is the tank-mounted speedometer, electric start, twin piston brake caliper, right-hand exit exhausts and twin shocks with adjustable pre-load.

Kymco’s scooter range features the Xciting RI 500cc as well as the Vibe, Sento, Super 8 and Pronto 50cc models. There are actually 10 scooter models in the range covering 50cc, 125cc, 200cc, 250cc and 500cc sizes.

Kymco has been around since 1963 when it was established to manufacture parts for Honda.

“Kymco is one of the few self-sufficient companies across the globe, manufacturing almost all its own components, from wheels to carburettors to brake pads,” says Stuart McLean, CEO of Kymco Australia and New Zealand.

“Where other manufacturers have buyers running around Asia sourcing parts and components, most of what you see on a Kymco is manufactured by Kymco itself,” he said.

For more information on these or other vehicles in the Kymco range call 03 9580 0788 or visit www.kymco.com.au. n

SEPTEMBER 2009 - 39

COMMUTER Torque test - Mojo RT150

Finding your mojo TEST BY

Dennis Penzo

PHOTOS BY

Chris Pickett

Enough info for the city dweller.

Mojo RT150

Spring’s here, the sun’s out and Mojo’s RT150 gets you out to enjoy it.

EVEN the inner city has that bit of extra sparkle about it. And getting around the inner city is a lot more fun if you’re doing it on a commuter machine more suited to the task.

And for only $2990 you couldn’t really go far wrong with the RT150 from the Mojo Scooter Company.

This single cylinder fourstroke scooter has electronic fuel injection and is liquid cooled.

It offers a very smooth way of getting around in a retro styled little package.

Nice, big easy to read instrument panel features an analogue temperature gauge, fuel gauge and there’s even a digital clock in there as well.

The 16-inch wheels inspire plenty of confidence for your running around town and at 150cc it has plenty of oomph to take in slightly longer trips across town or of those hills that 40up- some SEPTEMBER 2009

might be a little more daunting for smaller scooters.

And it’s nice to know that the disc brakes front and back will pull you up comfortably if you need them to work in a hurry.

Basic suspension of rear shocks and telescopic front forks do their job suitably in soaking up the bumps. There’s no adjustment on the front forks, but there is preload adjustment on the rear shocks.

Starting is electric only and never gave us any problems and, of course, you can lock the steering when you park it.

As well as having a centrestand the RT150 also has a really good quality sidestand. Some scooters offer only a lightweight appendage here but the little Mojo has a pretty sturdy offering.

The RT150 has ground clearance of 140mm which is quite reasonable for getting over speed bumps and kerbs. and a

wheelbase of 1353mm.

Fuel tank capacity is seven litres which is pretty good for a small scooter and with all the running around we did the fuel gauge barely moved, so you’re dealing with a fuel miser here.

Fold-out footpegs give your pillion somewhere to put their feet and the seat is quite comfortable for both rider and pillion. Actually it’s particularly comfortable for the rider with a nice thick section up front. Performance with two on board is pretty pedestrian though – if carrying two is going to be a regular thing, maybe something bigger than the RT would be a better choice.

There’s underseat storage for an open-faced helmet or a couple of packages and there’s also the helmet hook up front to hold a bag.

The RT has a rack behind the pillion seat to strap stuff onto.

There are also two

compartments built into the legshields. The left-hand side is a locking compartment that will hold your sunnies, wallet or mobile phone.

The right-hand compartment opens to give you access to the liquid coolant reservoir.

Mojo has been importing offroad vehicles for about six years and recently moved into the scooter market taking on a variety of brands including the Sachs and TGB products as well as its own branded Mojo scooters.

The Mojo RT150 comes with 12 months parts and labour warranty and for the second 12 months there is a parts warranty.

For more information on how to get your spingtime mojo just ring Mojo Motorcycles Australia on 03 8363 1600 and you can also check out their website www. mojomotorcycles.com.au Test bike supplied by Scooteria, Stanmore, NSW. n

Thrifty and

mad as When you pull up at the lights there isn’t going to be any other kind of commuter, scooter or small bike that looks anything like this.

TEST BY

IT DEFIES categorisation but from the point of view that you may not see yourself as being a scooter type of person, the Madass 125 offers something entirely different while offering a more traditional motorcycle riding stance.

One of its other claims to traditional motorcycles is that it does have a four speed gearbox with clutch and gear lever, unlike the auto transmissions that you’ll find on most scooters.

The four-speed ’box copes quite well with inner and outer suburban traffic speeds. We actually even managed to touch 90km/h, with more throttle left to go, but we didn’t want to push it too hard out of respect for the brand new bike. We imagine that once the new engine has loosened up a bit it won’t have any trouble reaching 100km/h.

The 125cc four-stroke air-cooled motor does its job quite well around town and we even

Dennis Penzo

PHOTOS BY

Chris Pickett

All bikes should have a kick start, but I’m just tackled a few decent hills in giving my age away again. our neighbourhood and still If you’re travelling around at night there’s no managed to get good speeds. need to be worried because the headlight offers With an engine power a veritable blaze of light - and that’s just low output of 6.0kW@ 8400rpm beam! it’s not exactly a raging The seat is quite comfortable and is 835mm demon, but then that’s not high and it does allow room for your pillion. what it’s meant to be – but Overall it’s 1840mm long and 760mm wide we are also sure many, many with a total height of 1035mm, so it’s a fairly owners will spend a few bucks to pull a lot more horses compact bike.

The Sachs Madass also comes as a 50cc model out of the motor. It shouldn’t but that would probably be something more for be very hard to do exclusive inner city use. The Madass 125 is great It only weighs in at 100kg for inner city commuting but has that extra (dry) and has a 5.1 litre fuel tank, so there’s not bit of power to allow for slightly longer outer a lot of weight for the motor to be dragging around. And it’s an absolute fuel miser so you’ll suburban jaunts with a better speed range.

Retailing at $2990 this is really good value for get plenty of running around town for very such a stylish little machine and it comes with little cost.

A very minimalist, but eye-catching, design, it 12 months parts and labour warranty. You can get it in a variety of colours including black, features LED tail light, digital instrumentation, 16-inch alloy wheels, disc brakes front and back, white, yellow and silver. Test bike supplied by Racecourse Motors, 16 Alison Road, Randwick, adjustable suspension, stainless steel exhaust NSW (02) 9314 7700. n and even a trip meter.

Nice big grippy footpegs for the rider make it a stable and comfortable ride and the disc brakes front and back are more than up to the task for this kind of bike.

The wheels are larger than a lot of scooter wheels which is rather comforting on what passes for roads in Australia. They give the bike a nice stable feel on the road.

The Madass has an electric start as well as a kick start for back-up.

Madass packs a 125cc punch.

Funky twin headlights.

SEPTEMBER 2009 - 41

Commuter Torque test – Suzuki GSX650F

Versatile learner

Suzuki GSX650F

TEST BY

Dennis Penzo

PHOTOS BY

Nigel Paterson

Suzuki’s new GSX650F increases one of the largest learner approved motorcycle ranges in Australia.

SUZUKI’S GSX650F LAM allows learners to get straight on to a four cylinder motorcycle which has a big bike feel and the ability to take on much longer trips than a 250cc machine would be comfortable with.

The all new compact liquid-cooled, fuel injected DOHC 656cc engine is bigger, smoother and more substantial than the LAMS singles and twins available.

The new GSX650F ECM (engine control module) has

42 - SEPTEMBER 2009

been re-mapped to match power output for the learner market, and you’ll notice it when you hit about 6000rpm, which equates to around 120km/h in top gear. From there the engine revs more but doesn’t provide much more go.

Making your GSX650F a full power version, and therefore non-LAMS, isn’t all that simple, that’s why Suzuki also has a full power version in its lineup.

The GSX650F has a very comfortable upright sitting position and it does make

longer trips relaxing. We took our test bike on a jaunt to Wollongong and back from Newcastle and it really was a comfortable ride despite spending most of the day in the saddle.

The Suzuki Dual Trottle Valve fuel injection system features four-hole lightweight injectors and the cam profiles are chosen to emphasise low-tomid range power output more suited to an entry level rider.

Piston rings have an ion plating treatment for a

smoother surface, increased durability, reduced friction and reduced oil consumption.

Suzuki’s Composite Electrochemical Material (SCEM) coated cylinders have high heat dissipation qualities and allow for smaller piston to cylinder clearances.

The exhaust pipe is massive and one look will tell you there’s absolutely no doubt it meets the strict Euro 3 and Tier 2 emission requirements. Many owner will want to flick it for something lighter and better

RIDING GEAR: Vemar helmet, WileyX eyewear, Ixon jacket, Draggin Jeans Chinos, Spyke gloves, Joe Rocket Big Bang boots.

Instruments have modern styling and a handy gear indicator.

sounding, and we couldn’t blame them for doing so.

Cooling is helped along with a high efficiency radiator combined with a 190mm electric cooling fan controlled by the ECM and a bearing-less designed high output water pump.

The new six-speed tranny is smooth and made even smoother with the hydraulic clutch.

It’s a big bike for a LAMS machine – at 241kg this is a porky beast, but given LAMS is powerto-weight based rather than simply capacity or horsepower. It’s actually 40mm narrower than the GS500 but quite a bit longer.Still, it’s just as comfortable tootling around the city as it is on the highway.

The weight and power restriction to get passed as a LAMS machine means performance isn’t anything like a 600 Supersport machines - indeed, the GS500 will outrun the 650 in most situation. However, the Big Bike Feel which the 650 offers is something lighter twins and singles can’t offer.

The GSX650F handles well and we didn’t really notice the weight once underway, but a smaller or lighter rider - especially a learner might.

Fuel tank capacity of 19 litres is good for a lot of running around.

The GSX650F has twin discs up front and a single rear: big bike brakes, and the stoppers suit the machine.

The bike has a two-year unlimited kilometre warranty. The LAMS approved version will set you back $10,490 + ORC. Suzuki’s GSX650F is an impressive motorcycle, it looks horn, is fun to ride and for the bigger rider there’s plenty of room, one, or even two up. Throw on some luggage and you’ll not only be learning your riding trade, you’ll also be able to check out our great country at the same time. n

Front end hardware looks basic but works well.

SEPTEMBER 2009 - 43

September

NSW Senior Dirt Track titles

WHEN: August 29-30, 2009 WHERE: Nepean Raceway, Sydney NSW. WHAT: These championships will be held in conjunction with the 50th Anniversary of the forming of Nepean Motor Sports Club.

Many of the original Clubs are now defunct but we are hoping that many of their old members will join us to celebrate the 50th Anniversary. On Saturday night we will be holding a dinner at the track in a specially erected marquee and we are hoping that many of the old riders will use this occasion to catch up with old friends. On Sunday at lunch time there will be a parade of old riders either on bikes or being chauffered so that the crowd can acknowledge their contribution to Nepean and motorcycling.

The Parramatta Club will be using this weekend as a reunion and we are hoping that other clubs will do the same, hopefully bringing out their old Club Banners etc.

Entry to Nepean Raceway for this event will be $20.00 which will entitle the ticket holder to both days of exciting dirt track racing and nostalgia.

CONTACT: For information about the Championships or the 50th Anniversary, please contact Christine Tickner during business hours on 47214439.

Australian Historic Road Race Championships

WHEN: September 4-6 WHERE: Morgan Park, Qld WHAT: Bikes ranging from Pre-War right through to the barnstorming Forgotten Era big bangers. Two-strokes, four-strokes, singles and multis will provide thrilling racing, plus you get to be up close and personal with the bikes and riders in the pits.

CONTACT: www.ma.org.au.

Victorian Road Race Championships

WHEN: Rd 3, September 5-6, 2009 WHERE: Phillip Island WHAT: State road racing at its finest, at a track which is great to ride and spectate at.

Be there.

CONTACT: www.prestonmcc.com.au.

Perth Motorcycle and Scooter Show WHEN: September 11-13 WHERE: Perth Convention Exhibition Centre, Mounts Bay Rd, Perth.

WHAT: The show will see the return of the ‘Come Try’ riding track for those who want to hop on a scooter and have a go, freestyle

44 - SEPTEMBER 2009

MX demos and stunts, trials and impressive motorcycle stunt shows featuring stunt riding legend Matt Mingay, who starred as Tom Cruise’s stunt double in Mission Impossible 2. The show will incorporate live music performances from various local Australian bands, the popular fashion parades showing off the latest in motorcycle protective wear, fashion and accessories and a great range of manufacturer apparel for sale from major brands.

CONTACT: www.perthbikeshow.com.au

Blue Liners Tumut Charity Ride.

WHEN: September 12-13, 2009 WHERE: Tumut, NSW WHAT: The Blue Liners Touring Motor Cycle Club is resurrecting the Tumut Charity ride of old. Join the ride at Freemans Waterhole, South Western Sydney, Goulburn or Gundagai. All proceeds to local Tumut Charities. There will be a morning tea break at Goulburn, and lunch and re-grouping at Goulburn for the ride into the Tumut town centre. A function has been arranged on Saturday night at the racecourse, with catering, live music and bus transport from the hotel/ motel strip to and from the venue- just like in the old days! Local service clubs will be providing a hot breakfast at a reasonable price on Sunday morning. Registration $25 per bike. Pre-register please.

CONTACT: John Griffith 0418 488 935 or john@turb-o-web.com or visit www. blueliners.com.au. Blue Liners TMCC PO Box 442 Swansea, NSW 2281.

Motorcycle Restoration and Preservation Club annual show

WHEN: September, 13, 2009 WHERE: Macquarie Park, Windsor, Sydney.

WHAT: Glorious old bikes, check them out.

Show runs from 10am-2pm.

Noosa Charity Motorbike Ride

WHEN: September 13, 2009 WHERE: Noosa, Qld’s Sunshine Coast WHAT: Ride the journey with us along with other bike enthusiasts and take in the sites around Noosa and its countryside.

Funds raised on the day go towards respite opportunities allowing families a break from their demanding roles as well as providing a fun break for the child being cared for.

CONTACT: www.butterflykids.com.au

Big Al’s Clubhouse bike show

WHEN: September 19, 2009 WHERE: 7/99 Kurrajong Ave, Mount Druitt WHAT: The annual bike show gives you a chance to check out plenty of great machinery and to also visit Big Als amazing clubhouse which is a sight to behold. All profits go to the Ulysses Club Arthiritis Research Fund. $10 entry per person which includes a sausage sanga and drink.

CONTACT: www.bigalsclubhouse.com.au.

Ducati Owners of NSW Concours d’Elegance

WHEN: September 20, 2009 WHERE: Moorang Spinal Unit, Victoria Rd, Top Ryde, Sydney.

WHAT: The event is open to all owners of Ducatis and other Italian motorcycles and open to the public also for them to come and see the lovely Italian Machinery. The club would love to see more 916 to 998 series bikes as well Bevel Drives and some 851/888 series bikes because the numbers of those models are dropping every year.

CONTACT: Warren Hayes 0423 707 345.

Bay to Birdwood Classic

WHEN: September 27, 2009 WHERE: Adelaide to Birdwood.

WHAT: One of the biggest events for vehicles pre 1977, buses, trucks, cars and bikes.

CONTACT: www.baytobirdwood.com.au.

Bikeart Xposed Festival

WHEN: September 26-27, 2009 WHERE: Kenilworth Qld WHAT: Show and Shine, bring your bike, bike art or display and take part in the only bike show on the Sunshine Coast Hinterland. There’s also much more to do and see regarding art at this event.

CONTACT: www.kenilwortharts.org.au.

Benalla Vinduro

WHEN: September 26-27, 2009 WHERE: Boucher Rd, Chesney Vale via Benalla WHAT: A recreational ride for any pre 1985 enduro/trail bike. No rego required. 30 min loop through thick forest with rocky outcrops. Special test added for the keen, Sat practice. Cold start test Sunday, bikes impounded overnight in Parc Ferme.

Recreational MA licence only required. $70 entry.

CONTACT: Forms at www.dvmcc.com.au camping overnight.

October & Beyond >

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

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.

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 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.

MotoGP, Australia

WHEN: October 18, 2009 WHERE: Phillip Island, Australia WHAT: The pinnacle of road racing, can Casey Stoner win again or will Rossi and co upset his day? Australian supports will be on the card also.

CONTACT: www.phillipislandcircuit.com.au.

Southern Classic

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.

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.

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 Noon5.00pm at Healesville Racecourse, Yarra GlenHealesville 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).

NOVEMBER

2009 NSW Pink Ribbon Ride

WHEN: November 1, 2009 WHERE: The route is yet to be determined but will be kicking off from the Marconi Plaza at Bossley Park in Sydney.

WHAT: The annual Pink Ribbon Ride brings together the NSW motorcycling community to show support and raise funds for research into the prevention and cure of breast cancer.

CONTACT: www.pinkribbonride.com

SEPTEMBER 2009 - 45

RACE torque

The Champ

WHEN I found out that Kel Carruthers was a former student at the local Gladesville Public School, I felt it was important for the school to honour its most famous son to help inspire the students. If a kid from Gladesville can take on the world and win, why can’t they?

I got in contact with the principal Judi Partland, told her about Kel’s history with the school and Gladesville, and she heartily agreed with honouring the former world champ.

On April 9, 2009, Carruthers, who has lived in America since 1971, unveiled a plaque paying tribute to his achievements and spoke to grade five and six students about his racing career, as well as the importance of family and values.

“It was quite an experience to visit the school after 60 years, it certainly brought back a lot of memories,” said Kel, his Australian accent as strong as ever.

“It was wonderful to be recognised by the school, and meet the principal and talk to the students.”

Kel attended the school between 1943 and 1949, and had some sound but simple advice for his young audience.

“Looking back at my career, I think the key messages for the kids are stay true to yourself and your family, and work hard if you want to achieve your goals.”

When asked by one of the kids what his favourite subject was, Kel joked, “Play lunch…”

Kel’s father Jack Carruthers, an Australian sidecar champion who also went to Gladesville Public School, ran a motorcycle shop located on Victoria Road not far from the school. Jack Carruthers had a contract with the Australian army to service its fleet of Harley-Davidson motorcycles.

After leaving Drummoyne Boys High School, Kel worked at his father’s shop and received a special dispensation from the army to test ride its motorcycles around Gladesville when he was 15.

Kel later dominated all the major Australian road racing championships

46 - SEPTEMBER 2009

before he and his young family left their Gladesville home for the world championships in 1966.

Carruthers is Australia’s oldest surviving world motorcycle grand prix champion, of which there are four remaining out of a total of six; Keith Campbell (1957 world 350cc champion), Tom Phillis (1961 world 125cc champion), Kel Carruthers (1969 world 250cc champion), Wayne Gardner (1987 world 500cc champion), Mick Doohan (199495-96-97-98 world 500cc champion) and Casey Stoner (2007 world MotoGP champion).

Victorian Keith Campbell and Marrickville’s (NSW) Tom Phillis were both killed in race accidents the year after they won their respective world titles.

Competing in motorcycle racing’s most dangerous era, Kel won a total of seven 250cc grands prix, two more than Casey Stoner, who just missed out on winning the world 250cc championship in 2005.

Carruthers also won two Isle of Man 250cc TT races, and is the only Australian to have won the 250cc world championship.

After retiring from racing in 1973, Carruthers presided over six world 500cc championships as a team manager. In addition to mentoring the world’s best riders, Kel helped the Yamaha factory develop its TZ race bikes in the 1970s and ‘80s.

Married for 50 years, Kel and his wife Jan have lived in the San Diego area for 38 years. He retired from full-time work about nine months ago, aged 71. When I got in contact with Kel about being honoured by the school, modest as ever, he said, “Gee, thanks for

remembering me…”

During his recent visit to Australia, I was lucky enough to spend time with Kel, and even got the chance to watch some NRL action sitting in front of the telly at a barbie put on by his relatives in Gladesville. In fact, we didn’t talk much about bikes, we ended talking about sport as we watched the Tigers beat the Storm. Kel is a sports fanatic. On the way back from his trip to Bathurst where he was honoured at a dinner, Kel ducked in for the Sunday NRL game at ANZ Stadium at Homebush. Kel said he played a bit of soccer when he was at Drummoyne Boys High, but was a very keen follower of rugby league, and would regularly attend suburban club matches at the rugby ground on Ryde Road near Boronia Park.

Kel left Australia for Europe in 1966 when the rules in rugby league were three-yards back and unlimited tackles.

St George was nearing the end of its 11 straight premiership run. Despite coming from a Balmain-mad family, when I mentioned the legendary Artie Beetson, who debuted for the Tigers in 1966, the name only seemed to barely register with Kel, such was his distance from local sports scene when he was in Europe.

As for his soccer career, Kel said, “I remember once we played a team of

CHRIS PU Nigel P Design & PROD Dionne Hagan, THE D MEDIA

Adv Vic: Brian Sullivan, 03 95 Qld: Darren Smart, 0412 smarty@cycletorque Advertising DENNIS PENZO, 0420 dennis@cycletorque Accounts: Rebecca E

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

Membe Cycle To

CAB AUDIT

Just to give you an idea of how dedicated he is to sport, Kel is also a fan of Formula One, and at the time, seemed happier to talk about the opening F1 race of the season rather than the 2009 Qatar GP won by Casey Stoner. When I said that F1 didn’t offer the same race action

mation Guide

English kids, and they were really good, ran rings round us.”

In his time in America, Kel became a rusted on fan of the San Diego Chargers NFL (American Football) team, and was a season ticket holder for many years until “the prices became something ridiculous.” Since there is no NBL (basketball) franchise in San Diego, where Kel has lived since 1971, he follows the Los Angeles Lakers. I guess Kel’s love of sport runs in the family. His son Paul, born in 1961 and still an Australian citizen despite being five-yearsold when he left our shores, studied political science at university, but took up a career in sports journalism for a SoCal newspaper, covering baseball and all the other American sports. He has been editor for US weekly Cycle News for over 20 years. Paul sent me a note after Kel was honoured at Gladesville Public School, and said that his dad was excited and proud with the gesture.

Maximise the the CAB Mem

The CAB brand whic synonomous with cre

As a member of the C including a CAB Mem sales flyers and news

Using the badge wi

This badge has been

as bikes, he replied, “Yeah, but you stillpromotional gotta other m watch it.” That’s commitment.

– Darryl Flack

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

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. SEPTEMBER 2009 - 47

The Duke of 48 - SEPTEMBER 2009

Cycle Torque test – KTM 990 Superduke/990 SMT

KTM’s 990 range is extensive – we fanged the Super Duke and toured the SMT.

Motard

TEST & PHOTOS BY

Chris Pickett

SEPTEMBER 2009 - 49

The Duke of Motard (cont.)

Super Duke’s br are ideally sui The engine has been around for a few years now and has been fuel injected since the 2007 model. Sixspeed gearbox, wet clutch, DOHC, 11.5:1 compression ratio and a bore/stroke of 101/62.4.

The only differences in the engine department between the two models are gearing.

Primary drive ratios are different and final drive gearing is 17:41 on the SMT and a very similar 16:38 on the Super Duke to give a slightly quicker spinning engine.

WP forks and shock Technical are used, the SMT has a KTM’s 75 degree 999cc V-twin engine is a lovely bit longer travel 160/180mm of gear. We liked it so much combination, while the Super Duke 135/160mm we bought a 990 Adventure a couple of years ago. Maybe of travel to keep the road we are a bit biased but after shocks at bay. This makes sense of course, the Super spending plenty of hours Duke is a scratcher’s delight riding it there’s no denying while the SMT is designed the Rotax-based engine is a to cope with touring and dirt pearler.

BOTH the KTM Super Duke and SM Touring share the same engine and essentially the same chassis, but a few subtle differences give each bike their own direction.

KTM really has taken the idea of using similar platforms to produce vastly different bikes to a new level. If it’s a monster supermoto, or an adventure machine, KTM has something for just about every big bore need. Price for the Super Duke or SMT is the same at $20,995 + ORC

50 - SEPTEMBER 2009

roads.

Brakes are different also.

On the Super Duke you get twin radially mounted Brembos grabbing 320mm discs, on the SMT the same calipers grab slightly smaller 305mm discs. At the rear both bikes use the same single-piston Brembo package. Surprisingly tyre sizes are the same, 120/70ZR17 and 180/55-ZR17.

As you would expect, the Super Duke has a slightly sportier steering head angle and shorter chassis than the SMT. Other notable specification differences are a slightly taller seat (5mm at 855) for the SMT, more ground clearance on the SMT (195mm – 150mm), larger tank on the SMT by half a litre (19L) and the SMT is heavier by some 10 kilos at 196kg.

The ride

Our time on the Super Duke was mainly spent commuting and a couple of sprint rides with some mates on roads ranging from good quality to downright dangerous, but then again what’s new in NSW. Power from the engine is more than sufficient at around 118hp, and the bike’s riding position makes it dead easy to ride, although if you let the engine drop in revs in too high a gear it gives signs of protest with some chain snatch. That’s fine though, the engine feels so nice with four thousand RPM-plus dialled in that it’s where you seem to be most of the time.

Suspension wise, the Super Duke is awesome on smooth roads but rough roads can tend to bounce it around a bit. We played with the suspension settings

after giving ourselves one too many jolts and found the bike to be much better in the rough. All sports bikes are the same really, where they are great in one area there will always be compromises somewhere else.

When punting hard the brakes are up to the job with loads of bite and feel – couldn’t fault them.

One area where KTM has been criticised in the past is the big 990’s fuelling. And those criticisms were deserved. For 2009 KTM has definitely improved this, and while it can still be a little on/off on bumpy roads, generally we found the fuelling to be quite good.

On to the SMT and what a difference does some extra suspension travel make. Not content to blast around local roads we took the SMT on a 2,500 six-day trip.

Winding roads, highways, wet city peak hour, bumpy back roads and greasy wet clay were some of the conditions we found ourselves in.

While we enjoyed the Super Duke we loved the SMT. It’s comfortable, gives good rider protection and handles the bumps with aplomb. It also makes a very handy sports weapon. Make no mistake, in the right rakes and suspension conditions you would walk away from any sportsbike you care to ited to sportsmention. riding.

Conclusion

Both are great bikes, in their own way. It all depends on what type of riding you do. For us, the SMT was better suited to the type of riding we generally do, touring and fanging on crap roads. It’s still heaps of fun chasing sportsbikes on the SMT but the Super Duke has all the credentials to take on that task. n

LC8 V-twin engine – Revvy and fast.

SEPTEMBER 2009 - 51

WileyX Bike Pix competition

Nick O’Brien took this great image at Brands Hatch in the UK. It was the first race of the day for the Honda CB500 series.

According to Nick this was only the start of the carnage.

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

52 - SEPTEMBER 2009

EDITORIAL

Passion PASSION is something that lies in all of us, for some it’s dormant and for others dominates their life.

I’m passionate about a number of things.

First and foremost is my family and, in no particular order, freedom of speech, loyalty, Cycle Torque and motorcycles.

I suppose as an editor of a magazine I get to express my opinions and exercise freedom of speech, to a certain degree anyway. We always have to consider what readers and the industry are happy to read.

Sometimes we get it wrong, sometimes comments can be misconstrued and now and again people like what we write. It’s not always easy to get what’s in your mind into words.

And the opinion of whoever is writing the story should never be taken literally.

Take bike tests for example, they are also opinion based and should be seen as just that. If you like what you read about a bike, don’t automatically buy it, test ride it first to see if it’s you. If you don’t like what we say, don’t just discount the bike if it was on your short list, test it also. To do otherwise is plain naive.

I think our opinions are formed as we weave our way through life. When I first got my car licence I bought an old Holden to swan around in. When it came time to upgrade I fancied buying an ex-police V8 Ford coupe from a local car yard.

To be honest the experience wasn’t that great. The salesman was very pushy, my parents went off their heads, the car was too much money. It all resulted in me returning the car the day after I arrived home with it at the tender age of 18. While I didn’t appreciate it at the time, nor did the salesman, in the end it possibly saved my life. For many years after that I steered clear of car yards, forming an opinion of them which was tainted by my first experience, and realistically not a true reflection on them as a whole.

Later on when I bought my first new car it was a totally different experience, probably because my outlook had changed along the way as well as the car yards

maybe cleaning up their act. Did I just get a dodgy used car salesman or was I naive myself?

But for bikes it was a different story. I remember going for a ride with a relative on his then new Honda CX500. We stopped outside the Fraser Motorcycles store in Newcastle. I gazed in wonderment at the bikes, especially the new Ducati Mike Hailwood Replica which sat pride of place in the window. Later on, to me, Frasers was the store to go to. It was the biggest, had the biggest range of bikes and gear and John Daley, the spare parts man, always had what I needed to keep my old Ducati Darmah on the road.

I didn’t just buy everything from there though, the smaller shops also got my business. It could have been because they were closer to home, had cheaper tyres.

Whatever it was, the mists of time have clouded the memories, but each of these shops had someone there which made me come back. It was all about the personalities who made you feel welcome. Frasers had it, and so did a few other shops in my area also. If I was treated with disrespect I just didn’t go back. It was a simple as that. It wasn’t really a conscious decision, but generally we don’t frequent places we don’t enjoy going to, do we?

One incident really sticks out in my mind regarding Fraser Motorcycles. I was living in Sydney at the time and the ignition switch failed on my bevel drive Ducati.

I took the bike to a long-gone European motorcycle repairer at Granville. They repaired the switch for me at a reasonable price and I was out of there, running late for afternoon shift. I got about 20 kilometres up the road and it failed again. It was 5.30pm and in desperation I rang the huge Frasers Sydney store from a phone box (remember when you could still find a yellow pages in a phone box). I was lucky enough to get someone and yes, he would drop the switch off and replace it for me on the side of the road. Way beyond the call of duty, I didn’t have any money but he believed me when I said I’d call in with the cash the next

day. This was over 20 years ago but sticks in my mind as being awesome service from one of Australia’s largest motorcycle dealerships.

While independent shops have reduced in numbers over the years, chains of stores have become more frequent. A couple of issues ago we received a letter from a reader who wasn’t happy about his local stores losing franchises and expressed his unhappiness about the big motorcycle dealerships business model.

Last month we received a letter from a reader who related the joy of buying a new Norton Commando from Peter Stevens Motorcycles in Melbourne, over 30 years ago. Two sides of an argument.

Take Peter Stevens Motorcycles for example. There are a number of stores in the chain, selling a vast range of motorcycle brands. But it didn’t just occur like this overnight, the business has grown for many years from those early days of just one store.

Both small and large motorcycle stores offer something the other will struggle to match. At my local shop I get to talk to the dealer principal if I want, because I’ve known him for many years and I like that. At the big shops I get a bigger range of motorcycles and gear, sometimes at prices the small concerns struggle to match because of buying power etc. Either way, I’m happy to use either. And it’s not just Frasers and Peter Stevens Motorcycles who have the chains. Take TeamMoto, Pro Motorcycles and Action Motorcycles for example. If any of these big stores continually treated their customers like crap they would eventually go out of business. They obviously haven’t, so must be doing something right.

At the end of the day it’s not the size of the bike shop that matters, it’s the level of service and buying experience they offer. If you like it, keep going back.

– Chris Pickett

SEPTEMBER 2009 - 53

TORQUING BACK LETTERS

Get it at your bike shop

I currently subscribe to two motorcycle magazines and in the past I subscribed to various 4WD magazines.

Do you know what it is that I enjoy reading the most and actually make a trip to my local bike shop to pick up a copy of? Cycle Torque.

I am sick of not getting my subscriptions in the post, seeing them in news agents before I get my copy and seeing the same articles year after year - sometimes even with the same pictures.

Just a quick note to say that I look forward to getting my copy of Cycle Torque every month and while I am down at the dealer to have a browse and spend some money. Having only been riding for just over a year - you can never have enough bike gear.

I am always impressed with the quality and variety of your articles and more impressed that you have kept it free.

Please keep up the great mag.

Regards Marc Class

Omit and emit

I enjoyed reading the well-written editorial – Different Strokes, in the July issue. I agree; that while one motorcycle is a ‘good fit’ for one rider, it can be less suitable for another. Some magazines choose to purposely omit this fact on a ride report.

It may be to satisfy the manufacturer, retain the advertising dollar, general trend of the industry, public opinion, global (control) warming or a host of other reasons.

MotorcycIes are my passion, whether it be riding, spectating, restoring or repairing them. I have read many motorcycle reviews

54 - SEPTEMBER 2009

and the one uniquely outstanding feature about Cycle Torque is the unbiased ride reports.

It is refreshing to read articles that state the advantage and disadvantage of riding a particular bike and which type of rider it may be more suited to.

Peter Bon

Use the space

Empty bicycle lanes. I know Canberra is not alone in the proliferation of road space being turned over to bicycle lanes, but we could be leading the pack. In some places bicycles have two lanes side-by side equivalent to the number of lanes allowed for motorised vehicles. My point though is why are those narrow lanes almost always empty while the car lanes are choked and congested? My solution is to open up bicycle lanes to any twowheeled vehicle. Traffic flow could be improved and we motorbikers would not need to lane split at the lights. We might even escape from the crazy cage dwellers on straight stretches by using the otherwise unused traffic lanes. Obviously, as on the waterways, un-powered transport could take right of way over motorised vehicles. That is not too much to give up to have the right to borrow a bit of otherwise empty road space.

Graham Byrne

He’s spot on

Paul Taffa (Torque Back, August 2009) is correct in what he says about the N.S.W. COC Laws. Don’t for one minute think that the laws can’t be applied to any law abiding citizen should police decide to do so.

The South Australian Laws mentioned are to be subject to a challenge in the Supreme Court. It is to be

contested that the law is unconstitutional Brian Guthrie

Trail Riders

A group of us have started a trail riding group which we call The Buggered Knees Trail Riders, for obvious reasons. We are late ’50s plus and all ride touring bikes as well. We go for a trail ride every second weekend and no excuses are accepted as we have full support from our wives.

After the ride we have a debriefing session which generally goes well into the night and because we all enjoy what we do our social life has picked up considerably. What I am getting at is that for 30 years we were out trailriding every chance that we got and then you start sitting around talking about what we used to do. So now we don’t just talk about it, we do it and we have started living again. Magazines like yours help us with our hobby and we really appreciate it and I might add that the bike shops do very well out of us. We are constantly encouraging others that we meet to join us and in August we are heading up to the tip. All that is needed is a buggered knee and a great sense of humour. Keep up the good work.

Ron Rowe

Covered up

Well, I’ve just fallen foul of the ‘remove your helmet’ hysteria.

I filled up at my local Shell, where I’ve been before, same bike, same helmet (Rjays flip-front) and I’m standing in line, wallet in hand and this over-officious, large female personage says “remove your helmet!”. So I said “Why? There’s no law against it.”

So she repeats it, and says would I like to see the

manager, to which I said “Yes please!”

Out comes this youngish bloke, who didn’t actually say much of anything and just sort of walked past me to the counter. I waved my wallet at him and said “Do you want me to pay for the petrol or not?”, to which he replied “yes, but after you’ve taken off your helmet”. I repeated that it’s not an offence, he said it’s company policy and sort of disappeared, leaving me with this big, scary woman. I then said what’s the problem, as my face isn’t hidden and is already on the camera anyhow. She just pointed to a poster behind the counter and said, “it’s company policy”. So I asked what would happen if someone came in wearing other types of head-covering, would they be asked to remove it?

She said “I’m not going to discuss that” - the answer, of course, being no.

If some spotty-faced kid comes in, wearing a beanie pulled down to his ears, dark glasses and a scarf, would they ask him to uncover? What do you think?

I find this blatant, paranoid discrimination on the part of Shell Oil offensive.

Richard Pye It’s an ugly fact of life that many servos are robbed by helmetwearing criminals: discrimination would be refusing to sell fuel to motorcyclists, not simply asking them to take their helmets off. And don’t blame Shell: most servos are franchises rather than corporaterun, and I don’t know of a brand which has said ‘you’re welcome to wear your helmet’.

They all want you to remove your lid – NP.

Write A Letter!

WIN A Great Bike Book

This month Richard Pye 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. Your 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.

Foul taste

Took the family to Eastern Creek to enjoy a fantastic day of Australian Superbikes, Supersport, 125GP/250Gp Mono, Sidecars, Superstock 1000 and Aussie Racing Cars. $80 for a family day out. Not too bad for a day out if you compare it to going to the zoo, or even the movies for a couple of hours.

But, there is one thing that every other day out has that Australian Superbikes does not have: a fully functioning amenities block! My wife and children had the unique opportunity to discover what it is to live in a third world country, without the luxury of sewered facilities! I will personally wipe the backside of the promoter’s wife if she would step inside the disgusting thunderbox that my wife and kids had to endure in order to relieve themselves with dignity (how do I type in sarcasm?).

For an entire family to watch talented motorcylists race around a track and break lap records; $80. To savour another human’s previous dinner; priceless, or so the promoter seems to believe. Motorcycling is about respect. The promoter needs to have a lot more respect for the spectators if they want to see any families go back a second time. Got to go, I think one of my kids has dysentery.

Grant Jones We forwarded this letter on to the organisers of the event and the track

management. Here’s the response: Following feedback received from the event promoter and race fans, the management, staff and caterers at Eastern Creek International Raceway wish to apologise for any inconvenience people may have experienced at the Woodstock Bourbon Australian Superbike Championship on Sunday August 9, 2009.

After discussions with the promoter, all staff and catering outlets were set to service a little over double the number of spectators and competitors for previous Superbike race meetings, however at times the much larger than anticipated crowd caused some delays at the entry gates.

Catering stands were also kept extremely busy.

The promoters of the Woodstock Bourbon Australian Superbike Championship and the competing teams are to be congratulated on attracting such a big turn out.

Again we apologise and ensure Superbike fans that in future we will be prepared for even larger crowds with additional staff in all areas and more food outlets opened.

Regards Geoff Arnold General Manager Eastern Creek International Raceway

The country life

Recently I lost control of my Hilux ute returning while travelling on the road over Cambewarra and Barrangary mountains. In fact it happened twice, while travelling within

the speed limits on damp roads.

When I stopped and got out of my vehicle I found myself standing in a mass of liquid cow dung. It was very fortunate that no other vehicles were in the vicinity at the time otherwise someone could have been badly injured or worse.

It was as if gallons of oil had been poured on the road. It seems farmers with no idea of the consequences of their actions are using un-bunged trucks to move cattle and the overflowing excrement is washing across the road.

In fact I had noticed it earlier in the day when I saw an injured motorcyclist who it appears had come to grief on the same excrement.

It leaves me wondering how many times this has happened before but is put down to driver or rider error by the police.

It needs to be stated clearly at this point we are talking about ‘a lot’ of liquid dung being spilt over some 30km of highway, mainly the bends and inclines of the mountain roads. This can be very very difficult to see when the road is moist or wet as it often is and twice as slippery then too, every time this slime gets moist it turns back into an oil-like layer again on top of the now wonderful hot mix resurfacing that has been done so well by the RTA over the mountains over the past few months.

This is a major road safety issue continually being ignored by both the police and the

RTA. I know it has been reported before on various occasions with little or nothing being done to rectify this issue. I have both photos, recorded phone conversations and witnesses to substantiate this.

I believe that all the authorities have a duty of care, and are responsible for the safety of all road users in relation to this problem.

It is illegal, irresponsible and unbelievable to endanger the public by knowingly allowing the highway to be contaminated in this fashion and to ignore the fact on repeated occasions. If I was to pour oil on the bends over the mountains or dump rubbish on the highway the police would rightfully arrest and charge me, yet this is exactly what is happening and it is being totally ignored The police need to get together with the RTA, put down their radar guns and do some real policing by preventing accidents instead of letting them happen and then having the public force the issue after the event!

Please, let’s have it as should be, with only fully sealed and bunged trucks using the highways, that’s the law, let’s see it enforced before more people are injured or killed.

I. L. Shelford Personally I believe speed is the most heavily policed offence because it’s easy to catch people and lucrative. – NP

SEPTEMBER 2009 - 55

Moving up a level at Superbike School AFTER having Level I and Level II courses done and dusted at the California Superbike School’s Eastern Creek sessions recently I was well and truly ready to get into Level III. For various reasons I was really looking forward to Level III. Firstly my son Shayne was on the track that day doing his Level I and as it it turned out we shared his bike, a Suzuki GS500F. Previously I’d used the School’s fleet of Suzuki GSX-R600s which I absolutely loved, but I’d bought along the editor’s Fireblade race machine for my own use which refused to cooperate.

So Shayne and I shared the GS500F. Luckily when he was in classroom sessions I was out on the track and vice-versa, so it worked out well. And it also gave me a new respect for his GS500F which was more capable on the track than I expected.

To recap, Level I dealt with the six most common cornering errors (speed, throttle error, turn timing, steering error or corrections, inappropriate rider input and inconsistent lines).

Level II concentrated on how to use your eyes to make your riding smoother, faster and more confident. It covered identifying reference points to analyse and understand each turn and where you should be in it.

It also covered ‘changing lines’ which allowed students to ride slowly on opposite edges, and the middle, of the track to look at places you normally wouldn’t find yourself on the track.

Then next came examination of vanishing points and looking through corners followed by an exercise called ‘widescreen’ which made students look at the ‘big picture’ - keeping their eyes on everything going on around them, without allowing yourself to fixate on anything specific, like that rider who just flashed past you!

This was followed by the ‘pick-up drill’ which taught students about traction and tyre wear and how to pick up a bike out of the turn to put the best part of the tyre on the tar and maximise traction and control.

Level III kicked off with the ‘hook turn’ drill. My focus was to find my ‘sweet spot’ as far as sitting position on the bike and then get the bike pointed in the right direction through the turn with that knee out. The hook turn position adds one more way to beat physics and tighten up or remain tighter in the corner.

In this session we were limited to one gear, fourth, and we weren’t allowed to use our brakes - remember that Level I exercise: throttle control?

56 - SEPTEMBER 2009

The next drill was power steering. Stability is the key.

California Superbike School guru Steve Brouggy will teach you that stability equals power, comfort and control.

And Steve’s definition of comfort is “control with a minimum of effort.” And at this point it struck me that these exercises were building on what we had learned in Level I and II as far as throttle control, rider input, looking through the turns and setting ourselves up correctly.

In this drill we were allowed to use third and fourth gear and no brakes, but with the option of remaining in one of those gears if we were making good progress toward the goal of the ‘no brakes’ riding format. Again, it’s about throttle control.

The next exercise was the knee-to-knee. This was aimed at maintaining stability - but at a much quicker pace. Using the technique of knee-to-knee keeps students in contact with the bike for the greatest amount of time during critical flick/flick session.

This was all about body positioning on the bike and how your position and movement on the bike influences a bike’s cornering capabilities.

Our fourth drill for the day was the hip flick. Assuming that by now students know where to put their body on the bike, how to hold onto the motorcycle and how to remain stable even during quick direction changes this drill dissected exactly what we do to move our bodies across the bike quickly and effectively.

This session’s format was for the use of three gears and only very light braking - but of course we’ve learned the lesson Steve is teaching and we hardly need to touch the brakes, right?

On one of the school’s GSX-R600 hire bikes doing the level II.

Waters takes K9 GSX-R1000 to maiden victory

Steve Brouggy making a point!

The final drill for the day was the ‘attack’ drill which helps us focus on our strategy or specific goal for each corner.

It’s interesting that as you progress through the various levels of the California Superbike School course you find that you are doing drills which reinforce the lessons from earlier levels.

In this case looking for turning points, looking through the turns while picking your line through the turn.

So where do you go from here? Level IV of the California Superbike School is tailored specifically to each student.

When you book the course you will be sent a questionnaire to fill out and the instructors will design a program to handle those points where you feel you need most correction.

After almost 38 years of riding I learned a lot from the Keith Code designed program. The instructors are thoroughly professional and are there to help you make the most of this unique learning experience.

And apart from learning so much from having completed the first three levels of this course I was really gratified to watch my son Shayne out there starting on his path of learning on his own machine.

For more information about the California Superbike School courses conducted at either Phillip Island in Victoria or Eastern Creek in Sydney ring 1300 793 423 or check out www.superbikeschool.com.au.

– Dennis Penzo

TEAM Joe Rocket Suzuki rider Josh Waters gave the new Suzuki GSX-R1000K9 a dream debut when he powered to overall victory at the fourth round of the Australian Superbike Championship at Sydney’s Eastern Creek Raceway on Sunday, August 9.

The 22-year-old, who had qualified in pole position in Saturday’s Superpole Shootout, also claimed a new Superbike lap record for the 3.93km Sydney circuit, the 1:30.998s just half a second shy of the outright motorcycle lap record set by Alex Criville on a 500cc GP machine.

Waters’ win in race two, close second in race one to reigning Australian Superbike Champion Glenn Allerton (Honda) and bonus point for qualifying in pole position moved the Victorian to within seen points of the championship lead with three rounds still to run.

In his first season of Superbike racing, Waters admitted he was outsmarted

by Allerton on the last lap of race one when the reigning champion muscled his way past the Superbike rookie to claim victory by a mere 0.150sec.

But Waters commented he was not going to make the same mistake twice, and led every lap of race two as he gave his new 2009-model Suzuki GSX-R1000 a debut win in the series.

“The new bike is awesome, but I felt like I let the team down in that opening race when Glenn got past on the last lap,” said Waters. “I wasn’t going to let that happen in race two, so I put my head down and tried to break away in the early laps.

“It’s been a great day, and I can’t thank the team enough.”

In race one, Honda privateer Craig Coxhell took the final podium position while race two saw Honda’s Wayne Maxwell take second behind Waters,

with Allerton coming home in third.

Waters took the overall victory from Allerton and Maxwell.

Yamaha is still struggling to come to terms with the crossplane crankshaft R1, Jamie Stauffer finishing seventh overall and team-mate and brother Daniel taking ninth. Splitting the factory Yamahas was Kevin Curtain on the lone factory ZX-10R Kawasaki.

One interesting result was former Australian superbike champ Marty Craggill coming home 12th overall on one of Suzuki’s 2008 spec machines.

It was a f=different story for Yamaha in the supersport class, with factory Yamaha riders Jamie Stauffer and Bryan Staring taking one win apiece, with Stauffer’s extra point for pole giving him the win.

In third was former Kawasaki factory rider Shannon Johnson who took his privateer Honda CBR600 to third overall with a third and fourth placings.

Former supermoto champ, and now Suzuki GSX-R 600 mounted, Troy Herfoss also took a podium spot, finishing third in race two. n

SEPTEMBER 2009 - 57

Cycle Torque test – 2009 Kawasaki Z1000 TEST & PHOTOS BY

Chris Pickett

Kawasaki’s naked Z1000 mixes styling cues from the past with a modern take and a modern sportsbike engine.

Naked and

loving it

58 - SEPTEMBER 2009

Not bad for the rider, not so friendly for the pillion.

Fuel injected engine is heavily based on the ZX-9R

LOOKING like it’s come straight out of a Judge Dread comic and having the balls to match, Kawasaki’s Zed Thou is certainly a fitting tribute to its predecessors.

Kawasaki loves long model runs and the Z1000 is no exception, receiving styling tweaks and minor updates along the way. The 2009 model is a beauty. With radical naked bike styling and a muscle-bound engine derived from the ZX range of Kawasaki sportsbikes, the Z1000 is both fast and very usable whether it be city slicking, country cruising or bend banging. At $15,999 it’s good value too.

Kawasaki has had a reputation in the past for sucking more horsepower out of given capacity than most of its competitors, so we expected good performance from the Z1000, and weren’t disappointed. No manufacturer is going to make their naked the most powerful machine in its range anymore – the inherent disadvantages of no weather protection and poor aerodynamics in all naked machines preclude that – but if you find yourself short of power on the Z1000 might I suggest you go for a cold shower, then trade it in on a ZX-10R or ZX-14R. The advantages of a naked, include a relaxed riding position, good visibility all round, comfort for two and ease of manouvrability, both at walking pace and threading through traffic, and the Z1000 nails all these marks.

Nissin radially mounted calipers are up to the task.

Mufflers evoke thoughts from the past.

Styling

It looks as though the stylists have taken some heavy drugs, watched the Transformers movie too many times and gone mad with the pencils. But it all works. Even though there are hints of the past, like the twin mufflers with four outlets, it’s all very modern and cutting edge. Engine out in the breeze, twin pipes, fat wheels and aggressive looks straight out of the future – hard to beat that.

SEPTEMBER 2009 - 59

S p e c i f i c at i o n s: Kawasaki Z1000 Engine Type: 1000cc Liquid cooled inline four, four valves per cylinder Transmission: Six speed gearbox/ chain drive Fuel Capacity: 18.5 Litres Frame Type: High tensile steel diamond Seat Height: 820mm Curb mass: 228 kg Front Suspension: 41mm USD forks, adjustable Rear Suspension: Uni-Trak Brakes: Twin 300mm discs, 4-piston calipers/single 250mm disc on rear Tyres: 120/70-17, 190/50-17 Price (RRP): $15,999 Call for a quote today Your Motorcycle free CALL

1 800 24 34 64

Insurance Specialists

Web: http://www.kawasaki.com.au

Engine

We already know the Z1000’s engine borrows heavily from the no longer produced ZX-9R, a bike which carried Kawasaki’s big bore sporting flag for a number of years. In fact the ZX-9R was one of the softer sportsbikes on the market, but that was what made it a better road bike than many of its competitors. Its engine was very flexible and easy to use but it still packed a serious punch. The engineers at Team Green have seen fit to keep it much the same as before for its transplant into the Z1000.

953cc, Keihin fuel injection with 36mm throttle bodies, compression ratio of 11.2:1, six-speed ’box, wet clutch and chain drive are just a few of the drive train specifications. Kawasaki doesn’t quote a power output but a bit of research shows it’s around the 125hp mark. Although Kawasaki says it’s been tuned for bottom and mid range power, the engine still has a blistering top end, limited in the real world only by how long you can hang on for at speeds well over the double hundred.

60 - SEPTEMBER 2009

Chassis/suspension

A high tensile steel chassis is used, and the home mechanics will be happy to know there is a detachable right front engine mount. Although how many times you might try this out is debatable, you can expect to cover many kilometres before the liquid-cooled engine would ever look like needing to be pulled out.

Suspension is more sports touring than pure sports. 41mm upside down forks grace the front, with adjustment for preload and rebound damping only. A gas charged bottom-link Uni-Trak shock is similarly adjustable.

All up the bike weighs 228kg without fuel in the 18.5 litre tank. Seat height is 820mm and the wheelbase is 1,445mm.

This all translates to a machine which isn’t too heavy for its class, has a typical fuel range for its class – that means not good enough as far as Cycle Torque is concerned (you should be able to do 300km between fuel stops, but you’d need a few more litres to do that comfortably on the Z1000) and isn’t so high in the seat as to preclude those of average height from considering the bike.

On the road

The Z1000 is a hard bike not to like.

Our first ride was a wet, foggy and cool morning 200 kilometre strop through some mountain roads. The flexibility of the engine made it a breeze to ride in such conditions and the bike was quite comfortable, even though the hard seat gave some numb bum after only a 100 kays or so. You get the feeling there’s not much in front of you, as if you are perched right over the front of the bike.

You quickly get used to it. For a six footer the Z1000 feels compact for a big capacity bike, but you don’t feel cramped.

Cruising around it’s easy to read the dash. An analogue tacho and digital speedo gives you the necessary main info.

The tacho is much larger than the speedo readout and we feel this is slightly out of kilter, the speedo should be larger than it is and easier to read. There are many bikes like this now, no doubt concentrating more on the racer image than real world riding.

Off into the traffic the Z1000 is dead easy to navigate traffic chaos. The upright riding position allows you plenty of vision, the wide ’bars plenty of leverage

RIDING GEAR: Vemar helmet, Draggin Jeans, Ixon jacket & gloves.

and the engine can be idled off from the lights, or blasted off if a little lane splitting finds you at the front of the pack.

Any bike looking this horn deserves to be punted down a fast curvy road.

This is where the nature of the bike can be best used but with any bike that has compromises purposely built into its design brief it will always be good at a bit of everything rather than really special at only one.

You can go very fast through the bends on this bike. The riding position, engine and suspension may well make the Z1000 easy to ride in general use but

they also help you negotiate fast back roads quite quickly too. It’s only when you start to push past the boundaries of the bike’s capabilities you will notice the weight of the bike testing the four-piston caliper and twin 300mm disc front brake package. This is also when understeer comes into play and the basic nature of the suspension can be caught out; but this is only when you are starting to do silly things on the bike.

At legal speeds you never notice too much wind blast, the little cowl over the headlights does a decent job of directing it above your head. It’s only at silly

speeds where the wind tries to blow you off the back – this is naked bike land. If you expect different buy a faired bike instead because all naked bikes are the same.

The final say

We enjoyed our time on the new generation Z1000, it’s a very competent motorcycle, looks awesome and packs a serious power punch. Naked bikes made a big resurgence a number of years ago and look likely to stay. Kawasaki is working hard to ensure its Z1000 is one of the better ones. n

SEPTEMBER 2009 - 61

Beyond

and back YAMAHA’S $13,599 TDM900 has been a great all round machine since its inception close to two decades ago as an 850. It still is, but after Yamaha’s Australian team set to work turning it into a true adventure bike, it’s even better than before.

History snapshot

Yamaha originally created its twin cylinder offroader with the XTZ750 Super Tenere. It was a huge hit overseas, especially after Paris Dakar success.

Australia also got the parallel twin Super Tenere, but in much smaller numbers. It wasn’t a major seller here, despite our perfect conditions for the bike.

With the advent of the TDM, it was more about road riding with the odd foray onto the dirt. It was never meant to be a true off-roader, more a road bike that didn’t mind dirt roads.

Over the years the bike gained some extra capacity, got fuel injection and had its crank re-phased to feel and sound more like a V-twin rather than the British style parallel twin of old.

The TDM900 has a reputation as a soft roader.

That’s just gone out the window.

The latest TDM

Minor updates along the way have got the TDM900/A to where it is now. The 897cc five-valve twin has 63.4 kW (86 HP), electronic fuel injection, six-speed gearbox, dry sump lubrication and a decent amount of torque on tap. Overall the engine is more about bottom and mid-range grunt rather than top end, exactly where you want it for the type of riding the TDM loves.

Low slung twin mufflers, a 20 litre tank for big kilometres, longer travel suspension than your average road bike and a very comfortable riding position make this a great mile burner.

There’s reasonably powerful twin discs up front and the suspension is designed to soak irregularities in the road surface rather than cope with you hurtling into a corner. At 223 kg it’s no lightweight (and the

62 - SEPTEMBER 2009

RIDING GEAR: AGV helmet, Teknic jacket, Draggin Jeans, Spyke gloves.

TEST BY

Chris Pickett

PHOTOS BY

Nigel Paterson

Cycle Torque test – Yamaha TDM900 Stage 2

SEPTEMBER 2009 - 63

Beyond and back (cont.)

ABS option adds three kilos) but it’s on the money compared to bikes of its type.

Seat height is 825mm which is right on the edge for shorter riders’ comfort getting on and off the TDM. Tyres are 120/70 ZR18 front and 160/60 ZR17 rear.

Stage 2 mods

If you are serious about offroad riding on the TDM, or Trail Desert Master in Yamaspeak, you will need to modify it somewhat to cope with the rigours of dirt, bumps and craters. What the team at Yamaha Australia did was speak to some owners who’d already kitted out their own TDMs for dirt work. They also checked out adventure riding forums to see just what turned the standard TDM into a bike which could take on the dedicated adventure bikes from other manufacturers.

Firstly a set of Pro Taper handlebars from Serco (Pastrana bend) were fitted and the seat was built up with five layers of extra foam for a flatter profile by Emu Plains Upholstery for $150.

Footpegs are off the yet-to-arrive-in-Australia XT660Z Ténéré, and a Uniflter washable air filter is used. Carrying on with the offroad theme is a set of Avon Distanzia tubeless tyres which

64 - SEPTEMBER 2009

are around a 70/30 road/dirt mix. The front mudguard brackets have been raised to keep mud from locking the wheel Yamaha also fitted a number of genuine accessories to the TDM. Rear luggage rack ($274.20), GYTR ’bar adaptors ($59.95), GYTR handguards ($67.25), ’bar crash pad ($24.15), engine bars ($302.08) and a taller screen for ($222.20).

Time for work

What better way to test the TDM900 than a four day ride to Queensland and back, covering over 2000 kilometres over a variety of roads. We were under strict instructions from Yamaha to cover some dirt, which we did in some atrocious conditions. Fitted with the mods and the factory extras the TDM is a great road bike. We simply threw on some soft panniers and a Bagster tank cover and bag which we had lying around from our long term TDM a couple of years ago, so luggage space wasn’t an issue.

It was cold but the taller screen and handguards helped keep the wind off some of the more exposed parts of the body. Power wise the TDM is no race bike but there’s enough on tap to cover kilometre after kilometre very

quickly indeed, and comfortably too. Rarely did we need to go down a gear for swift overtaking.

The first thing we would ditch is the standard mufflers. We know from our long term TDM (we had MC Performance mufflers fitted) there’s a beautiful noise inside the engine just waiting to get out. It frees up some ponies too.

The riding position with the taller seat and ’bars is very good. Not once did either of us complain about the seat, so good job there.

We felt the Pro Taper handlebars could have been a bit higher, making it easier for stand up riding offroad and to give more control in those situations. On the road they were fine though, and this is really down to personal preference.

Suspension on the TDM is nigh on perfect for our roads. We covered some ugly, wet and slippery dirt and plenty of potholes. Both riders commented on how good the TDM handled the bumps, never once did we get a jolt. For its designed role the suspension could not be faulted, only showing its discomfort on the tar when we were playing boy racer maybe a little too hard. There’s little in the way of adjustment but even if there was we wouldn’t have bothered even looking at it. It was spot on straight out of the box.

Avon’s Distanzia tyres were excellent on the road, dry or wet (and we covered plenty of the wet). There’s loads of tread depth and even after we’d covered 2000 + kilometres the tyres looked pretty much the same as when the bike rolled up.

On dry dirt roads and trails the tyres were fine as well. It was only when we encountered a very wet, slippery claybased trail did the tyres let the rider know not all things were going well in the universe. A number of people checked out the TDM during stops and more than one adventure rider was caught perusing the Avon tyres, commenting on how serious they looked.

Luckily we never had the need to test the abilities of the factory engine guards but if you were considering offroad work you’d be mad not to fit them to your own TDM. The same goes for the handguards which save levers in the event of an ‘off’.

Our thoughts

We already liked the TDM900, we spent six months with one and were impressed with the bike’s real world capabilities. What Yamaha has done is improve it to the point where you can consider it a genuine adventure bike. It’s much cheaper than its competition and the modifications make it pretty much just as capable. Of course you don’t get all the bells and whistles as with the more expensive bikes but that could well be part of the attraction if you like to get down and dirty on the weekends. n

Avon Distanzia tyres worked well on the dirt and tar.

Crash bars provide some protection to the side cases.

Higher ’bars and hand guards mark the rider’s entry to the cockpit.

Rack is easy to fit and can carry a smallish load.

SEPTEMBER 2009 - 65

Mass Centralisati

Not just updated, the 2010 YZ250F is totally revamped…

FOR 2010 Yamaha decided to make significant changes to its giant killing YZ250F. We guess the question on everyone’s lips is why mess with a good thing? After all, the 2009 YZ250F was such a strong machine with a string of wins to its name. But the Yamaha engineers were not happy to sit still for too long. They felt they could improve on the outgoing machine, so they took on board feedback from riders. The common item on riders’ wish list for the 2010 model was better handling. How could they achieve this from the 2009 model?

66 - SEPTEMBER 2009

They didn’t even try. The 2010 model is not a refined 2009, it is a completely new bike!

What is Mass Centralisation?

Simply put, if you get the greatest portion of the weight in the correct spot, you’ll get better handling. For Yamaha to get the best handling 250F on the market it was all about mass centralisation, and for this to happen it needed to get the weight as low as possible; a new frame was the key to this.

Yamaha call its frame bilateral – twin alloy beams arc out from behind the steering head rather than a single backbone,, which is why

the fuel tank can now be sat well down in the frame. We don’t believe the new frame (or chassis if you prefer) gives the bike a ‘thinner’ feel but it gave us the impression of a ‘smaller’ feel. The ’bars and ’pegs are still at the same height, but the bike felt lower to the ground to ride, and it was easier to ride for longer, which will be a welcome relief to those that don’t have a five day training schedule prior to race day.

‘Dart Design’

We’ll let you make your own mind up about the new plastics layout, but we love ’em – they look sharp and are functional.

tion Yamaha call it ‘Dart Design’. The plastics have been made as small as possible without sacrificing any of their protective functions. The linear look is intentional and the tank, seat and rear guard have all been designed to allow the rider to move on the bike using the least amount of energy. The cockpit is very roomy and the four-step adjustable handlebar positioning has been retained from 2009. For a 5’10” rider I found position three worked best.

No EFI?

Yamaha has elected to use carburation to provide the fuel. Crisp throttle response is a highlight of the new carb settings and the most noticeable difference is the straight-through air intake flowing through from the airbox, which itself has been modified to suit the new frame. Jets on the carb have been changed from 178 to 180 on the main and the pilot from 42 to 45. More air plus more fuel means more

SEPTEMBER 2009 - 67

Mass Centralisation (cont.) power – right? These improvements are definitely noticeable and although we didn’t get a chance to try it, claims of 3rd gear starts were made on our day of testing.

Engine ‘Same but different’

Yamaha has retained the 5-valve double overhead cam design, yet with changes.

The engine has had refinements aimed at minimising power loss and optimising torque characteristics in the low to mid rpm. Changes include a new cylinder head exhaust port, aluminium valve spring retainers, new profile intake camshaft and a lighter rate valve spring. The carb changes plus engine refinements translated on the track to grunt out of the corners without sacrificing top end rev. We also felt that the 2010 showed additional pull on top compared to the 2009 model.

The motor fits into the new frame via mount points on either side on the engine rather than the centre mount. A new oil sight

cover is now located on the ignition cover rather than the crankcase. Yamaha supply a fitted plastic skidplate which would be adequate for most riders, yet we can see it looking shabby after a few rides.

Suspension tweaks

Yamaha still uses KYB suspension with minimal changes to the forks (new updated fork seals and updated piston rod coating for the tech buffs). The most notable changes to the shock is the spring position which has been lowered 30mm to accommodate the straight through air intake design. The KYB setup had a solid reputation in ’09, so it was only fitting a bike designed to handle better for 2010 maintain a setup riders were happy with.

Goal Achieved?

Yamaha had the agenda to build the best handling 250 four-stroke on the market, a bold vision with a lot at stake if it failed. We

New oil tank (on left) is smaller than ’09.

New shock length has allowed airbox to have a straighter route to carb.

68 - SEPTEMBER 2009

The new frame on the left compared to the outgoing ’09 frame.

rode this bike at Cessnock MX track, not the tightest track in the country, but it has enough variety to test Yamaha’s claim. The 2010 250F took everything we threw at it and wanted more. Outstanding cornering ability matched with improvements to its already strong engine enables the rider to ride this bike harder for longer. We can see this model being on top of many podiums but you still have a short wait to get your hands on one, at this stage prices and release dates are unconfirmed. n

S p e c i f i c at i o n s: 2010 Yamaha YZ250F Engine Type: 250cc Liquid cooled single, 5 valves Transmission: Five speed gearbox/chain drive Fuel Capacity: 6.5 Litres Frame Type: Twin spar alloy Seat Height: 990mm Dry Weight: 101 kg Front Suspension: USD forks, adjustable Rear Suspension: Monoshock, adjustable Brakes: Single 250mm disc on front/ single 245mm disc on rear Tyres: 80/100-21, 110/90-19 Price (RRP): TBA Web: http:// www.yamaha-motor.com.au

SEPTEMBER 2009 - 69