THE LATEST NEWS AND RACE RESULTS
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HANCOCK WINS FOURTH The American wrapped up SPEEDWAY WORLD the title while Australian rider Chris Holder scored CHAMPIONSHIP round victory on home soil.
WORDS HAYDEN GREGORY
The finale of the 2016 FIM Speedway World Championship headed down under to Melbourne’s Etihad Stadium and fans were treated to a great night of racing. American Greg Hancock capped off the night with yet another World Championship trophy, wrapping up the series in the early heats. Hancock now joins the sport’s elite, with only five other riders claiming the title four or more times. The sky really is the limit for the 46 year old who self admittedly has no intentions of slowing down. “I’ve never put a timeframe on this game. I love what I am doing,” Hancock said. “As it is now, I’ll keep fighting and I am trying to find that little bit extra every year to be a little bit quicker. I can’t beat these guys on sheer aggression. I have to be a little smarter and a little quicker.” “It’s great to be on a list of names with these other four-time world champions. Those guys have all been heroes, icons or pillars in the sport. To join them in something like this, I feel honoured. I’m impressed and happy for myself. It’s a real, real honour to be in that company.” Hancock had nothing but praise for the Australian crowd and also paid tribute to round winner Chris Holder. “It was fantastic to win it here in the Southern Hemisphere,” he said. “The Australian people deserve a lot of credit. Obviously they were missing Jason, which is a shame, but Chris won and what a great result. “Chris’ year has been rough, so I’m just so happy for him. As it turned out, he worked hard from his first heat. He really, really worked hard.” Holder brought Etihad Stadium to its feet in the finale edging out Tai Woffinden, Bartosz Zmarzlik and Antonio Lindback in the finale. The Aussie was overwhelmed, scoring his first SGP victory since 2012. Victory also elevated him to fourth place in the 2016 standings. “To be sitting here with the trophy in front of my home fans is amazing,” Holder said. “It’s sweet. It’s something we dream about doing – all us Aussie guys. This is the best feeling in the world apart from being the champ. “It has been a rough year off the bike, but on the bike, it has got better. I am looking forward to next year.” Defending World Champion Tai Woffinden finished second for the 2016 series and was pleased to go home with the silver medal. “Regaining the championship is really hard and not many guys have done it,” Woffinden stated. “But I gave it my all and to stand here and have a silver medal around my neck is pretty special. “Congrats to Chris for winning this GP. I have watched him over the last few rounds and he has started to become the Chris Holder of a few years ago. I’m looking forward to having some good battles with him for the next few years. The top eight competitors for 2016 have also booked their place in the 2017 SGP series, meaning Australians Holder and Doyle are safe for another year on the circuit. FINAL WORLD CHAMPIONSHIP STANDINGS: 1 Greg Hancock 139 Points 2 Tai Woffinden 130 Points 3 Bartosz Zmarzlik 128 Points 4 Chris Holder 126 Points 5 Jason Doyle 123 Points 6 Piotr Pawlicki 99 Points 7 Antonio Lindback 93 Points 8 Niels-Kristian Iversen 91 Points 9 Matej Zagar 90 Points 10 Maciej Janowski 90 Points
WILVO YAMAHA TRANSITION TO MXGP FOR 2017
Shaun Simpson and Arnaud Tonus will join the 450 charge for the next two years.
WORDS HAYDEN GREGORY
Yamaha Motor Europe has extended their official line-up for the FIM Motocross World Championship with the Dutch set up transitioning from the MX2 class. Three time world British Champion Shaun Simpson will be joined by former MX2 competitor Arnaud Tonus. The pair will jump aboard their new YZ450’s under manager Louis Vosters. "I'm really looking forward to us moving up to the MXGP class and I'm very happy with our line-up with Shaun and Arnaud," Vosters commented. "They both have great potential and I hope they will surprise us next year. Regarding Yamaha their strategy and way to work is very professional and positive so it's nice to be part of the family. Arnaud should be on the bike for the first time at the end of next week and we're already looking ahead to the Geneva SX and then the opening pre-season races." Simpson has won three MXGP races with his debut win coming in Lierop, 2013, commonly known as the last time a privateer has stood atop the podium. "The last time I rode a Yamaha was pretty memorable for me and I still think it was one of the best bikes I’ve ridden in terms of feeling and comfort," Simpson recalled. "I can only look at the next two years with optimism: I'm happy. Louis has built a good team and support structure and knows the importance of the rider in the whole set-up. Arnaud is a great guy and we’ve worked together before: I’m sure the atmosphere of the team and the way to work will be on-point. "Yamaha have more than proved their competitiveness in the last couple of years and it has been impressive to see how they have grown and invested back into MXGP; it feels like a good time to be 'Blue' again." Tonus has previously ridden alongside Simpson as part of a British Monster Energy backed Yamaha team in 2012. More recently the 25 year old has been following the American motocross and supercross circuit. "It's a different class for me and even a different championship now with twenty GPs," said Tonus. "I'm happy to be back and of course I have my base over here so things are easier from that side. "It will be a long season with a lot of competition on the 450 and so a big challenge but I'm really pleased to be with Yamaha again and Louis was very motivated to make this deal happen. I hope we can have good preparation and a decent winter of work. "I'll be based between Belgium and Switzerland where I have a nice facility for practice. We're talking at the moment but I think the Geneva Supercross will be my first race on the Yamaha so we've got that to look forward to and I hope to get on the bike in the next two weeks," he finished.
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MUSQUIN WINS 2016 RED BULL STRAIGHT RHYTHM
Red Bull KTM enjoyed double victory with Shane McElrath topping the Lites class.
WORDS HAYDEN GREGORY IMAGE RED BULL CONTENT POOL Excitement personified, the Red Bull Straight Rhythm pits riders against each other based on pure speed. Half a mile of track, two riders going head to head in a best of three format. In the 450 premier class Marvin Musquin reigned supreme edging out Red Bull KTM teammate Ryan Dungey in the finale. The Frenchman won the first two races to put the result beyond doubt, continuing his undefeated streak at the event. Musquin failed to lose a sprint in the 2014 Lites series before missing the Straight Rhythm in 2015. Josh Hansen and Trey Canard battled right down to the wire for third place with each rider taking a win in the first two runs. Hansen would take points in the third and final sprint preventing the new Red Bull rider from landing an all KTM podium. In the 250 class, TLD Red Bull KTM also dominated with Shane McElrath beating teammate Mitchell Oldenburg in the final. In third place, Jordan Smith claimed victory ahead of Josh Hill who raced the event on an electric bike, the first time this has ever been done in a Nationally recognised event.
ELI TOMAC CLAIMS VICTORY AT THE MONSTER ENERGY CUP
The Monster Energy Kawasaki rider took home the $1000,000 cash prize in Las Vegas.
WORDS HAYDEN GREGORY IMAGE SIMON CUDBY
Athletes converged in the City of Sin for the coveted Monster Energy Cup and the chance to win one million dollars. With three races set to run, the all star line-up were keen to get their engines firing in front of a jam packed Sam Boyd Stadium. As gates dropped on the opning moto, Blake Bagget rocketed into the lead scoring the holeshot ahead of Team HRC Honda’s Ken Roczen and Red Bull KTM’s Ryan Dungey. Baggett was placed under immediate threat and within the opening few turns Roczen had the lead. Eli Tomac joined the party passing Dungey before also making his way past Baggett. Roczen and Tomac were set for a race to the finish with both riders choosing to take the joker lane on lap nine. The new Honda rider was able to hold on for victory in the opener just edging out Tomac and Dungey in third. "It was a good first race with the HRC Honda Team, I'm happy with how the bike worked on the start and on the track," said Roczen. "I'm looking forward to the rest of the night and seeing what we can do." Roczen started moto two where he left off the first, grabbing the holeshot ahead of Tomac, Reed, Dungey and Alessi. The defending champ began to pull away from the field and one million dollars began to look promising. A cruel twist of fate on lap seven however saw Roczen crash out, hitting the dirt hard and forcing him to withdraw from the race. Tomac was the benefactor of the incident, taking over first place and cruising to victory in the second moto "I came in with a little bit too much momentum on the start and it cost me the holeshot," said Tomac. "It was unfortunate to see Ken [Roczen] go down, we laid down a quick pace early and yoyo'd each other back and forth." The third and final moto presented a number of riders the opportunity for the overall and it was Australia’s own Chad Reed who made his intentions known scoring the final holeshot of the day. Unfortunately, the Yamaha rider made a crucial mistake only moments into the race, handing Mike Alessi the race lead. Roczen had recovered from his nasty crash in race two and was slowly gaining on Alessi before eventually making the leading pass on lap four. Marvin Musquin followed his lead as did teammate Ryan Dungey. Eli Tomac had made his way into fourth place and the overall became a battle between himself and Dungey. The smallest mistake by Dungey on lap seven saw Tomac shoot by into third and the crowd was bought to its feet. Roczen continued to lead the race before taking the joker lane on lap nine. Both Dungey and Tomac waited until the very last lap to do the same and the Red Bull KTM rider was able to make one last ditch effort to recapture third.
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PAGÈS RETURNS DOWN UNDER FOR 2016 AUS-X OPEN
The French Freestyle Motocross star will line up for the Monster Energy ‘Best Trick’ competition.
WORDS HAYDEN GREGORY The former Freestyle Motocross World Champion finished runner up in the 2015 event to Aussie rider Jackson Strong. With a record breaking $120,000 prize pool up for grabs Pagès will no doubt be looking to go one better and land on the top step of the podium this year. “I have really good memories from last years AUS-X Open, and I really can’t wait to come back! I love visiting Australia at that time of the year, so it’s awesome to be able to go down there, and compete in such an awesome event. “This year is going to be really tough - competition wise - as I know that Clinton (Moore) is working on some pretty crazy tricks, along with the other big name guys too, so I’ll go there and try do my best and we’ll see what happens,” said Pagès. Pagès will join a host of stars for the 2016 blockbuster including supercross legends Ryan Villopoto, Chad Reed and Cooper Webb. “The opportunity to compete alongside Ryan, Chad and Cooper is amazing. It’ll be a real honour to share our experiences with those legends – I can’t wait for it all to begin!” concluded Pagès. More superstar announcements are expected in the coming weeks before action kicks off at Sydney’s Qudos bank Area on November 12 and 13.
DECOTIS HEADS HOME WITH CONCUSSION The reigning 250 Australian Supercross Champion has had his season end
WORDS HAYDEN GREGORY The pint sized American hit the ground hard during the first heat race at Toowoomba, causing immediate withdrawal from the round. The days following have seen the team make an important decision with Decotis’ health the main priority. "The team have been fantastic,” Decotis said. “I couldn't remember anything following the crash and I have been getting headaches. Head injuries can ruin careers and we decided that I should take as much time out as I need to recover and I need to thank the team for being so patient and understanding." "I am really disappointed. I came here to win another championship and I never imagined this was how I would be going home. I was honest with the team and told them I wouldn't be 100% until the final round and that they should look at putting someone else on. I need to consider my health and the safety of others first. I can't thank the team and the sponsors enough and I am sorry this is how it's ended up. I wish them and Luke Clout the best for the remainder of the series". Yarrive Konsky believes the team made the best decision for Decotis. The rider needs to get his head right before next year’s AMA Supercross Championship kicks off. "Jimmy crashed very hard; we have all seen the footage,” Konsky said. “We all know a bone takes 6 to 8 weeks to heal, however we can't determine how soon a rider should return from a serious head injury. I spoke with Racesafe and they suggested a minimum 10 to 14 days off the bike was required. Jimmy was more conservative, suggesting he would like to take between 14 and 21 days. I need to respect that Jimmy knows himself better than anyone." Replacing Decotis will be former Australian Motocross Champion, Luke Clout. The youngster has returned down under after his 2017 American Supercross deal went bust with his team terminating operations. "I am sorry to see Jimmy get hurt and I hope he recovers quickly,” Clout commented. “I want to thank the team for giving me this opportunity. I am so happy to be racing again and I look forward to lining up in Adelaide next week for round 3 of the Penrite Australian Supercross Championship"
MOTOR MOUTH
GEAR BAG
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FEATURE:
KTM 1190 ADVENTURE R
MAXIMUM OFF-ROAD WORDS & PICS D ASHENHURST ADDITIONAL PICS B ASHENHURST/ KTM IMAGES
THE SEARCH FOR THE ULTIMATE DIRT-READY ADVENTURE BIKE IS A CONTENTIOUS ONE — BUT IT’S NO SURPRISE KTM HAS A BIKE THAT FITS THE DESCRIPTION: THE 1190 ADVENTURE R
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et me begin with the existential question: what is an adventure bike? My personal take on what bike anyone should own is that the best bike in the world is the one in your shed. However, to discover the best adventure bike is a more nuanced and personal journey, one that requires an analytical look at your desire for exploration, your skill level — and your bank balance. Let’s look at this from a pure dirtbike perspective. We want a bike that can be ridden well and hard on the dirt over long distances. That by definition is a big dirtbike. A big dirtbike that fits that description might be a 500 EXC-F with an oversized tank on it. So what makes an adventure bike and why is it different from a 500 with a 25-litre tank? The reason I’m perhaps making things confusing here is because (a) this is actually how my brain works and (b) the 1190 Adventure R is one of a few bikes that redefine a category. So the way you see other adventure bikes is different after you’ve ridden the 1190. And it’s not alone — Honda’s Africa Twin has the same effect from a dirt rider’s point of view. And my point is this: the BMW R 1200 GS isn’t a big dirtbike but it is an adventure bike; same goes for the Ducati Multistrada Enduro and Triumph Tiger Explorer. The 1190 Adventure R is in fact a big dirtbike and it’s also an adventure bike. For us dedicated dirt squirters, this is a big deal. Here’s an adventure bike that can be ridden like a massive enduro bike — in fact, it wants you to do that.
I RECKON THE RIDER WHO’D GET THE MOST FROM THE 1190 IS ONE WITH MORE THAN A LITTLE OFFROAD EXPERIENCE
And you can do it for hundreds of kilometres before you need to fuel up. You can ride rocks and sand and hit drainage humps at speed. You can push it into tricky bush sections because it feels like that’s what it wants to do ... And that’s where you’ll get into trouble. The sheer fact that this is an 1195cc motorcycle weighing in at a claimed 210 kilos dry (about 225–230km average riding weight with half a tank of fuel) can bite you on the arse real quick. This is where the dirtbike hits its limits and the adventure capabilities become a liability.
But aside from that, go for it. That’s the kind of bike the 1190 is.
ERGOS & BLINKING STUFF The Adventure R is a comfortable bike. It feels like a KTM so if you’re coming off an enduro bike it all seems pretty familiar. The footpegs are position adjustable, which is brilliant, but when I was standing they felt a bit short and I found my boots tended to hang over the outside edge. They’re normal-sized Kato pegs but I’d like to try a longer set like those the KTM team ran at Finke.
The seat is a good shape and size and the tank profile is quite low and allows you to get well forward easily. The windscreen is manually adjustable and adequate for dirt and freeway stretches. It sits unobtrusively above the headlight, which features allday LED lights, while a discrete blinker set completes the off-road-ready feel. The array of electronics isn’t overwhelming and sits somewhere in between the all-out assault of a GS Adventure and the nothing of the base-model Africa Twin — a happy medium as you’re not overthinking all the different things you maybe should be doing and changing and remapping while you ride. Start the bike and it’s in Sport mode, which you don’t want to have engaged while you’re in the bush unless you wish to wrangle the beast at its full 150hp via an engine that was plucked from a superbike. Using the four buttons on the left side of the ’bars, you simply navigate to the mode menu and tell it to engage Offroad. This brings about 100hp to the party and also adjusts the ABS and traction control to allow a small amount of wheel spin and lock-up at the rear wheel. Both ABS and traction control can be switched off. We fooled around with that a fair bit and will explain
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ONE OF THE STANDOUT FEATURES OF THE 1190 IS ITS ABILITY TO CRAWL, WHICH OPENS UP AREAS YOU NORMALLY WOULDN’T THINK OF TAKING A 1200CC BIKE
our thinking a little further down the page. You can also monitor your tyre pressures, the usual trip meters and fuel usage on the digital display. Revs are shown on the analogue display that sits just to the right and the speed and gear, fuel and temp appear on another digital display a little further again to the right. The whole thing is a neat, easy-to-use package that doesn’t get confusing or distracting. There’s also a welcome 12-volt socket on the lower left of the console and a small storage compartment on the right, with a small non-adjustable steering stabiliser built in. It does a reasonable job but we’d spring for the Aussie-made Ralle-Moto damper as it’s one of the best aftermarket kits you could invest in. There’s no cruise control or heated handgrips, which is a bummer but not a deal breaker. In fact, KTM offers heated grips as a Powerpart so you won’t have to look far.
CRAZY CREEPER The engine produces a quiet but throaty growl that doesn’t give too much away at idle. If anything, in stock trim it sounds a little on the mild side, but that view is soon dispelled.
First gear is fairly short and, coupled with the excellent slipper clutch, makes picking through the shittiest of terrain at low speeds easier than it has any right to be. The power is delivered via the fly-by-wire throttle in predictable and measured doses at all times and the 1190 never feels like it wants to dump you and leave you like that heartless chick in year 11. I really hope Rod Nicoll gave her crabs. One of the standout features of the 1190 is its ability to crawl, which opens up areas you normally wouldn’t think of taking a 1200cc bike. With generous ground clearance, a one-finger clutch and the ability to run a whisper of revs without stalling, the Adventure R can be ridden where many others fear to tread. The wheel set is a 21-inch front and 18-inch rear, which puts it in the same company as Honda's Africa Twin. A 21/18 wheel set is the same you find on all enduro bikes and it's a clear and open sign that the 1190 is designed for dirt first and road sections second. This puts it at odds with much of the 1200cc competition that run 19-inch fronts. I rode the 1190 a lot and to begin with I had the ABS and traction control switched off, which is just something I generally do. Hucking this big rig at speed through the bush with traction control turned off really is crazy fun. It’s all too easy to get it to step out but it’s also pretty easy to keep it under check, thanks to the amazing throttle response coupled with a chassis and suspension package that seems designed more to run than walk. The 1190 loves to get moving and the surprisingly precise steering is complemented by a rear end that’s not hard to keep planted. That’s a fairly delicate balancing act on a big bike and the Kato is impressive. I ended up turning on ABS and traction control and I have to say the traction control is impressive. ABS is a personal choice — and a track-by-track decision — but I generally have it switched off. The 1190 has excellent ABS but I love the feel of the big Brembos and I prefer making all my own braking decisions on the dirt.
WHO’S IN LINE? I’m not convinced that the more road-going of the adventure crowd would warm greatly to the Kato. There’s not much hiding its dirt pedigree and at low speeds it doesn’t have the plush feel some of the competition does.
The seat height is up there — all part of providing maximum ground clearance — and you need to be aware of your surroundings at all times because if you go to put your foot down and there’s a depression then you’re going to have a lie-down. And it’s a bitch to pick up; at this size they all are. But what I can’t help thinking is the 1190 can get you to places where you can actually get into more trouble. It’s a cheeky bugger like that: it urges you to keep going when the terrain gets harder and harder but you can never escape the fact that this bike has a fighting weight of around 230 kilograms. I reckon the rider who’d get the most from the 1190 is one with more than a little off-road experience: someone who can handle a big unit at pace and is looking for an adventure bike they can push hard in the dirt; someone with the skill level required to keep it all together when the poop hits the fan — or just to make the best of varying terrain and sections. We all crash. I actually dropped the Kato seven times in two days (no damage!) while simply looking to put my foot down on an off-camber or a spot with a hole or divot under foot. Once she reaches that tipping point — and it doesn’t take much angle — then you just gotta let her go and be ready to become Dean Lukin for the next few minutes. Again, that’s the same with all the bigbore ADV bikes, but my point is that the Kato is willing and able to take you to gnarly places where you have to deal with the consequences of getting it wrong in a section that maybe you just wouldn’t bother taking on if you weren’t on the 1190.
TRAVEL ENDURO The KTM website calls it a Travel Enduro bike and that’s a damn fine categorisation. The bike is a pleasure to ride and for those of us who are truly dirt obsessed it can satisfy all your desires while still offering proper adventure bike features like ride modes, comfort and fuel range (about 400km). In sections where other bikes might seem out of place, the Kato will just motor on. The 1190 will go there if you can handle it. It’ll try to convince you it’s a much smaller bike and you’ll believe it. That will provide you with some of the best riding and some of the biggest headaches. And, hey, that’s what this is all about, right? It is for me, anyway. I want to see what’s over there, down there or behind that. The Kato wants to explore that stuff, too.
FEATURE:
1984 HONDA CR500
M O N S MOTO MONSTER
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CRAIG ANDERSON BRINGS OUT ONE OF THE WORLD’S M O S T B R U TA L M OTO W E A P O N S FO R A F E W L A P S IN FRONT OF OUR CAMERA
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STORY & PHOTOS ASHENHURST
MOTO MONSTER
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here’s an entire generation that doesn’t know the 500cc motocross machinery — what they sounded like, who rode them and how brutal and yet capable they were. It’s ancient history now but these bikes were once the measure of a man. Specimens such as Jeff Ward’s 1989 KX500 are the stuff of legend, as is pretty much every Works Honda of the mid-to-late 80s. In fact, the green and red camp really went at it in the big-bike class and produced some standout machines that, to plenty of us, are still everything a man could ever want. In 1984, Honda released the CR500 to replace the CR480. It didn’t go down well with some though the public had by that time got used to Honda redesigning the bike year after year. But the 1983 CR480 was a popular bike across the board, even with the left-hand kickstarter, while the ’84 500 would certainly divide opinion. The engine was a brute and, although at a distance it’s often mistaken for a water-cooled engine due to the unique air scoops, it was to be the last of the air-cooled big rigs. Honda threw everything at the ’84; it was an all-new bike that seemed to be designed to simply outmuscle the competition or explode trying. It featured a front disc brake for the first time though there wasn’t much else on the ’84 that we’d now recognise as “modern”. Even for its time it was a reasonably simple bike built to win via brute strength. But that underplays the fact that the bike could turn well and if you could keep the power
MOTO MONSTER
EVEN FOR ITS TIME IT WAS A REASONABLY SIMPLE BIKE BUILT TO WIN VIA BRUTE STRENGTH under control there wasn’t much else on the track that (with a little suspension work done) could exit a corner and beat the CR down the next straight. Ultimately, the bike had too much mumbo for its chassis and stock suspension to manage. In 1985, Honda redesigned the bike once more, introducing water cooling, and then again refined that package for what would become the legendary 1986 CR500. For reference, though, it’s worth having a look at the RC500AF David Bailey rode in 1984. That thing is a work of Works art.
ANDO TWISTS THE THROTTLE Craig Anderson has been riding this 1984 CR500 in selected vintage events and we couldn’t resist getting the two together for a shoot. Ando loves the bike and he can ride it like a demon. Of all the shoots we’ve done this year it’s this one that without a doubt sounded and smelt the best. We went to a sandy track that was pretty wet at the time and the berms were totally jacked up but Ando and the CR just carved deep ruts with every pass. Tight turns, slides, more roost, faster, slower — whatever we needed to get the shot, the combo of Ando and the CR could throw it down without question.
ULTIMATELY THE BIKE HAD TOO MUCH MUMBO FOR ITS CHASSIS AND STOCK SUSPENSION TO MANAGE
GREATEST 500 RIDERS The guys who could truly ride these bikes to the limits were few and far between and the racing they left behind is still epic to watch. Here’s a quick list, in no particular order, of some of the standout riders on 500cc machines. -J EFF WARD The little guy kicked a lot of arse on the big Kawis - DAVID BAILEY Not many riders could think their way around a track like Bailey - DAVID THORPE A three-time world champ (could’ve been five if not for injuries), he also played a huge role in breaking the US’s 13-year MXDN win streak - JEFF LEISK Australia’s overall highest-placed GP rider ever (second in 1988) - JEFF STANTON After Johnson and before McGrath there was Stanton, who won during one of the toughest eras of all time - ROGER DE COSTER The Man. Roger was a win machine and behind much of the development of the early CR500s - STEPHEN GALL He played a big role in bringing total professionalism to Aussie motocross - JEAN-MICHEL BAYLE Probably the most naturally gifted rider of his era - CRAIG DACK The Dack attack was lethal on a 500 with a mix of smoothness and aggression on tap - RICKY JOHNSON The Bad Boy. Changed the game completely with his showtime style and take-no-prisoners attitude - BRAD LACKEY The most successful US rider ever to take on GPs - HEIKKI MIKKOLA World champion on both Husqvarna and Yamaha - JOEL SMETS Four-time 500 champion and one of the true legends of the sport. Nice bloke, too - GLEN BELL In fact rode a pretty sweet 1984 CR500 just like the one featured in this story - STEFAN EVERTS What more can be said about Everts? Two of his 10 world titles came in the 500 class - SHAYNE KING The crazy-fast Kiwi took the GP title against Smets in 1996 - ERIC GEBOERS The Kid. First guy to win all three classes with his aggressive style - HÅKAN CARLQVIST Was so far ahead in his final he stopped and had a beer with spectators - GEORGES JOBÉ Without a doubt one of the ballsiest riders to ever rip a throttle.
MOTO MONSTER DIRT ACTION
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FEATURE:
TOOWOOMBA GALLERY
TOOWOOMBA PHOTOGRAPHY AARYN MINERDS
SUPERCROSS GALLERY