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REGULARS ROAD
TEST: HONDA CBR ABS MODELS – 18 The car world takes it for granted. But bike riders round the world still look sideways at anti-lock braking systems (ABS). KR Editor Ross MacKay has the story.
ROAD NEWS ............................. 10
TEST: BUELL 1125CR – 27 Channelling the spirit of café racers of olde, Buell main-man Erik Buell has come up with the 1125 CR, a nominally ‘naked’ version of the only recently released Rotax-engined 1125 R. Over to you Big Dave. TEST: TRIUMPH SPEEDMASTER – 33 Usually Triumph Speedmasters head out the door as quickly as they come in. Fortunately, late last month the importer needed a demo model Speedmaster run in and Stretch got the job! TEST: YAMAHA XVS950A – 39 With several broadly similar siblings it’s not immediately obvious that Yamaha’s XVS950A is an all-new model. Quite an important one at that as Big Dave explains. TRACK TEST: SUZUKI GSX-R 600/1000 – 44 Suzuki’s GSX-R1000 has been the bike to beat on the local Production Superbike scene for as long as anyone cares to remember. For good reason, as Michael Esdaile found out when he talked to Ray Clee. ON TOUR IN THE SOUTH ISLAND – 63 Sharky and fellow ‘Musty Demons’ (Wallace, Jellyman and Weeble) make a relaxed lap of the country’s most motorcycle-friendly island. WARM WELCOME AT THE COLD DUCK – 73 You’ll always receive a warm welcome at the annual Cold Duck Rally. Just ask Nash. STH CANTERBURY 100YRS PART II – 78 Timaru’s South Canterbury Motorcycle Club celebrates its 100th anniversary at Labour Weekend.
DIRT FEATURES DIRT TEST: KTM450EXC – 116 You could call it the quintessential Kiwi hardman’s bike. Certainly, it was the sheer potency of KTM’s latest 450 EXC which left the most lasting impression on testers Ollie, The Hump and Brenton. DIRT TEST: YAMAHA YZ250F – 122 Sure he blinged it up a bit but the YZ250F KR dirt tester Ollie Sharp has been racing for the past eight months is closer to standard than you think. As the man himself explains in this wrap-up test penned just before he, er, had to give it back! A TRAIL RIDE IN MOROCCO – 128 Know much about Morocco? Neither did former Ed Jonathan Bentman until he decided he needed a bike riding break from the daily grind. ADVENTURE: THE MIGHTY MOHAKA – 151 If you’ve ever ridden over the Napier-Taupo road and thought to yourself, ‘man there must be some good terrain in there….’ this Jacqui Madelin story is for you.
RIDDEN ..................................... 53 Ducati 1198 S
PAGE 18
CONTENTS JULY 2009
ROAD FEATURES
INSIDE WSB.................................... 56 BMW’s S 1000 RR Superbike MORONEY .............................. 81 Pack up your troubles NASH ........................................ 83 Nash’s new wheelbarrow BORN AGAIN BIKER ............... 85 A biker’s rite of passage
PAGE 27
BRONZ ....................................... 87 Biker’s rights off the (main) road CLASSICS ................................. 89 AJS Spring Twin & Douglas 350 BOOK REVIEWS ...................... 93 ROAD COMPETITION............... 96 ROAD PRODUCTS .................. 102 See it, want it, must have it
PAGE 44
REGULARS DIRT DIRT NEWS ..............................113 DIRT COMPETITION............... 140 NZ enduro champs & Greybeards DIRT PRODUCTS ................... 158 Need it, want it, must have it TRAIL TIPS .................................. 157 This month, washing your bike
PAGE 89
KR KIDS .................................. 167 This time it’s Yamaha’s turn plus columns from Hamish and Courtney HANDY ANDY ......................... 165 Keep on battling LOOKING BACK ...................... 178 It was five, ten and fifteen years ago today!
PAGE 122
BIKE MART.............................. 179
Contributions: Kiwi Rider welcomes editorial contributions from its readers. If you would like to write something up for KR e-mail a précis to the Editor at editor@ kiwirider.co.nz. Electronic transmission of words (Microsoft word. doc) and pictures (hi-res jpgs) preferred. Advertising: Got a hot product or service and want some real bang for your advertising buck? KR offers a complete in-house advertising design and production service. To find out more talk to Pete (pete@kiwirider.co.nz) or Ian (ian@kiwirider.co.nz)
PAGE 128
PAGE 151
KIWI RIDER 7
FIRST WORD ROSS MACKAY
WHO’S THE BAD GUY HERE? from his client to Collins and Russell, implying that they were ‘speeding’ and ( by implication deserved all they got). But that’s his job. One he can have.
Hell, now that former Blenheim cop Anthony Bridgeman has been found guilty and punished for his actions (which seriously injured two motorcycle riders and wrote off their bikes) in the Buller Gorge in 2007 I’m not sure what to think about the case. Originally, or at least in my mind anyway, it was cut and dry. “The guy was an idiot,” I thought, when I read about how, determined to pursue bike riders Martin Collins and Brent Russell, he tried to do a three point turn on a narrow, blind corner. It wasn’t just me thinking that either. As contributor Racing Dave said….. ‘imagine if it had been a logging truck (instead of two guys on motorbikes)...coming around the corner...’ And so my mind was made up. As so often happens when tragedy strikes, one moment’s inattention, one nano-second’s stupidity and the lives of two otherwise ordinary, law-abiding middle-aged family men were changed forever. However. And it’s a big however. I’m having a little bit of trouble getting my head round the punishment. Now retired from the police force after 35 years service, Bridgeman has lost his driver’s licence for 12 months (fair enough), been ordered to undertake 100 hours community service (ditto) and also been ordered to make reparation of $60,000 to the two riders (eh?). Bridgeman’s defence lawyer pissed me off big time when I saw him on TV try to somehow shift the blame of the accident PUBLISHED BY: McStannic Publishing Ltd POSTAL ADDRESS: P.O. Box 299, Kumeu, Auckland COURIER ADDRESS: 127 Moire Rd, West Harbour, Auckland PHONE: 09 416 5307 Fax: 09 416 5308 PUBLISHER: Pete McPhee Office: 09 416 5307 Email: pete@kiwirider.co.nz SALES AND MARKETING Ian Ferguson Office: 09 416 5307 Mobile 021 446 164 ian@kiwirider.co.nz BIKE MART ADVERTISING: Todd Sutherland: 021 709 989 or Alan Duff: 027 264 3383
8 KIWI RIDER
What concerns me more, however, is that Bridgeman now seems to be on his own. We all know, for instance, despite the various top cops coming out on TV and in print denying it, that Highway Patrolmen like him have been operating under some sort of ‘quota’ system for years. If you ride a motorcycle, no matter how conservative and reactionary you are, you’ll also know that the cops target us. In fact, if I had never thrown a leg over a motorcycle I’m sure I’d have a different view of the way the Police and policing in general works because it’s been as a motorcycle rider rather than a car, van or ute driver that I’ve seen the ugly side of law enforcement. That said, I can’t help but feel sorry for Bridgeman. And I certainly hope it’s the Police stumping up the $60K not Bridgeman himself. I’d also like to think that Police HQ would learn a lesson from the whole sorry saga and change they way they view ‘pursuits.’ Only days after Bridgeman’s brain-snap a young guy was knocked off his bike here in Auckland by a cop doing a U-turn (I thought they were illegal!) and a week or so later I had to slow down and swerve to avoid a cop doing the same just south of Maramarua. Talk about rubbing salt into the wound. I probably wouldn’t mind if – on a daily basis – I found my life threatened by evil boyracers skidding around in their Mum’s BMWs trying to kill me. But I don’t. In fact the big problem I find myself facing when I venture out on the open road these days is globules of slow-moving cars sitting at between 80
and 95km/h ruining what would otherwise be reasonably good 100-115km/h flow. And you know why that is don’t you? That’s right, it’s because Police HQ have elevated exceeding the speed limit to a status it simply does not deserve – that of a serious crime. The wrong speed in the wrong place (120 km/h past a school at three in the afternoon) is certainly up there with rape, assault, grievous bodily harm etc etc. But the vast majority of us – particularly road-riding motorcyclists – are being lumped together with scumbags and career criminals for what? Riding a bike that ‘looks’ like it goes fast? Riding a bike at 110-115 km/h on a clear piece of road on a nice day? And before you start writing in supporting the Police, please note that Kiwi Rider promotes the responsible use of high-performance road bikes by doing the lion’s share of the testing and photography of them on closed circuits like Pukekohe Park Raceway. It costs us at least $1,000 a day but it’s our way of saying that if you want to enjoy speed you have to act responsibly. We also support both basic and advanced rider instruction and have, over the years, played a key role in setting up and running Track Days and the successful BMW Return to Riding programme. The point I’m trying to make – and one I’ve touched on several times in the past - is that it is time the Police took a long, hard look at themselves and the way they administer the country’s speed limits with particular focus on their policy in regards to ‘pursuits.’ As always, we welcome your views on the subject which you can e-mail to me at editor@kiwirider.co.nz
EXECUTIVE EDITOR: Ross MacKay editor@kiwirider.co.nz
PROOFREADING: Linda Glasswell
DESIGN/LAYOUT: design@kiwirider.co.nz or set.up@clear.net.nz
DISTRIBUTION: Gordon & Gotch Ltd, McStannic Publishing Ltd.
PHOTOGRAPHER: Geoff Osborne Ph 415 2555 ospics1@xtra.co.nz
OPINIONS: Opinions expressed in Kiwi Rider are not necessarily those of the editor or publisher. While every effort is made to ensure accuracy, the publishers accept no liability for any error or omissions contained herein. COPYRIGHT: This magazine is copyright in its entirety. Material may not be printed without the written permission of the publishers.ISSN 1177-0023
REGULAR CONTRIBUTORS: Roger Moroney, Andy McGechan, Mike Nash, Ben Townley, Josh Coppins, Michael Esdaile, Big Dave, Racing Dave, Ollie Sharp and Andy Lyver DIRT EDITOR: Ollie Sharp ON-LINE EDITOR: David Cohen
PRINTERS: GEON GROUP, Auckland
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See in store for more details or visit www.honda-motorcycles.co.nz or www.hondadeals.co.nz
ROAD NEWS AND BRIEFS
BMW SUPERBIKE ON ITS WAY -
-
ABS, 1.6 with it) The latest version of BMW Motarrad’s ABS system, Race ABS, will be an optional extra BMW Motorrad’s DTC (Dynamic Traction Control) will also be optional
The bike also comes complete with various switchable riding modes including wet roads, dry track with sport tyres and dry track with slicks! While it will take a full launch test to tick off everything that is new about the bike, the company’s press kit touches on all sorts of interesting features…like the fact that the S 1000 RR is equipped with a variable length intake manifold system WORDS: Staff PICS: BMW Motorrad You’ve seen the prototype shots and some of you will have even seen Troy Corser and Ruben Xaus punting the race versions at Phillip Island. But now the time has finally come for BMW to release official information and pictures of its all-new S 1000 RR Superbike. The basics – an across-the-frame four cylinder engine and beam-type aluminium frame – have been known since word of the bike first filtered, out but BMW has now come up with some fascinating
10 KIWI RIDER
specifics. These include: -
The new liquid-cooled, fuel-injected 999cc engine produces 142 kW (193hp) at 13,000rpm and 112Nm of peak torque at 9,750 rpm
-
In road trim with the petrol tank full the bike weighs 206.5 kg which BMW Motorrad claims makes it the lightest 1000cc Superbike….. equipped with ABS
-
The company also claims the best power-to-weight ratio (1.05 without
Overseas models shown with optional accessories.
The exhaust system has not one but two butterfly valves with an actuator opening and closing them (depending on various parameters) to help maximize power when you need it while keeping the decibel level in check when you don’t (need maximum power). Like Ducati, BMW is making much of the various rider aids which start with the various riding modes that are buttonselectable. These include ‘Rain,’ ‘Sport,’ ‘Race,’ and ‘Slick’ and like Suzuki’s (and now Yamaha’s) systems are accessed via a but-
ton on (in this case) the right hand handlebar switchblock.
beneath the rider’s seat to access an activation function lock!
When riding on a dry surface Sport Mode provides full engine power ,while when riding on a wet surface ‘Rain’ automatically reduces maximum output to 110 kW.
The Race ABS system links front and rear brakes and incorporates a number of sensors to help the system decide where to send the bulk of the braking power. Significantly…it is also able to be disabled.
The system is linked in with BMW’s DTC (Dynamic Traction Control) in Slick Mode which – understandably – can only be accessed with a stop and fiddle
ROAD NEWS AND BRIEFS
All-new. BMW’s S 1000 RR is the latest addition to the Production Superbike sector. Design and build was a ground-up exercise with BMW Motorrad following established Superbike lines – aluminium beam frame, transverse frame four cylinder engine etc etc – rather than existing BMW ones. Look and sophisticated electronic aids give the new model its own distinctive personality and the rest, no doubt, will be down to how well it performs on the World Superbike Championship circuit.
With production having already started, New Zealand, apparently, will see its first units before the end
A N E W S T AND ARD . A NEW EXPECTATI ON. THE NEW AM ER I C AN MO TO R CYC LE .
®
DEFYING CONVENTION AROUND EVERY CORNER.
VICTORY MOTORCYCLES @ VICTORY AUCKLAND UNIT 1, 180 GREAT SOUTH ROAD, TAKANINI. PHONE 09 299 1006. 0508 842 867 | www.victorymotorcycles.co.nz
KIWI RIDER 11
ROAD NEWS AND BRIEFS
SP SPECIAL EDITION HONDA MODELS Since Si their release in 1998 the CB1300 and a CB1300S have remained true to their traditional big-bore road-bike roots. And to celebrate the fact local importer Blue Wing has created two limited editions specials; the C CB1300 Black/Blue Retro and the CB1300S B Black Classic. Only ten CB1300 and five CB CB1300S are available nationwide and with this par particular model line in its last year of production and its replacement not due until 2011 this is the last chance to purchase one of these excellent high torque all-rounders. Apart from the two-tone black metallic paint jobs, the feature statement of the bikes is an imposingly stark, black engine with bare aluminium and chrome details and also a high-tech blue backlit instrument panel. Both CB1300 models are refreshingly simple, yet offer adrenalin filled riding for anyone who’s willing to tame this naked beast! Recommended retail price for CB1300 and CB1300S is $19,500 and $20,500 respectively, sitting alongside Honda’s other naked big bike, the CBR-based CB1000R Predator at $20,950. NEW HYOSUNG GT250 MODEL Hyosung has expanded its range in New Zealand with the addition of a half-faired 250 V-twin. The new model, GT250S, gets a fairing which is the top half of that fitted to the fully-faired GT250R, along with twin 300mm disc brakes up front in place of the single 300mm disc fitted to the naked GT250. The GT250S features the same air/oil-cooled V-twin engine and sports chassis as the GT250 and GT250R. The price? Well, here’s the surprise. The GT250S (pictured) retails for $6995, exactly the same price as the GT250 and the GV250 Cruiser– well under the $7695 of the GT250R. FUEL EFFICIENT YAMAHAS Latest word out of Yamaha is that the tuning fork brand is working to improve the fuel efficiency of its motorcycle engines by 20 per cent. Apparently, the idea is to revise various engine components and develop an entirely new fuel injection system in order to improve fuel economy. The first of these new engines is said to be a 125cc four-stroke, probably built in the company’s South East Asian factories. Word is the larger displacement Yamahas will then undergo the same procedure. Yamaha is so keen to implement the new economic engines as fast as possible, that it has gathered the minds and experience of approximately 100 engineers from its large-bike development. LIFE’S GOOD FOR SLOAN ‘N EDDIE It certainly is for Superbike racing mates Sloan Frost and Eddy Rotteveel who have picked up sponsorship from electronics manufacturer LG and replaced their older Superbikes with the race winning Suzuki GSX-R1000K8s of Robbie Bugden and Andrew Stroud. To celebrate, former motocross racer
12 KIWI RIDER
FOUR NEW SCOOTERS FROM KYMCO New Kymco importer, Kymco Australia and New Zealand, has launched a four model line-up on the local scooter market. In addition to the 500cc Xciting, tested in Kiwi Rider’s April issue, Kymco is offering two 50cc two-stroke models, the Vibe and Pronto, as well as the 150cc four-stroke Espresso.
WORDS: Staff PICS: Kymco
The Vibe ($2,290) features an aircooled two-stroke motor, a low 760mm seat height and at just 86kg is the lightest model in the Kymco line-up. It rolls on 12inch wheels with 110/70 and 120/70 tyres and carries just 4.9 litres of petrol. We understand a Swiss fan recently toured New Zealand on one of these. The Pronto ($2,800) features the same engine and wheels as the Vibe, but uses wider 120/70 front and 130/70 rear tyres, has a higher seat, a bit more fuel (5.3 litres), retro styling and is 11kg heavier. Next up the chain is the four-stroke 150cc Espresso ($3,999) which features European styling and is a big-wheel scooter, rolling on 16-inch alloys with an 80/80 section tyre up front and a 100/80 rear. Seat height is still low at 760mm, fuel capacity is 6.8 litres and weight is a commendable 111kg. Something else to remember about Kymco: how does a four year warranty sound? Yep, twice as long as any other manufacturer. Kymco’s web site is now up and running so for further information go to www. kymco.co.nz KR
Joining the 50cc Xciting R on Kymco’s local scooter range are (top to bottom) the Espresso, Pronto and Vibe.
THEY’RE READING OUR MAG WHERE? OK keen reader Neville Williams has just raised the bar. Instead of sending us his ‘They’re Reading Our Mag Where? (TROMW?) pic or pics from one exotic location he has chosen two, the first one on a quiet street in Treviso, Italy where – he tells us - near total silence was only broken by the appropriately sweet sound of a passing Ducati Monster, and the second half a world (but less than 24 hours later) away on a busy and noisy street in Shanghai, China. Neville tells us that; ‘we tried to take a pic of me sitting beside the pillar in the centre of the road but we were instead lucky to have crossed the road in one piece.’ He also points out that motorcycles and scooters are not permitted on Shanghai’s motorways...and having seen first hand how the locals drive he reckons he wouldn’t want to ride one (on the motorway) anyway! “Oh yeah, “ he adds, “and not a Mighty Power Ranger in sight!” KR
WORDS: Neville Williams PICS: John Comer
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KIWI RIDER 13
ROAD NEWS AND BRIEFS
Fro ripped up the record book at the Taupo Frost International In circuit, lowering Stroud’s lap record r to 1m 30.982s to easily win the Superbike races at the Pacific Motorcycle Club meeting there. Motorcycle road racing is the latest addition to LG’s extensive sponsorship p portfolio. The electronic product manufactu turer, which was recently ranked third in the 20 2008 Global Top 50 Consumer Electronics Bra Brands, supports a number of sports including rugb rugby and netball – right through to boxing here in New Zealand. Now local V8 racing drivers Angus Fogg and Simon Richards have been joined in the motorsport division by a quality superbike team. For more on the LG Motorsport team, log-on to: www. lgmotorsport.co.nz. Meanwhile here’s a pic of Sloan (right) and Eddie (far left) at LG’s recent sponsor’s day at Pukekohe Prak Raceway complete with one of the LG hostesses and Heavyweight boxer Shane Cameron.
ANSTEY SECOND AT NW200 Wellington’s Bruce Anstey claimed two runner-up spots at the recent North West 200 races on the Northern Ireland roads. The Suzuki GSX-R1000 racer was unlucky that the red flag came out early in the Superbike race when he looked to be lining himself to take the lead. Anstey claimed pole position for the Superbike race but was beaten by Honda man, Steve Plater, in both Superbike (1000cc) and Supersport (600cc) races. Despite Anstey failing to add to his tally of nine wins at the circuit, he will be a strong contender as competitors now turn their attention to the famous Isle of Man TT races. Practice week for the TT got underway on May 30. DE PUNIET THE PLAYBOY It’s true, sultry French MotoGP racer Randy De Puniet has a dream new sponsor for the Italian LCR team he rides for – Playboy. While we have yet to see Hugh De Heffner puffing into sight, De Puniet recently completed a photo shoot for the American men’s magazine with a rather stunning looking model Francesca Lukasik alongside him and the Honda RC212V. KIWI WINS AT MOTOGP…. A New Zealander going by the Internet nom-de-plume ‘discodan’ was the winner of the recent French Grand Prix round of the official Fantasy 2009 MotoGP competition. The competition, run by the official MotoGP web site, is entered by thousands of fans around the world with the winner of each round earning two Grandstand tickets to a GP of choice. ‘Miss Dior,’ also from New Zealand, placed 10th for the French round and is the only Kiwi in the top 100 for the championship thus far. Why not join KiwiRider (and we suspect ‘discodan’) at this year’s Australian MotoGP? Call
14 KIWI RIDER
JIM TUCKERMAN THE NEW FACE OF MNZ Change is afoot at Motorcycling New Zealand with a new President, Jim Tuckerman, voted in at the recent conference. An Auckland company director with interests in event management and media, Tuckerman is a highly-rated operative who takes over the job with the support of some of the biggest players in the sport and businesses associated with it. Many see his arrival as a vote for change. We asked him what he thought. WORDS: Staff PIC: Andrew Bright-Championship Digital KR: First of all Jim, congratulations on your success at conference. This should be easy because you’ve always been a real student of the sport here in New Zealand. Better tell us a bit about Motorcycling New Zealand. JT: I’d be happy to. MNZ has been around since 1916 (then called the NZACU- New Zealand Autocycle Union). The ACU was affiliated to the FIM through the ACU in the UK until 1983, at when point it was recognised in its own right allowing New Zealand riders to officially ride as New Zealanders rather than as English riders which they had done up until that point. In 1994 the name was changed to Motorcycling New Zealand Inc and Errol Conaghan was elected as its first President. Since then we have had three Presidents: Errol Conaghan 1994-2004 David Appleton 2004-2006 Sandra Perry 2006-2009 And in case you ever need to know, from 1916 until the present day New Zealand has had eight World Champions with a total of 20 World Championships between then. Those champions are Hugh Anderson, Barry Briggs, Ivan Mauger, Bob Andrews, Ronnie Moore, Graeme Crosby, Shayne King and Ben Townley. Not bad from a group which started from 55 members from five clubs to grow into 5000-plus members in 68 clubs. KR: OK Jim, you passed that test with flying colours. Now let’s hear a bit about yourself, or perhaps first, what prompted you to stand for the position of President of Motorcycling New Zealand? JT: I’m a person who believes passionately that the Constitution should not only govern our sport but also provide effective guidelines to increase and support participation in all forms of motorcycling. Recently MNZ management has moved away from these guidelines, with the result that we have had groups in the sport become disenchanted and our
sport has become fractionalised. In standing for the role of President, I - along with the newly elected board - want to bring the FUN and fairness back into motorcycling. KR: It’d be fair to say that you were not alone in your concern with the state and direction of the sport either Jim. And like a number of others involved we see your election as a mandate for change. Do you see it as that as well? JT: Yes. That mandate for change has been very clearly expressed not only in the voting, which was decisive, but also in the conversations and meetings that have gone on all around the country. Motorcycling has fallen behind in terms of relationships and professionalism. It is now time to address these areas with honesty and integrity and move forward. On which score the new board is confident it has the skills and the ability to make motorcycling more prominent. KR: Yep. Good. First job? JT: To obtain a complete picture of exactly where our sport is in terms of management practices, organisation and commitments. The Board has already asked the office for an overview of areas, because the Board
feels it needs clarity on these. In order to move forward, changes have to be made. The new Board wishes to work closely with the Motorcycle Distributors Association, riders and officials to move our sport forward. Our aim is to increase services available to riders and reintroduce some that have fallen by the way side - to look at the best possible economic return to the riders for their licence fee. KR: Which is fine. But what, would you say, are YOUR goals now that you are President for the next two years.
the opportunity to travel widely within both Islands. Where possible I will try to combine this with attending any events on in the area or club nights. That said, all members of the new Board are enthusiastic about being out there at the coal face. By being at the widest range of events possible, Board members become more assessable, more approachable and by seeing some of the issues first hand, more effective
JT: That’s easy.
KR: Better wrap this up Jim. It’s June 2011. You’ve been in the job two years. What do you hope to have achieved in that time?
•
JT: Again. That’s easy.
To make MNZ an organisation riders will be proud to belong to
•
To have developed a close, mutually effective relationship with the Motorcycle Distributors’ Association.
•
To have opened up new areas of sponsorship.
•
To look at increasing the opportunities for introducing and encouraging Junior riders in all areas
To have increased benefits to members of MNZ, so there is value in belonging to the organisation.
•
To once again foster the abilities in our emerging champions.
To have increased the coverage of the sport in all forms of media.
•
To have moved away from the negative influences of recent years, into a positive, marketable mindset.
•
To promote the fullest participation in all aspects of the Sport.
•
To work within the current economic climate in the most cost effective way, utilising every avenue open to us.
•
•
Most importantly to be there to listen to any member, supportive or not about the hard decisions that will have to be made. KR: Yep, good answer. But what about specifics? I know you’ve only just been appointed. But you seem to have a pretty good handle on what’s good and what’s not about the current situation. So, (here’s the question), perhaps, what are a couple of good (recent) initiatives that you believe are worthy of support? JT: Good question. Two good ones would be; •
The new initiative on Trail Riding under the recently appointed Commissioner Nelson’s Paul Searancke
•
And the appointment of two stand alone co-ordinators for the Supercross Championships – Palmerston North’s Neil Ritchie and Marton’s Bryan Davidson.
KR: You know it’s a funny thing Jim. It doesn’t seem to matter where I go. If there’s racing, be it bikes, car, jet boats, you seem to be there. Most of the time it’s in a work capacity but nobody is going to be able to accuse you of hiding behind a board room table….. JT: That’s right. In fact one of the first things we as the new Board discussed was, (and yes it was at my prompting) that we as a Board should all be more visible at motorcycle events, big or small. As I am in the Event/TV production industry, I have
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KR: Thanks Jim. Best of luck with your new role. JIM TUCKERMAN – BIO They say that if you want a job done give it to a busy man. Jim Tuckerman is the archetypal busy man. A company director with interests in the Event Management and Media sectors Jim has played an active organizational and/or management role in all sorts of motorcycle, car and latterly Jet sprinting events over the past 30 years. Before he moved to Auckland Jim was made a Life Member of the Hutt Valley Motorcycle Club for his contribution to events as diverse as the annual Gracefield motorcycle road race event to the Suzuki 1000 motocross at Queen Elizabeth Park in Paekakariki and the annual North versus South Motocross. During that time he also worked on the Nissan-Mobil 500 street race in Wellington and the Brut 33 International Motorcycle Series as well as acting as referee at Te Marua Speedway for two years. Since moving to Auckland Jim has expanded into media management and television production, first as an executive member of MNZ, responsible for raising the profile of the sport and latterly publicizing the Castrol Power 1 New Zealand Superbike Championship. Jim has also retained his links with the annual Cemetery Circuit event in Wanganui where he is currently Clerk of the Course. KR
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KIWI RIDER 15
ROAD NEWS AND BRIEFS
M Michael at 09 416 5307 or e-mail MotoGP@ trackfun.co.nz tra to find out more…
BUELL ON ICE Mad Brit Craig Jones has just set a world record in Sweden where he braved subzero temperatures to push a Buell 1125R to become the fastest bike on ice setting a best top speed of an astounding 238km/h on a frozen Lake Dellen, with only a few centimetres of ice separating him from the icy water. The hazardous conditions meant the addition of some custom equipment including nitrous oxide injection and - of course – spiked tyres Undeterred by the risks associated with the attempt, Craig said: “I firmly believe that your head is the biggest limiting factor in pushing to the edge. The less you think about the risks, the further you can push yourself. So I kept it simple. I just put the bike into gear, tucked down and went as fast as I could. To see Craig’s antics head to HarleyDavidson’s YouTube Channel – www.youtube.com/ harleydavidsonaus – and click on the ‘Ice Ride’ video in the library. HONDA POWER TO MOTO2 Honda will be the sole engine supplier for the new Moto2 GP class (formerly 250GP) for 2010. The 600cc engines, said to produce around 150hp (112kW), are likely to be provided to teams by the World Championship commercial rights holder, Dorna. The bikes with slick tyres and prototype race chassis’s are expected to be not only faster than their World Supersport cousins but more than a match for the current 250cc two stoke machines. The 250 twostrokes will be allowed to continue in the class for the 2010 season only. MLADIN 80 NOT OUT! Australian Mat Mladin took a record 80th AMA Superbike (American) career race win in the second race at the double-header weekend at Infineon Raceway in Sonoma, California on May 18. The Rockstar Makita Suzuki rider started from pole (his 60th in AMA racing) but could only finish fifth in his debut on the new GSX-R1000K9 in the first race. In the second he went into an immediate lead and was never headed. The Sonoma event is Mladin’s eighth win out of a possible nine - this season and his fifth pole of the season. Mladin also equaled ex team mate Ben Spies ‘seven in a row’ win record and extended his championship lead. When asked his opinion of his former team mate and now World Superbike sensation Ben Spies, Mladin said: “Spies is the best guy I ever raced against.” KR
16 KIWI RIDER
KIWIRIDER.CO.NZ THIS MONTH Headlines and feeds from around the net display on the page. You can scan a large amount of data and use it like a remote control to open items of interest in the main window.
WORDS & PICS: Staff The poll this month asks ‘What will your next bike be?’ and the results are very interesting. Our polls aren’t scientific and are only for entertainment purposes, but at the time this print edition is going to bed, around 30% or respondents nominated an Adventure of Dual Sport bike as their next bike. This was followed by a reasonably even spread of Tourers, Cruisers and Sports Bikes. Be sure to log on and let us know your choice too. Also working well are our News Pipes. We’re using some of the latest RSS feed applications to pump the headlines from all around the web to your computer. THE BOTTOM LINE To open our ‘Bottom Line’ reader, click on the link in the left hand column. It opens a small pop-up window that stows anywhere on your desktop. Through each of its compartments scroll the latest headlines with ‘motorcycle’ content from Yahoo, Google, and numerous other news feeds. Also featured are MotoGP, SBK, Bikesportz and Newbike locally as well as searching the latest motorcycle videos on You Tube and pictures on Flickr. Our Blogspot is now alive, well and worth reading. Ollie has been out training with BT, Nash is looking for some advice and the Ed’s column features regularly. Racing Dave is on board, Jim is covering the Wellington scene and it all happens live on our RSS feed.
FEEDBACK WELCOME You can even subscribe to take the feed by email - or with your RSS reader - or just use your web browser. The comments section is also live and we welcome your feedback and your additions to the blog. All the usuals are there too. The KJNMoto comic is a topical, ‘off the net’ has some very interesting new links and our You Tube Videos have had nearly 700,000 views. The motomail photo contest was very successful from both the traffic it generated point of view and the quality of images that were submitted. The judging panel had some difficulty in determining the winner. The competition was still open as we went to print so check out the winning photo online. Keep up and keep in touch at www. kiwirider.co.nz KR Click on the link in the left hand navigation column and a small pop up window opens. Choose broadband or slower connection. Park it somewhere on your desktop away from the main window.
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18 KIWI RIDER
ROAD TEST HONDA CBR ABS models
I’d also heard good things about the way the system worked from a colleague who had attended a Track k Day at Taupo where the system was s introduced to members of the Honda Riders Club.
ROAD TEST HONDA CBR ABS models
T
he press pack from local importer Blue Wing Honda was full of other journalists’ opinions – all uniformly positive of course – about Honda’s new E-ABS system.
Unfortunately we were only allowed the demo bikes for a limited time, so the amount of independent ‘testing’ we could do was severely limited. To make matters worse we were on deadline….and there wasn’t an open test day at Pukekohe that week. Such is life and we have been offered the bikes back for a longer period once the various other moto-noters have had a ride. Under these circumstances then what can I tell you about the new system? The basics of how it works are in the sidebar. So I’ll concentrate on ‘seat-of-thepants’ sensation. Please note, however, that this was gleaned on the road, more or less at the open road speed limit over a period of three days in changeable but not too wet or cold weather. Personally-speaking I think the only way to properly evaluate the system would be back-to-back with identical but non E-ABS-equipped bikes on wet stretches of tarmac with – possibly – a similar stretch covered in that nasty small pea-gravel the roading contractors use to soak up excess bitumen when they’ve patched a pothole.
The car world takes it for granted. But bike riders round the world still look sideways at anti-lock braking systems (ABS). Which is one of the reasons Honda started from scratch when it set about developing it’s all-new E-ABS package for sportsbikes. KR Editor Ross MacKay has the story. WORDS: Ed PICS: Osborne
I’d imagine you could do this fairly easily at a dragstrip but, there wasn’t a ‘media launch’ as such this time around. FIRST THINGS FIRST I suppose the first ‘surprise’ is that if you didn’t know it you’d be hard pressed to tell, under ordinary circumstances, that the bike you were riding was equipped with Honda’s new electro-hydraulic anti-lock braking system. When pushed, however, I did notice the ghost of a difference which turned out to be the system handing over a little bit of the braking load to the rear brake. And when I started experimenting with the back brake I was pleasantly surprised how much more effective it was in scrubbing off speed compared to the rear brake on any ordinary sportsbike. That, however, was about it. KIWI RIDER 19
ROAD TEST HONDA CBR ABS models THE REAL MEASURE The real measure of the system is under heavy and/or emergency braking and having not really been able to test it to its fullest extent on the road (other traffic) I can’t wait to try it at a track. That said, some riders I know will be disappointed. You simply cannot do ‘stoppies’ or – for that matter – use the slipper clutch to ‘back-it-in’ to turns anymore. How the former is going to effect turn-in from speed is something I’d like to know too, because I can’t for the life of me find anything about it in the articles written by journalists in the UK which Blue Wing provided. I raise the point because it’s the forward pitching under heavy braking which riders use to help artificially steepen the rake of a bike’s front end so it turns in better. The big difference I noticed with E-ABS was that though the forks do indeed compress when you grab a handful of front brake, rather than pitching the combined weight of the bike and rider forward, the bike seems to squat – as if it is being sucked down into the ground with the vacuum aimed at a point mid-way between the two wheels. Anyone who has ever struggled 20 KIWI RIDER
with BMW’s purely mechanical system will be pleased to know, however, that there is absolutely no ‘pulsing’ through the hand or foot levers. In fact you can grab the front brake lever with more force than you have ever dared and all the bike will do is hunker down and suck itself to a stop – every time. BITS AND PIECES Without ABS Honda’s two CBR-RRs remain two of the best sportsbikes on the market at the moment so with E-ABS available as an option Honda dealers really can offer you the best of both worlds. Yes, it makes your bike heavier - by around 10kg – and there’s also a price premium of $2500 per model. So as a rider interested in one or other of the bikes the decision, I guess, is going to come down to where you do the bulk of your riding – the road or the track. As one of the overseas bike mags pointed out a professional rider who practices can probably match a colleague metre for metre on a non-EABS bike. But that’s not really the point is it? The one time you’re going to need it is the time you’re suddenly forced to make a do-or-die decision. And no
matter how much you practice I don’t think any of us – pro rider or otherwise – can be adequately prepared for that. It’s the time when you simply act – don’t even have time to think ‘Holy Shit!’ – and that’s the time the system could well save your life.
WORDS: Staff PICS: Honda
The car world agrees – ABS is a good thing. The bike world? It’s still divided, particularly in regard to sportsbikes. Perhaps Honda’s all-new ‘sportsbike’ system will change the way we think about scrubbing off speed.
sensors detect rider input pressure on the brake lever/pedal and feed the data to the ECM.
Dubbed ‘Combined ABS’ the system incorporates an Electronic Control Module (ECM) to manage and provide accurate braking force distribution to both wheels. This, Honda says, ensures precise and predictable brake operation without concern for wheel lockup in straight-line conditions.
Within each EPU a motorized geardriven ball screw applies pressure against a piston to produce hydraulic braking pressure that is transferred to the respective brake caliper.
Where conventional ABS designs utilize a pressure control valve, a delay valve, three-piston calipers, parallel brake lines and a front fork-mounted secondary master cylinder, the new electronically-controlled Combined ABS system eliminates the pressure control and delay valves and secondary master cylinder, and uses a standard caliper design resulting in less unsprung weight. For each wheel, Combined ABS incorporates a hydro-electronic valve unit containing a stroke simulator, which is a rider feedback system producing a traditional feeling of resistance at the brake lever and pedal. The system also incorporates two Electric Power Units (EPUs). Within the front and rear valve units, two electronic
The ECM interprets the signals and sends activation commands to the front and rear EPUs.
The ECM reacts to changes in wheel speed to rapidly decrease/increase braking pressure at the threshold of wheel lockup. Operation is seamless – virtually undetectable because the ECM is capable of hundreds of calculations and commands every second, and it continuously adjusts the magnitude and distribution of hydraulic pressure to each wheel. The system is far advanced compared to designs that rely on mechanical pressure control valves for ABS intervention. An example? That’s easy. With Honda’s new system the lever and pedal pressure remain consistent without the pulsing associated with most existing ABS systems. The components designed for Combined ABS are smaller and lighter than those used in conventional hydraulic ABS designs, which allowed Honda’s engineers to locate the components low and near the centre of the motorcycle.
Moving ABS hardware off the front fork and swingarm has also reduced unsprung weight and enhances mass centralization a key feature of both the CBR models. e And how does this all translate to actual riding?
ROAD TEST HONDA CBR ABS models
HOW IT WORKS
Simple. At what we’ll call ordinary road speeds it’s you and the pressure you use on either lever, who is responsible for the lion’s share of the decision about how quickly or otherwise you stop. Grab a handful of front brakes, or stomp on the rear brake lever, however, and the ECM takes over, making judgements based on the information it is receiving from wheel speed sensors. That means, in a nutshell, that if you are a right ‘nana and only use the back brake on your CBR, if you push on it hard enough a percentage of braking force will – as if by magic – go to the front brakes….without you touching the front brake lever. The same applies if you are an awesome braking legend who only uses the front brake. Over a certain threshold it is the ECM and not you which decides where best to send the brake fluid and a proportion will go to the rear caliper and disc whether you are pushing down on the rear brake lever or not!
Brothers in arms. Honda’s new E-ABS system will be available as an option on both ’09 CBR-RR sportsbikes. You have to look hard to find any evidence of the E-ABS system but it’s there alright. System isn’t intrusive the way a mechanical one is and certainly gets riders who try it talking!
KIWI RIDER 21
ROAD TEST HONDA CBR ABS models
SP SPECIFICATIONS HONDA CBR1000RR H ABS A Engine: Liquid-cooled DOHC 16-valve 999cc in-line 4-cyl. 4-stroke TTransmission: 6-speed Fi Final drive: Chain Fra Frame: Beam-type aluminium Wh Wheelbase: 1410mm Seat height: 820mm Kerb weight: 210kg Fuel tank capacity: 17.7l RRP: $29,450 Test bike: Blue Wing Honda
HONDA CBR600RR Engine: Liquid-cooled DOHC 16-valve 599cc in-line 4-cyl. 4-stroke Transmission: 6-speed Final drive: Chain Frame: Beam-type aluminium Wheelbase: 1375mm Seat height: 820mm Kerb weight: 194kg Fuel tank capacity: 18l RRP: $23,450 Test bike: Blue Wing Honda GEAR: Helmet: Jacket: Pants: Boots:
Ollie Shark Ixon Draggin Jeans Ixon
Campbell HJC Macna Draggin Jeans Axo
’09 model CBR1000RR gets minor cosmetic upgrades but E-ABS option is only one of the improvements as far as the ’09 CBR600RR is concerned. Changes have been made inside the engine to broaden the spread of torque between 8000 and 120000rpm with an increase of 3.5% at 10,000 rpm. Honda has also come up with a new titanium exhaust which incorporates the trick popup valve system (to reduce noise at lower rpm without compromising performance) pioneered on the CBR1000RR.
22 KIWI RIDER
First again in new thinking and technology for motorcycle tyres.
Winner ‘Motorrad News’ Best g Sport Tourin ! st te re Ty
There’s more to tyres than compound alone.
New Roadtec Z6 Interact™
Metzeler’s new Roadtec Z6 Interact™ offers the perfect interaction between all elements of the tyre with its revolutionary Interact™ structure and compound technology. Progressive grip performance is achieved not through two different rubber compounds on the same tyre, but rather the interaction of the differently tensioned steel belts. Lowering the winding tension on the shoulder area allows more flexibility, increasing the tyre’s temperature and creating ‘sticky’ zones. Conversely increased tension of the steel belts in the centre of the tyre restrict flexibility, to create a cooler ‘long wearing’ zone. This new thinking and technology results in a progressive transition between the two zones, creating neutral and smooth handling in all conditions for today’s sport-touring machines. www.forbesanddavies.co.nz
www.interactwithme.net
ALWAYS TWO WHEELS AHEAD
Leave convention CLASS 1 MOTORCAR
[and your car keys]
behind.
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ROAD TEST BUELL CR1125R WORDS & PICS: Big Dave
Channelling the spirit of café racers of olde Buell main-man Erik Buell has come up with the 1125 CR, a nominally ‘naked’ version of the only recently released Rotax-engined 1125 R. Big Dave has the story. KIWI RIDER 27
ROAD TEST BUELL CR1125R
Sporty look and feel gives new pared down 1125 CR (here and opening page) a very different vibe to original Rotax-engined but fully-faired R model
A
nother run in with a Buell? Oh no! The last time the good folks at Auckland Motorcycles & Power Sports said, ‘Dave, we need a Buell demo bike shaken down and run-in before we put it on the fleet,’ I ended up buying it. Whether Ray and his crew knew that the XB12X was ‘my’ bike before I did, I don’t know, but when Sales Manager Bruce chucked me the keys to their new 1125CR I’m sure there was some sort of raised eyebrow, ‘you know what happened last time,’ glint in his eye. The overview of the 1125CR from the bike’s press kit begins: ‘Naked styling and clubman-style handlebars give a respectful nod to the nostalgic era of Café Racers.’ ‘Who wrote this?’ I guffawed at first glance. The handlebars part I will buy. Chris and the Zedman both had them on their Bonnevilles in the halcyon days of Shed Night. And the Ed confirmed as much when, as he cast a knowing eye over the demo bike, he looked back up to me and said; ‘Man! Clubman bars. I haven’t seen those since the ‘70s!’ Otherwise I thought the ‘nod at Café Racers ’ bit was a pretty long bow to draw!’ 28 KIWI RIDER
Cast your eyes again to the above photograph and tell me where the 1125CR nods at a BSA Gold Star. The seat cowl maybe? ‘But styled in a thoroughly modern package’ the blurb then goes on to qualify. ‘Erik Buell’s 21st century interpretation of the classic Café Racer is a new motorcycle that defies convention’. AND CR STANDS FOR? It’s about at this time that Bonehead Dave realises that CR stands for Café Racer, doh, and that the machine certainly is unconventional in the conventional Buell way. Like it’s faired brother, the 1125R, the CR features ‘The Buell Trilogy of Tech’ – chassis rigidity, centralised mass, and low unsprung weight – as we’ve covered in detail in tests on the 1125R and various XB models. Fuel in the frame, underslung muffler et al. What I did think their blurb also said well was; ‘Positioned behind the blackanodised, tapered aluminium handlebars and streamlined headlight and flyscreen, the rider has a wide-open view forward that intensifies the sensation of speed.’ I continue to favour naked bikes for road and street use for exactly this reason. It just feels like you are going faster when ‘out in it’ and all the licence keeping aspects that implies.
It’s handy because as Buell claims ‘at 170kg, the 1125CR is the lightest litreclass naked street motorcycle on the market, and combined with 146 horsepower, it offers the best power-to-weight ratio in the category.’ This thing really flies and the cornering exhilaration factor of punting along a twisty road is huge. It feels fast and potent and after a couple of very enjoyable weeks with the bike I’m pretty sure it’s not just ‘a sensation’ of speed. SINISTER STYLING That’s what the factory calls it. ‘Love it or hate it’ styling is what it really is. I’m sure some people won’t get past its unusual looks to appreciate the competence of the vehicle – while others of us love big ram-air scoops hanging off wild engines and have images of Ed ‘Big Daddy’ Roth’s Hot Rods with massive air scoops on their office walls. Yeah – count me amongst the ‘I love the styling’ brigade – I really like the way it makes the conventional folk go ‘what the?’ And I particularly like, in the way of all Buell’s designs, that it’s all done for a reason. The big side scoops house the radiators and fluid reservoir. Not only do they give a sort of ‘organic’ curve to the frontal aspect of the bike, they shift the mass of
ROAD TEST BUELL CR1125R
water and radiator core towards the front axle. They also swing out of the way for easier access to the engine. I enjoyed the other styling cues as well. I had some ‘Transformers’ happening with the whole front end looks and I really like the contrasts of red and black and ‘heavy industry’ looks to the whole rear end and drive train. The red and black colour scheme is also a photographers dream – all the right bits have been blacked out and the red contrasts – right down to the pinstriped wheels, caliper and lettering on the tyres I found appealing. The Publisher just shakes his head and asks if I have been drinking. But ultimately it’s about how they go. GO HARD OR…..
includes a ‘Helmholtz Chamber’.
And go it does. The spec sheet reads; Buell Helicon 1125 liquid-cooled 72-degree V-Twin engine (If you don’t work for Buell you probably say ‘Rotax’) developing 109 Kw (146 hp) @ 9800 rpm and 111 Nm (82 ft.lbs) peak torque at 8000 rpm.
So I had to ask – What a Helmholtz Chamber be? The Helmholtz effect is a phenomenon of air resonance in a cavity, an example is when you blow across the top of an empty bottle and the noise it makes – in short it reduces the exhaust noise.
The familiar underslung muffler (one of the numerous patents Erik Buell owns)
Fortunately it doesn’t completely stifle the vee twin throb altogether and what is an unremarkable note at idle Trademark fuel-in-frame/oil in turns into quite swingarm Buell foundation means a pleasant growl both R and CR have the same when wicked up, short, quick-steering personalities hauling out of a as H-D Sportser-engined fellow tight corner. models XB models The DDFI III Electronic Fuel Injection ECM proved to be the best of the 1125s I’ve ridden so far. Only one of the four examples ridden suffered from it, but the wires carried plenty of reports of early R models suffering from throttle lag issues. They seem to have been resolved as there were no real issues of note with this unit. It stumbled once and backfired once in the first couple of kms and I thought ‘hello,’ but as it
has bedded in it’s been a case of hit the throttle and ‘bam.’ Quite reliably and the closer you are to 8,000rpm, the bigger the bam and it all gets very rapid very quickly. Even though Buell claims that the bike has been ‘re-geared’ for stronger acceleration I found it needs to be ridden a gear lower than I would like in heavy traffic, or the directness of the drive train and the fuelling necessitates some clutch work – or it gets a bit uneven – but really, commuting and traffic isn’t what the bike is about. TRACK READY To really get the best from it a Track Day would be in order, but even using it as a regular street conveyance and weekend rider I found it to be an absolute barrel of monkeys on the open road. The symphony of surge and acceleration, the very pleasant gassed up exhaust note, and the power it develops just make it a hoot. So does the very efficient three-way adjustable Showa suspension both ends and the way it corners like…a Buell. Some of the bike’s capability is beyond where I took it – or anyone who wants to keep a licence would take it – on the road. It’s fitted with a HVA (Hydraulic Vacuum Assist) Slipper Action clutch that didn’t come into play in normal road use. What did come to the fore was how nice and solid the Pirelli Diablo Corsa III tyres felt and how well they hung on during a spirited run around the Mangawhai Heads loop. I put in some very satisfying day rides to the north and south of Auckland city and found the bike very, very rewarding.
KIWI RIDER 29
ROAD TEST BUELL CR1125R
GREAT FLIP-FLOP ACTION GR Flicking it along a windy road and Fli the th way if flip-flops and changes direction, and its ability to change d lines around an obstacle mid apex, are simply delightful. It has some of the aspects of an XB series bike in the way it’s so nice to leave it in third and carve up nic twisty section, and I quite like the a tw ZTL2 brakes.
Again, for normal road use the knowledge that they are 2.5kg lighter than the best twin disc set ups is just that, knowledge, I couldn’t tell any difference in the performance, or the effects of unsprung weight – it would need some objective work on a race track to really tell, but that’s not what AMPS have in mind – at this stage. I did find it very easy to do a stoppie or for that matter hoist it up on the rear wheel (closed road – professional rider) or any of the other tomfoolery that sitting astride a Buell creation seems to engender. I found it reasonably comfortable to sit astride. I needed an occasional ‘knee break’ on the return leg of an all day ride, but that’s due to me really only needing the long red shoes and stick on nose to complete the comical look of a very large man on a reasonably compact bike (wheelbase: 1389mm), but I found the ergos and comfort OK for a decent ride. The demo wasn’t fitted with a passenger seat; it can do it, but carrying a passenger isn’t what the bike is about either. This one is a more selfish pleasure. TO CONCLUDE Available in red or black I thought the Buell 1125CR was a great fun street bike. The ergonomics are on the sporty side of sporty, due to reasonably high set pegs (45-50 degree lean angles) and the drop bars. (A traditional ‘street fighter’ handlebar is also available’. Nice touch with the
drop bars, nice nod, give me the flat bars please.) The naked styling lends itself to enjoyable sports riding that won’t draw too much heat at fun-to-ride speeds and if a day at the track is your fancy, then chewing the fuel cap will see it put in some very competitive lap times. It even has a lap timer built in to the instrument pod.
SPECIFICATIONS BUELL CR1125R ENGINE Type: Helicon liquid-cooled, 4-stroke, 72° V-Twin Displacement: 1125 Compression ratio: 12.3:1
WHO’S IT FOR?
Bore x stroke: 103 x 67.5
Someone looking to spend $20k on a great fun road bike that raises a finger at convention. Someone who wants a bike capable of a respectable lap at a Track Day or mixing with the quickies on a day ride, but who also wants a machine that makes a bit of a statement while doing it.
Starting system: Electric
Someone who wants a 2009 incarnation of a Café Racer, in fact!
Transmission: 6-speed, straight cut gears
Eventually I snuck it back into the showroom and split while Bruce wasn’t looking – and I made double sure I left the cheque book with the co-pilot, so the 1125CR is still available for a test ride at AMPS now – see www.amps.co.nz. KR Hi-tech Rotax-built engine should mean that the R (and now CR) are worlds apart from earlier H-D Sportster-engined models, though that’s not really the case when you climb on. In much the same way there’s still a strong home-spun side to R and CR models which will appeal to some, not others. Big surprise with nominally ‘naked’ CR is olde-world ‘wrap-around’ clubman-style welded steel handlebars which while working perfectly well are in stark contrast to the sharp, futuristic lines of the bodywork. Despite its thoroughly modern design, build and performance potential. the Rotax engine also has quite a rorty, rambunctious side to it, something – again – which will appeal to existing Buell owners but perhaps surprise others.
Engine management system: CDI Fuel system: Dual 61 mm down draft throttle bodies, DDFI III fuel injection Clutch: Wet, multi-plate, Hydraulic Vacuum Assist (HVA) slipper action clutch, hydraulic clutch lever effort Final drive: 14mm pitch aramid-reinforced Veyance Hibrex belt with Flexten Plus technology, 2.815:1 ratio FRAME Type: Black aluminium frame, fuel in frame Swingarm: Suspension: Front: 47 mm Showa inverted forks with adjustable compression damping, rebound damping & spring preload. Rear: Showa coil-over monoshock with external piggyback reservoir & adjustable compression damping, rebound damping & spring preload Brakes: Single 375mm perimeter s/steel floating rotor disc brake w/8-piston fixed caliper front & single 240mm stainless steel rotor w/two-piston direct mount caliper rear Wheels: 6-spoke cast aluminium 17” x 3.5” front & 17” x 5.5” rear Tyres: Pirelli Diablo Corsa III 120/70 ZR-17 front & 180/55 ZR-17 DIMENSIONS Wheelbase: 1385mm Rake: 21° Trail: 84mm Seat height: 778mm Dry weight: 170kg Fuel tank capacity: 20.1 RRP: $19,990 Test bike: Auckland Motorcycles & Powersports (AMPS) Tel 0-9-300 750 or www.amps.co.nz GEAR Helmet: Shoei Jacket: Rev’it Pants: Teknic Boots: Teknic
30 KIWI RIDER
The new Uber Sport radial from Continental featuring the special unique compound which gives the tyre the highest grip capability in its class without sacrificing durability. The ContiSport Attack uses an activated silica agent to give Uber fast warm up and precise, sure footed wet weather handling response. The profile allows the highest angle of lean available in its class at 50.8 degrees combined with 300kmph autobahn tested arrow straight stability. CONTINUOUS COMPOUND TECHNOLOGY: This technology allows the use of an homogeneous grip grading with a single compound thanks to a temperature controlled curing of the tyre during the production process. This allows for more grip on the outer edge and improved wear rates on the centre of the tread.
The fantastic Uber Sport/Touring radial from Continental featuring the dynamic activated silica compound which enables the Conti Road Attack to maintain superb grip, wet or dry, hot or cold. The Road Attack has won fans across the sport/touring world and is now OE fitment on the BMW R1200RT Riders are regularly claiming mileages between 5 & 9 thousand miles per set! Now with 0 degree radial construction, the ContiRoad Attack provides unrivalled precision and performance All Continental tyres are homologated by evaluation on the machines they are approved for, which means they have been high speed stability tested, wet handling verified and dry handling proven, so you can be certain that they will suit the bike perfectly.
ROAD TEST TRIUMPH SPEEDMASTER
KIWI RIDER 33
ROAD TEST TRIUMPH SPEEDMASTER
WORDS: Stretch PICS: Osborne
If you’re wondering why we’ve never tested a Triumph Speedmaster or America before the answer is simple…they head out the door as quickly as they come in. Fortunately, late last month the importer needed a demo model Speedmaster run in and KR tester Stretch won the TradeMe auction for the job!
H
e’s a funny bastard is our Esdaile.
I had just nipped across to his office to let him know I was about to leave for the day. I was seeking permission to take the Speedmaster home with me for the weekend, when I foolishly commented on a Wayne Rainey poster that he had pinned above his desk. That was all the encouragement he needed. For the next 23 minutes he regaled me with a story about how he got a foot in the door with the Rainey camp. On and on he went. Turns out, the tyre technician for the team at Rainey that time had spotted Esdaile in a pub in a small village near the circuit of Milan. They got chatting and as fate should have it, Mick and his mate Fergus were both quite partial to single malt whiskey. Lots of them. Needless to say, Fergus and Esdaile became the best of drunken buddies. 34 KIWI RIDER
From then on Esdaile was treated like a journalistic messiah and got to go around the circuits and share the spoils of hanging out with a world class race team. And as I said, on it went for 23 minutes. This has absolutely nothing to do with the Speedmaster but it’s what I had to endure prior to getting the keys for it. BADGE OF HONOUR The Triumph badge has been around since 1902. Twenty years later in 1922 Triumph started banging out the parallel twin. And of late the new Hinkley-based outfit has been tending the fl ame with a range of stunning now even fuelinjected parallel twin-pots which can be found bolted into a bevy of Triumphs… including the Speedmaster So what’s it like? Bottom line? A laid back cruiser with a big side order of attitude. Its boasts a real bad
This (and intro page) distinctive Speedmaster is one of the top-selling individual models in Triumph’s parallel twin range.
boy look with low-slung riser-mounted handlebars and slash cut straight pipes for a start. Pegs are forward and the front end and seat give it a very American Cruiser-style look. A look which the clever folk at Triumph took outside the square and came up with their own distinctive take, one I must say which has proved popular pretty much everywhere, from back in cold, draughty olde Blighty to the home of Harley-Davidson, the US of A. The main reason, I’d wager, is that though it’s one mean-looking ‘sickle it’s – surprisingly – easy to live with. There’s enough (61 horses at 6800 rpm from its 865 cc output) power to make things interesting, particularly lower down in the rev and speed register. But probably not enough for some of you ‘big block’ V-twin boys. Where I found it best, in fact,
ROAD TEST TRIUMPH SPEEDMASTER
was out on the open road where the Speedmaster happily sustained cruising speeds of up to 130-140 km/h at an easy 4500rpm. That’s definitely not to say that the bike is suited for open road cruising only, just that given the long steering angle, congested inner city riding isn’t one of the Speedmaster’s finer points. It pulls strongly off the bottom end with little effort, but at low speeds a fair amount of leverage is required to turn the long 33 o rake. DOWN TOWN It was a Friday afternoon on the day of our photo shoot and Osborne wanted to work in the city. A few hours of that was enough for me, so I called a late lunch at the Rose and Crown before I headed for Auckland’s Scenic Drive and more open roads. Which is where I found out all about its effortless top gear cruising ability. Honestly. Hearing that parallel twin whirring away at 140km/h on a sunny day has got the makings of being a very good day indeed! The forward mounted foot pegs Single-seat Speedmaster best on the open road as rider makes the most of unique parallel twin pulling power.
have a tendency to make contact with the road on occasion and unlike running boards leave nothing to be too concerned about. Ergos (seat, handlebars and footrests) are more suited to someone several cms shorter than myself so if I was to own a Triumph Speedmaster I would change the handlebars. But I’m a bit weird like that. While I’ve got my critical hat on it’s probably a good time to mention too that I would replace the rear shocks with aftermarket units if a Speedmaster ever ended up in my garage. Once again, there is nothing wrong with the standard item but I would invest a little money to enhance a fantastic ride. WELL BLOW ME DOWN If I was planning regular work on the open road I’d also invest in one of those wee fl y screens which mount to the headlight surround because with no screen up front I found at high(er) speeds I was being buffeted by the wind too much to enjoy what the bike had to offer. Speaking of a lot to offer, you only have to look at the larger than average 19 litre fuel tank – perfect for the longer ride – twin 310 mm discs and two pot Nissin. Coincidentally I happen to have a mate, Mike, who has just purchased a Triumph Speedmaster, his first real bike since struggling with several junkers in the late 70s. We got chatting outside the local dairy and he explained that ever since he was a teen he had wanted to own a stylie cruiser but never had the money
available for such a luxury. Recently though he worked out that in the great scheme of things, the 17-odd-grand the bike was going to cost was not much of a big deal considering what he was going to own, and how much fun he was going to have riding his long awaited bike. Now that he has taken delivery, he claims to be the coolest builder on the construction site and has gained a lot of kudos up around his manor. Enjoy it mate, I know you’re going to. AND SO The Triumph Speedmaster is a big hit with the fairer sex also. First up there’s the seat which measures in at 720 mm and the bike tips the scales at 229 dry. A very attractive option if you happen to be a young lady (or not so) who likes cruising with an air of attitude. Summing up: any potential Triumph Speedmaster purchaser is doing so looking for a ticket to freedom with style to boot. Let’s face it, this is a damn good looking motorcycle. Obviously if you wanted to pull stumps, or carry a passenger and a load, you’d go for the biggie of the Triumph range, the Rocket. The Speedmaster offers a similar look and vibe in a smaller, more accessible package. Climb aboard one at your local dealer and get a feel of it. It’s simple in its layout with instruments tucked out of the way to give it a very naked feel indeed. That’s ‘naked’ as in olde-school unfaired, rather than new-look stripped back sportsbike though, the combination of large central headlight and ever so slightly raked out forks a KIWI RIDER 35
ROAD TEST TRIUMPH SPEEDMASTER
sta contrast to twin headlight stark models like the Speed and Street mo Triples. Tr
As I’ve pointed out, the power plant of 865 cc is non intimidating and is a smooth quiet air-cooled parallel twin. The q 5-speed box and torque curve 5 of 74 Nm @ 3300 rpm make the Speedmaster manageable in the Sp city, it but stretching its legs in the higher gears is where it likes to be. Like the Thruxton, the Speedmaster is fuel injected but has retained its twin carb look. Injectors cleverly concealed by throttle bodies designed to look like traditional carbs, and, equally clever, the replicating of the old style air filters hanging off the end of what is in fact a fake carburetor. The rims are cast aluminum, fivespoke measuring 18 inches on the front and 15 at the rear with a 110/8 front tyre matched with a 170/80 on the back. The Rocket III boasts a whopping 240/50 at the rear and requires a bit of energy while turning at low speeds. So there it is. A sheep in a wolf’s clothing? Or a very affordable ticket to freedom with style and attitude combined with modern engineering? So get with the programme. Flip the bird at the world and get to your local Triumph dealer. Right now in fact Triumph New Zealand is giving new Speedmaster owners a set of Raptor II riding gear splashed with Triumph logos. Don’t drag the chain though, it’s only while stocks last. KR
SPECIFICATIONS TRIUMPH SPEEDMASTER ENGINE Type: Air-cooled DOHC 8-valve 270° firing order vertical parallel twin Displacement: 865cc Compression ratio: 9.2:1 Bore x stroke: 90 x 68mm Max power: 46kW (62PS) @6,800rpm Max torque: 74Nm (55 ft.lb) @ 3,800rpm Starting system: Electric Engine management system: CDI Fuel system: Multipoint sequential fuel injection Clutch: Wet multiplate Transmission: 5-speed Final drive: Chain FRAME Type: Tubular steel Swingarm: Steel Rake: 33.3° Trail:153mm Suspension: Front: Telescopic fork 41mm dia. Rear: Twin chromed coil-over shock absorbers w/ adjustable preload Brakes: Twin 310mm rotor disks w/ Nissin 2-piston floating calipers front & single 285mm rotor w/ 2-piston caliper rear Wheels: Cast aluminium alloy 5-spoke 18 x 2.5 in. dia. front & 15 x 3.5 in. dia. rear Tyres: Metzeler Lasertec110/80-18 front & Metzeler Marathon 170/80-15 rear DIMENSIONS Wheelbase: 1655mm LxWxH: 2420 x 830 x 1160mm Seat height: 720mm Dry weight: 229kg Fuel tank capacity: 19.3l RRP: $16,790 Test bike: Triumph New Zealand GEAR Helmet: FFM Jacket, pants & boots: Triumph
Latest Speedmaster gets ’09 Bonneville upgrades including new fuel injection system for worthy increase in power and torque which only serve to enhance the lively feel of cruiser-style design. If you’re idly wondering, or are looking at the photos and can’t quite work it out, the Speedmaster differs to the similar America model in that it (the Speedmaster) has a set of flat, pull-back type handlebars set on risers and a single seat, whereas the American has cowhornstyle bars and comes complete with a pillion seat. The Speedmaster was launched in 2003 as a ‘factory custom’ cruiser based on the Bonneville America. And finally, the Speedmaster name was last used in 1965 for the Triumph T 120R by Triumph’s American importer but not by the Triumph factory itself.
36 KIWI RIDER
ROAD TEST YAMAHA XVS950A
With several other broadly similar siblings it’s not immediately obvious that Yamaha’s XVS950A is an all-new model. Quite an important one at that as Big Dave explains. WORDS: Big Dave PICS: Geoff Osborne
KIWI RIDER 39
ROAD TEST YAMAHA XVS950A
W
hen the all-knowing Ed and I were pondering the XVS950A he said something which brought me up short. “You realise,” he started, “that it’s not really aimed at you and I. It’s more a beginner’s or first-time cruiser buyer’s bike.” Which, of course, started the pair of us off on a long and rambling discourse of first bikes old and new, cruisers big and small and how market research rather than gut instinct seems to be dictating what the big bike companies are building these days. And I quote (from the press kit that came with the test bike); ‘Riders looking for their first cruiser have many different models to choose from. And, like most buyers, they want their new bike to have everything. They want a full-size chassis that looks great. They want a muscular, large-displacement engine. And they want a high-quality finish.” To which all I can say is; ‘Ladies and Gentleman of the road, can I have you upstanding please for the bike you’ve all
40 KIWI RIDER
been waiting for, Yamaha’s XVS950A, a bike which indeed combines the presence and feel of a full-size cruiser with the manners of a middleweight.’ HITS THE MARK
New XVS950A combines wheelbase of large capacity models with power and nimble dynamics of mid-weight machine
won’t mind that at all, and it has some nice low-end punch.
Tell me more, I hear some of you say? OK. The engine’s an all-new air rather than liquid-cooled, fuel-injected 60° V-twin with a swept capacity of 942cc from a squarish 85 x 83 mm bore and stroke and an uneven firing interval of 300° and 420°. There’s a singleoverhead cam atop each head operating 4-valves-per-cylinder and – surprise, surprise – no balancer shaft to be found in its bowels. Yamaha actually makes quite a song and dance about the lack of a balancer shaft, claiming – quite rightly – that it improves both the overall performance and (perhaps more importantly) the character of the engine. Consequently it transmits some vibration, mostly through the footboards, but those of us who do like the feel of a large V-twin pumping away
FLAWLESS The fuel injection is flawless and the bike is very difficult to stall. The clutch is truly feather light and I can operate it comfortably with small finger only. Seriously, the latest bunch of mid range cruisers all have ‘BD pinky finger’ clutches. Amazing technology. Once upon a time holding a clutch in for a long set of traffic lights built muscle tone! That was when you had to hold the clutch in because with old time cruisers it was very hard to select neutral after the bike had stopped moving. Not so with the XVS. Sweetness in a box, really. Easy clicks, no surprises, sure and precise. Final drive is by a tidy belt setup so there are no issues there either.
ROAD TEST YAMAHA XVS950A
SMOOTH OPERATOR By Ross MacKay With cruiser sales on the up and up my own preference for sportsbikes is being sorely tested. Of course, I’ve always enjoyed riding Harley-Davidsons, but even then I’ve erred on the touring rather than the harder-edged and more compromising custom side of things. What’s happening now, however, is that the environment in which we ride has changed, and continues to change. You simply cannot buck the system and ride everywhere at between 120 and 180 km/h on your sportsbike anymore. Nor can you realistically justify the purchase of a large capacity tourer by kidding yourself that you can ride it to and from work. You can, but you have to take the panniers off if you want to filter (which, if the traffic around you is at a standstill, is legal by the way!). Which is where cruisers like the new XVS950 come in. Like Suzuki’s M50 which I rode late last year, the Yamaha is aimed at what I suppose you could call the cross-over rider. The one who, while he or she likes the shiny, chrome-laced look of a custom-style bike, has no truck with the attitude that was once a required part of ownership. Initially I was surprised by how little cornering clearance there was but I soon adapted to it, meaning my only reservation about the XVS was the padding (or rather lack of) of the standard seat. That said, once I kicked back and started enjoying a slightly slower and less hurried pace (which a bike like the XVS seems to encourage you to do) I started seeing it in a different light. Which is where I think Yamaha has been very clever. I’m sure there was a battle at boardroom level over whether the new engine should be air or liquid cooled. And I’d imagine there was the odd engineer well pissed off that the engine didn’t get a balancer shaft. At the end of the day though a customstyle cruiser is more about emotion than cutting edge engineering and while it’s been a long-time coming it would appear that it is a lesson Japanese manufacturers like Yamaha are finally learning.
Recent road bike convert Ollie enjoyed the simple, user-friendly feel of the XVS
It all fits in the ‘bike’s ease of use’ criteria. As does the ‘lowest in class’ saddle height of 675mm. According to Yamaha; ‘The seat is narrow at the front, in order to match the slim rear section of the new fuel tank, and this makes it easier for riders to put their feet on the ground when stationary or riding at low speeds in traffic jams.’ Which translates to ‘you don’t have to be Hercules to manage this motorcycle,’ particularly at low speeds, and you don’t need long legs to get feet down – whilst still remaining quite comfortable for us taller folks as well.
a 170/70B16M, and coupled with Yamaha’s ability to get a significant portion of the vehicle’s weight over the front wheel via the double cradle chassis design, it does make it very easy to pilot around. I have to say that the newly-designed eightspoke front and rear wheels look the business too. While we are talking dynamics, these are further helped by the Yamaha monocross rear suspension which offers 110mm of travel with progressive damping and a well
OUT ON THE ROAD It’s an easy vehicle to operate. I did several longish rides and was comfortable in both city and open road riding. Handling is light and open road cruising is sure footed with the longish (longest in class) wheelbase of 1685 mm and the real world wheel sizes making for a relaxed ride. The front tyre is a 130/70-18, the rear KIWI RIDER 41
ROAD TEST YAMAHA XVS950A
sor sorted front end. It’s not the bashhard ha ride of some cruisers.
SPECIFICATIONS YAMAHA XVS950A
That said, being the ‘long and a low champion’ complete with footboards, this all comes at some cornering clearance expense. Speeds through the e twisties have to be moderated to tw suit, su though having said that, in the target market, riding within the design’s practical operating speeds is not a bad thing at all.
ENGINE Type: Air-cooled fuel-injected SOHC 4-valve 60° V-twin Displacement: 942 cc Compression ratio: 9.0: 1 Bore x stroke: 85.0 x 83.0 mm Starting system: Electric Engine management system: CDI Fuel system: Fuel injection Clutch: Wet, multiple-disc Transmission: 5-speed constant Final drive: Belt
Which just about says it all really, the bottom line being that the XVS950A is just so easy to jump on and ride. I grabbed the lightweight cruiser gear and pootled around quite happily. It also saw some commuting work for which it was well suited – except for the quite wide handlebars. Some risers to take them above car mirror height and job done.
FRAME Type: Steel double cradle Swingarm: Steel Front suspension: 41mm telescopic forks Rear suspension: Swingarm Brakes: Disc front and rear Wheels: Cast aluminium 18 x 3.50 front & 16 x 4.50 rear Tyres: Front 130/70-18, rear 170/70B16
TO CONCLUDE To conclude, the XVS950A is a very ‘easy’ motorcycle. It’s got some nice lines and Yamaha finish. It’s one to look at for a competent handler if stepping up from a restricted licence; someone looking for a particularly easy ride and I bet that ‘Tommy Blue’ colour is popular with members of the fairer sex. More info and pics are on the KR web site. KR
42 KIWI RIDER
While there are plenty of other cruisers in Yamaha’s XVS lineup, the 950A was created ‘from the ground up’ to plug the gap between smaller capacity ‘learner’ models and full-size, larger capacity machines. In typical Yamaha fashion the engine is all-new and despite its basic exterior spec (air-cooling) it is fuel-injected and as trick as any other contemporary Yamaha engine inside (pent-roof combustion chambers, lightweight forged pistons, ceramic-plated cylinders etc etc).
DIMENSIONS Wheelbase: 1685 mm Rake: 32° 10’ Trail: 145 mm LxWxH: 2435 x 1000 x 1080 mm Seat height: 675 mm Curb weight: 278 kg Fuel tank capacity: 17l RRP: $15,999 Test bike: Yamaha Motor NZ Colours: Candy Red, Tommy Blue & Raven GEAR Helmet: Shark Jacket: Ixon Pants: Draggin Jeans
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TRACK TEST SUZUKI GSX-R 600/1000
RAY CLEE S R
ay Clee has been working on motorcycles since 1985 and racing them since 1991. Over the past 18 years he has prepared motorcycles on which he has won a 250 Production Championship, a 600 Sports Production Championship and the NZ Formula II Championship. Since then he has helped prepare the bikes Andrew Stroud and Robbie Bugden have used to win seven New Zealand Superbike Championships. That’s 11 New Zealand Championships in which motorcycles prepared by Clee, or using engines he has built, have been at the top of the points table. No mean feat. It is clear Clee knows a bit about extracting the
44 KIWI RIDER
most from the stock bikes within the letter of the (ever changing) New Zealand Superbike Championship rules. But he’s typically self-deprecating of his efforts. “Suzuki does all the hard work – we just fine tune what the factory makes to our own needs. It’s the Suzuki engineers who do all the work.” As the KR testing team has discovered, the new stock 2009 GSX-R1000K9 has a very similar power curve to the 2007-’08 GSX-R1000 New Zealand Superbike racers, but not quite as much output at any point of the graph. Understandable really.
GSX-R1000 DEVELOPMENT Talking to Clee, we inevitably end up taking a walk back through GSX-R1000 development. The original 2000 model used what was essentially a stroked GSX-R750 motor that used crankcases altered to allow the fitting of a balance shaft. The overall frame geometry was shared with the 750 but the engine’s small port heads and 59mm stroke lead to rather abrupt power delivery at small throttle openings when the bikes were modified to Superbike spec. “Road riders loved the 1000s because they had instant grunt when they rolled the throttle, in almost any gear,” Clee says. “But
TRACK TEST SUZUKI GSX-R 600/1000
the early chassis had no adjustment for or the swing-arm pivot height so to con-trol rear-end squat we had to make the poor old shock do all the work. Meaning in race trim they could get to be a bit of a handful.”
From the K3 model onward, the GSX-R1000 chassis came with a height adjustable swing-arm pivot and better overall geometry. With the d K5 came changes to the cylinder head ports and a small increase in cylinder bore to take displacement out to 999cc. The K7-K8 models had another change to the cylinder head, particularly the ports and combustion chambers and while that head can be fitted to the earlier motors, the top engine mounts will not line up with the mounts on the earlier frames. “The basic bottom-end of the motor was virtually unchanged all that time, apart from the steady increase in the size of the ventilation holes between the cylinders and a slight change in the lower gear ratios,” Clee adds. “Every time Suzuki made a model change it went in the direction we wanted to go for racing. Steady evolution has been the story of the GSX-R1000. Even the new crank and connecting rods (on the K9) are similar to the ones in the older engines. The biggest change is the closed up (stacked) transmission shafts in the new K9. If you look at the Honda Fireblade and R1 Yamaha over that same period, there have been huge changes in the engine’s bore and stroke.” STRANGLED BY REGULATION Ray Clee (right) is the man behind New Zealand’s most successful Suzuki’s. Here he is joined by protégé Karl Morgan (left).
WORDS: Michael Esdaile PICS: Geoff Osborne
Suzuki’s GSX-R1000 has been the bike to beat on the local Production Superbike scene for as long as anyone cares to remember. For good reason, as KR tech man Michael Esdaile found out when he talked to top local tuner (and rider) Ray Clee.
Talking about racing the 988cc K1-K4 Suzukis, Clee says; “if you could not learn how to spin up the rear tyre to help make them turn, you would lap slower. They had heaps of bottom-end grunt, especially at small throttle openings when the intake gas speed is high.” However, he says that given a free rein with chassis set-up, not bound by current MNZ rules, it would be possible to make the older bikes lap much faster. He says the earlier MNZ regulations allowed changes in steering geometry that are now outlawed, which means that if you want to be competitive in the New Zealand Superbike class, you need the latest chassis, or as Clee sees it; “it is vital that the base chassis set-up ex-factory is correct” for those who want to race the bikes. Fortunately, with the new K9, Suzuki has made chassis changes that will definitely suit the race track. “The new GSX-R1000 is much more like a 600 to ride now. The early GSX-R1000s used a 32mm fork offset, which came down to 30mm for the K5-K6 then with the KIWI RIDER 45
TRACK TEST SUZUKI GSX-R 600/1000
K7- it was 28mm so with virtually no K7-K8 ch change to the steering angle this has m meant a steady increase in trail,” he s says. Clee admits that on the very early GSX-R1000s, when MNZ t technical regulations allowed greater fr freedom to set up Superbikes chassis he was using as little as 22mm of sis, for fork offset to get enough trail back into the bike to keep it stable after altering the rear ride height.
AUSSIE INPUT Here Clee was using lessons learned from his collaboration with Australian chassis specialist Greg McDonald, a relationship that goes back to his days of racing in the Australian 600 Super Sport class in 1997. “I learned a lot from Greg and his GMD Computrack,” Clee reveals. “Basically the feeling guys would get from the earlier GSX-R1000s in Superbike spec. compared with the new ones is the change in character of the bikes over the years, with chassis changes and engine breathing. Dennis Charlett rode one of the spare 1000s at Pukekohe in March and commented how much easier it was to ride than the K2 he had raced in 2002-’03. “The other big change as far as racing goes is the tyre technology. You can use a lot of throttle on corner exit.” He reveals it was when he was servicing the engine from Robbie Bugden’s 2007 NZ Championship winning machine he noted signs that the Aussie had been getting on the throttle very early in corners and that the rate of throttle opening must have been very rapid when he turned in the jaw-dropping lap-record setting winning performance at Pukekohe. That day the Queenslander stopped the clocks at 56.698 seconds for a stupefying average speed of 180.387 km/h. To put that in some sort of perspective, the MotoGP lap record at Phillip Island, now the fastest circuit on the GP calendar, stands with Nicky Hayden (Honda) at an average speed of 177.803 km/h. Since that March 2007 performance, Bugden has gone faster at Pukekohe and in March ’08 used Clee’s motor to average an astounding 181.727 km/h; this past March he was a little slower, at 181.530 km/h… But it was after that first 180 km/h lap at Pukekohe in 2007 that Clee realised how much the Australian had benefited from a season on the then new Dunlop slicks. “He was getting on the throttle midcorner very rapidly. There was no steady feeding in of the power, from what I saw it appeared he would just nail it all the way 46 KIWI RIDER
open,” says Clee in awe. He admits it took him a while to mentally get to grips with this. “The 1000 now has less torque at lower rpm at the smaller throttle openings you are typically using in a corner, but it still has an 8.4 kg crankshaft so to get the most out of them, you need to open the throttle much more quickly than before.” Add the chassis changes and the grippier tyres to this and it becomes clearer why Bugden could do what he was doing without getting spat off the bike in a huge wheel-spin induced high-side. “The evolution of the GSX-R1000 has meant it is now a lot easier to ride on the race track. You have to open the throttle a lot more to get the same seat-of-the-pants feeling you got from the earlier models when you just cracked the throttle open a wee bit.” BIKE SET-UP To build a competitive Superbike to meet the New Zealand regulations, which are giving less and less room for development with each passing year, Clee starts with a stock GSX-R1000 and strips it of all road-going equipment – headlights, indicators, horn, bodywork, seat etc. He then removes the stock fork internals and replaces them with WP closed cartridges in which the damping fluid is separate from the fork oil around it. “It’s like a shock damper inside the forks,” he says. The same is done for the GSX-R600s for the 600 Sport Production class. Clee’s reputation for bike set-up has sped by word of mouth and it is not uncommon for him to get forks couriered from Australia to re-build. Not only that, he recently had the crew chief of one of the top Australian Superbike teams call him for advice on suspension settings. “Good chassis and suspension settings are the same as more engine power – it means you can lap faster by being able to get on the throttle harder, earlier.” After the front suspension is re-built, Clee turns his attention to the rear where a WP spring/damper unit replaces the stock item. These come set-up by WP for the application. “They have a base setting that works and you can fine tune it from there, depending on your riding style and what tyres you are using.” The standard plastic work is replaced by fibreglass that is easier to repair in the event of a crash. “The bikes are so good now, you just bolt the new stuff on. You don’t have to
Ray builds his bikes to the letter of New Zealand’s production-based Production Superbike and 600cc Sports production rules. Each year these rules seem to bring the bikes closer to stock while at the same time each year the basic bikes (particularly Suzuki’s GSX-Rs) get better! In Clee’s case it’s all about working with trusted suppliers like Yoshimura, WP suspension and Dunlop tyres to optimize every aspect of the bike for competition.
by Campbell Rousselle Like the boss I was multi-tasking the dayy fI got to ride Ray and Karl’s race bikes. Ofh ficially I was there to test and photograph the new Hyosung 650GT. But if there was the time and opportunity...yes I could swing a leg over Karl Morgan’s GSX-R600 and Ray Clee’s GSX-R1000.
aggressive brake pad can change the way you set up the front suspension. You use the hydraulics (damping) as much as you can because the forks are trying to dive quite rapidly. If you unsettle the suspension too much on corner entry, you can lose a lot of time out of your lap. For example, if the rear tyre comes off the ground when you go for the brakes you may have to get off the brakes to settle things down, and that costs you time.” Ray also swaps the stock steering damper for a WP unit. So that’s most of the chassis set-up taken care of. ENGINE TUNING Now to the heart of the matter, the 999cc in-line four cylinder engine. make much. It’s not like when I built up the RF900R in 1996 – there was nothing available so I had to make everything for that. Nowadays I just fit a full Yoshimura body kit (seat, fairings and tail section).” The MNZ rules prevent changes to the steering angle and fork off-set so the only way to effectively adjust those is through adjusting the front and rear ride height. The standard wheels, brake discs and calipers must be retained but Clee fits braided brake lines and replaces the brake fluid with Castrol SRF which has a higher wet boiling point. He also replaces the stock brake pads with Yoshimura sintered matrix pads with a higher grade friction material. “They are a bit grabby when cold but offer more initial bite than organic pads when at racing temperature. When you get on the brakes you still have the bike straight up and down so enter the turn with most of your braking done. At 300+ km/h at the end of he Pukekohe back straight you need good bite and feel. An
“I fit all the Yoshimura stuff we are allowed to use. I block off the secondary air passages into the exhausts and fit a Yoshimura camshaft kit. This includes a set of inlet valve springs and shims and exhaust spring shims but we use the stock exhaust valve springs.” The stock valve spring retainers (collets) are swapped for Yoshimura titanium ones which are machined. The stock valves are retained, again as per MNZ technical regulations. As far as the ports are concerned, Clee very carefully examines each one and cleans up the area around the valve seats. “Basically, removing any mismatches between the valve seats and the ports. Some heads have little steps in them from the casting process and removing those can yield gains in gas flow into the combustion chamber.” In 2006, Motorcycling New Zealand changed the technical regulations for the 2007 racing season to outlaw aftermarket pistons, but allowed the stock pistons to be machined to cope with the
TRACK TEST SUZUKI GSX-R 600/1000
RAY’S RACE BIKES
KARL’S BIKE Michael has covered the theory pretty much so my job is the practice. Karl’s 600 first. It’s aggressive with firm suspension and sharp, edgy steering. A trade-off of having so much weight over the front wheel is that the back end feels very light. And before I went out Karl warned me that the rear tyre was worn so I was being fairly cautious. That said it was easy for me to pick out what I thought was the best feature of his bike – the brakes; tons of power, lots of bite and loads of feel peeling into the hairpin. Ultimately however, whilst Carl’s bike felt pretty good, it was too edgy for me to feel comfortable on, especially in a single session. RAY’S BIKE Ray’s GSX-R1000 was my second treat in this speed feast. It still felt quite firm but at the same time the suspension settings seemed to be more compliant than those of the 600. I felt the steering was also a little more neutral, and it was a lot more stable. The brakes were good, but not as sharp as those of the 600, having less initial bite. Power-wise Ray’s 1000 was everything you would expect of it, namely wickedly fast, with tons of linear power, in fact it was so powerful it was impossible for me to keep the front wheel down driving hard onto the back straight. Ray, for example, gets it flat in sixth on the back straight before the kink - the best I managed was fifth and I wasn’t tapped out (too scared). Conversely, flying up over the hill felt fantastic on the big GSX-R, the feedback from the rear end giving me the confidence to just pour on the power. Honestly it never felt like it’d bite with any big unexpected slides. Overall I felt really confident on the 1000, it’s overall personality (believe it or not!) stable and forgiving. I also found the fuel injection to be spot on, the evidence of how easy it was to apply the power, even from a closed throttle, through Turn one. Many thanks to Karl and Ray, for letting us risk their babies before the season was even over.
KIWI RIDER 47
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This meant Clee spent many hours machining the 16 pistons required for Robbie Bugden and Andrew Stroud’s motors, plus his own and one spare. “This was to get enough clearance between the valve heads and the piston crowns, then we shaved the head gasket surface to get the compression back up.” Ray mixes and matches the pistons to get the best piston-to-bore clearances then sends the crankshafts, connecting rods and pistons to Bob Mead at Balancing Specialties in New Lynn who dynamically balances the cranks then equalizes all the connecting rods and pistons in weight. But Bob is careful to keep each piston and its gudgeon pin together. A measure of the lengths he goes to is that he gets all these reciprocating components to within one tenth of a gram of each other. “These rules were good for privateers as they can do this for $250. But to try and source standard parts that are this closely matched would cost a small fortune. Basically, only the factories themselves could do this.” PICK OF THE BUNCH Clee says that the more standard the bikes have to be, the more chance there is that one really good stock bike will pop up that will be very hard to beat. He gives as an example the GSX-R600 raced this past season by James Smith and previously by Dennis Charlett. That bike was not modified but was ‘fast right out of the box.’ “I think MNZ should make the bikes as standard as they can be in real world terms and all those things that are easy to police should be stock, and all those things that are hard to check should be free. On paper,
mandating ‘completely stock’ may seem cheaper, but it isn’t.” After his careful work on the cylinder heads and pistons, Ray then goes through the gearbox to ensure the gears are meshing correctly and everything is as it should be. The stock gear shafts and gears are retained, again as per MNZ rules. However, with the motor making substantially more power (around 200 bhp) the clutch is going to take quite a lot of abuse in racing, so he fits a set of heavy duty Yoshimura springs and friction plates and uses a different diaphragm spring on the back-torque slipper part. “On the K1s to K4s, the back-torque clutch was down to the rider slipping the clutch on corner entry,” he grins. “We got pretty good at it, but with these new clutches, we don’t have to bother as much about that.” So that’s the chassis, motor and transmission taken care of. Now we come to an area that Clee is getting very good at – adjusting the fuelling. But before he runs the bikes on his dyno, he fits a titanium Yoshimura exhaust system. In 2007 these had twin mufflers then a single muffler in ’08 but Clee admits he found virtually no difference in the power output between the two systems. He also replaces the stock ECU (engine control unit) with an EM-PRO system that allows the ignition timing and fuelling to be adjusted using a lap-top computer to which he has downloaded the appropriate software. “It’s quite basic to use but with my Factory Pro brake dyno I can achieve very good results quite easily.” He makes it sound easy, but his years of experience tuning and racing a variety
of motorcycles is a major factor in this equation. TEMPERATURE He sets up each engine he prepares so it will run within its ideal temperature zone at Ruapuna on a hot, dry Canterbury summer n day without having to have tape on the radiator. He then adds tape to h mask off parts of the radiator at other tracks to keep the engines operating between 75 and 82°C.
TRACK TEST SUZUKI GSX-R 600/1000
increased valve lift from the higher lift cams.
One major obstacle he has had to overcome is preventing the oil temperature from running off the scale. The pre-production K7 GSX-R1000s came with a large trapezoidal oil cooler fitted but that was omitted on the production bikes, so, under MNZ rules, they could not be fitted as part of the Superbike build. So Clee’s bikes run stock radiators and the stock oil-cooler. If you get the chance to check the Yoshimura Suzukis raced in the AMA Superbike Championship, or the Alstare bikes running in the world championship, you will note they have huge oil-coolers fitted. “The main problem there is that we are working these engines so much harder than a stock bike so the oil gets a really hard time. I change it for every meeting.” Ray uses Fuchs-Silkolene Ester Synthetic oil – which was something he was sold At speed…..or at least the sort of speed a journo can muster….Clee’s bikes are not the bucking, kicking, fire-breathing monsters of popular myth. The right gearing makes a considerable difference, as does the compliance that can now be built into the suspension action without any compromise in getting power down out of corners or scrubbing it off heading into them.
THANKS GUYS Ray Clee would like to thank the following for their support. Suzuki NZ Colemans Suzuki Documentary Channel 74 W.P Suspension Dunlop Tyres R.K Chain AFAM Sprockets Silkolene oil Kiwi Rider magazine Shoei helmets Teknic riding apparel Karl Morgan would like to thank: Arai helmets Alpinestar riding apparel.
KIWI RIDER 49
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Spare a thought for your humble scribe, cruelly torn from the safe haven of his office and forced, this day, to ride a 200hp racebike round the fastest circuit in Australasia. Perhaps in the States, the UK or even in Australia a journo like me might get to plan and perhaps mentally prepare for an occasion such as this. Here it’s a matter of…..’it’ll only be two or three hours out of the office and I can finish the proof reading when I get back!’ But I digress. There I was at Pukekohe with Ray, Karl, Geoff, Campbell and Ollie and when the obvious question was asked about Ray’s bike – what’s it like?- I struggled to come up with a pat answer. I did because both bikes, but Ray’s in particular, felt so much closer to their recent road bike cousins it was uncanny. And I wasn’t sure that was the answer my audience was waiting for. After all, aren’t ALL race bikes supposed to be wickedly quick, evil-handling monsters only able to be tamed by a talented few? Not long ago – and here I’m probably talking five or six years – they were, and I know both Todd and I still quake at the knees when we think of Ray’s earlier GSX-R1000s and Tony Rees’ YZF-R1 Yamaha. “I could hardly hang onto it through the kink, it was kicking and bucking so much,” I remember telling Tony one afternoon.
TRACK TEST SUZUKI GSX-R 600/1000
THE FEAR FACTOR
By Ross MacKay
“Yeah, they do that,” he replied. “Try loosening your grip on the ‘bars through there!” So you can understand, perhaps, why this time round I wasn’t quite sure what to say at the track. And also why the penny dropped when I was proof reading Mike’s story. As Ray says, Suzuki has been developing its GSX-Rs as quickly as racers around the world provide feedback. And because of the work – so much of it unseen – Suzuki itself is doing, the bikes Ray can build today ARE quantifiably easier to ride than they were even two or three years ago. Obviously there still are differences. Gearing being one of them. Both bikes felt perfectly geared for Pukekohe meaning that no matter where I was on the track the engine was never more than a nano away from where in the rev range peak power and torque are produced. But bar that I was amazed how similar Ray’s racebike was to the K9 production model I rode at Pukekohe the same day. Like the SV650 he set up for us last year, his GSX-R1000 racebike had a flexibility and a compliance which instilled me with confidence rather than fear. Karl’s flightier GSX-R600 was, by contrast, a slightly wilder child but even then only by a matter of degrees. Impressed? Hell yeah! Which is probably what I should have said at the track!
The Ed liked Ray’s 1000 but loved Karl’s 600. Campbell was the opposite, finding the 600 a little too intense for his tastes, particularly after the awesomely quick yet amazingly tractable 1000.
on in 2002 at the New Zealand Superbike Championship meeting at Manfeild when Andrew Stroud finished the race with his bike smoking. “His front tyre flicked up a wheel weight which took out two cores in his radiator and of course, all the coolant leaked out. But he raced on, and did another eight or nine laps with no coolant in the engine at all. The only thing that prevented that engine seizing was the oil. When he came into the pits and we checked it over, the wiring loom was like hot spaghetti, limp and floppy, the frame was searing hot and the EFI light on the dash would not go out. We boiled some water in a jug and slowly added that to a new radiator but that water, already at 100°C, just got spat back out as steam! The engine must have been over 120°C – so that was a really good test for the Silkolene oil… “By extracting more power from the engines we are basically shortening their life span.” In the past, 1000cc Superbikes had a bit of a reputation for being bucking, kicking hard-to-ride animals that only a handful of men could master. Clee agrees, but says that is no longer the case because of the substantial gains made by the factories. “This is the best time for 600 class riders to move to Superbikes because they are so much easier to ride now. This is mostly because of the changes to the chassis – the geometry is so much better you can get on with riding them.” KR KIWI RIDER 51
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RIDDEN DUCATI 1198 S
The weather gods conspired to limit the amount of time KR Ed Ross MacKay was able to spend actually riding Ducati’s new 1198 S. So here’s a sort of ‘sneak preview’ with the prospect, perhaps, of a more full analysis and report later on.
WORDS: Ross MacKay PICS: Geoff Osborne
Y
ou can’t ask for much more from New Zealand’s Sydney-based Ducati importer NF Importers Pty Ltd. As you’ll have noticed if you’re a regular reader, every time a new model or range of models turns up KR is invited to cross the Tasman and try it/them out. Most of the time the launches run like clockwork and I return home tired but buzzing about the bike or bikes. I say most of the time because twice now the weather has thrown a spoke into the company’s plans. This time it was for the launch of the 1198 range, the first major upgrade – if you like – of the 1098. The venue was Sydney’s Eastern Creek Raceway and the idea was to spend the day trying out Ducati’s much-vaunted new traction control system (DTC). Sydney’s fickle weather had other ideas however and faced with a wet track and only limited test bikes the – hard – decision was made to call the day off. SORRY GUYS! So, apologies were proffered, taxis were hailed and plans were put in place for the Kiwi journos to ride an S at home. Which was fine by me until I found out that I could only have the demo bike for a day….. and that day turned out to be a (wet and wild) Monday not a Friday when Pukekohe Park Raceway is typically available for testing and photography. So excuse me if I’m a bit vague on what the new 1198 S (the up-spec version which comes complete with forged Marchesini wheels and Ohlins suspension and the first ‘road’ version of Ducati Traction Control) is actually like in typical Superbike (i.e. Track Day) conditions. NEW AND BETTER What I can tell you is that it’s certainly a livelier and quantifiably more involving
This year’s 1198 S is the first roadregisterable Ducati equipped as standard with the DTC traction control system. New, larger capacity engine fulfills dynamic promise of original 1098 model and is now more than a match for comparable Japanese fours. Traction control system is switch-operated with riders able to select eight different modes depending on riding conditions/ skill level/desire for electronic intervention.
QUICK FLICK Bike: Ducati 1198 S Type: Superbike Engine: Liquid-cooled fuel-injected desmovalve V-twin Frame: Tubular steel trellis Wheelbase: 1430mm Fuel tank capacity: 15.5l Seat height: 820mm Dry weight: 171kg RRP: $41,490 Test bike: NF Importers and Haldane Motorcycles
specimen than the 1098 on which it is based. At the time I remember writing that the big breakthrough with the 1098 was that it was so much easier both to ride and ride quickly compared to it’s more ergonomically challenging and therefore demanding predecessors the 999 and the 916/996. Particularly on the track I rode it at (Eastern Creek, where bar the top speed Turn 1, most of the corners require a slow entry and smooth roll on exit in second or third gear) I didn’t really notice the relative lack of power and torque vis-à-vis a comparable Japanese four-cylinder. KIWI RIDER 53
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WILL t Be personally greeted by our enthusiastic staff t Be treated with respect t Be given the most competitive motorcycle insurance terms around t Be made to feel like a champ!
But a year later at Phillip Island one session on the 1198cc 1098 R (yes I know it’s confusing) was enough to convince me that the extra 99cc (and with it 13kW of peak power and 12 Nm of torque) was enough to even up the odds. TRACK-FOCUSED As a track-focused Superbike a bike like the 1198 still extracts a toll on your wrists, neck and knees at road-legal speeds. Though to Ducati’s credit you no longer have to put up with things like limited steering lock and rock-hard spring-rates. The major selling point this year of course is Ducati Traction Control (DTC), the up-market S model I rode being the first road bike from Ducati to be soequipped. The system is based closely on the track-only one first seen on the limited edition 1098 R I rode last year, controlling wheelspin by a combination of ignition retardation and a pattern of fuel injection cuts. The giveaway if you look closely at the bike is ABS-like cabling linked to wheel speed sensors front and rear with access to the system with a switch on the left-hand handlebar switch block and a display on the digital dash readout.
Yes, some of you reading this will be thinking, ‘just another gimmick’ but having back-tobacked a DTC-equipped 1098 R with a standard 1098 at Phillip Island I know for a fact you can get on the power earlier and harder on a bike so-equipped.
Like the race-only system I tried at Phillip Island the system offers eight profiles (sensitivity levels). Each one is programmed with a wheelspin tolerance matched to a set of rider skill levels graded from one to eight.
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The system ‘kicks-in’ in two stages, what Ducati describes as a ‘soft’ first stage where system software instantly adjusts ignition timing, and a more urgent second stage where, if you like, alarm bells start ringing within the system, and the software instructs the engine ECU to initiate a pattern of constantly increasing cuts to the fuel injection system. Finally (and arguably just as importantly), as the wheel speeds return to ‘normal’ the system incrementally returns to the original ignition/fuel injection mapping, allowing the rider to shake his head, settle back into the seat and get back to the business of cutting competitive lap times!
HOW DTC WORKS
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You select the one you want, to best suit the conditions you are facing, by scrolling up or down the DTC readout, with one being what you could describe as ‘Troy Bayliss on Race Day’ and eight ‘Your wife riding your new 1198 for the first time!’
At $41,490 the DTC options appears to come at quite a price premium cf the base model 1198 (which retails here for $34,490). But factor in the Ohlins forks, shock and steering damper and forged Marchesini wheels and the extra peace-ofmind DTC engenders actually comes quite cheaply. KR
GTS 300 SUPER. THE MOST POWERFUL VESPA EVER.
KR TECH INSIDE WSB
WORDS: Michael Esdaile PICS: Todd Sutherland
THE HE BMW B W SUPERBIKE CHALLENGE In the brave new world that is BMW Motorrad the S 1000 RR Superbike is the spearhead of an ambitious project to inject new life into the staid German marque. So far so good says KR techie Michael Esdaile. ABOVE: In its first Superbike World Championship race, Troy Corser set fastest lap on the in-line four cylinder BMW S 1000RR at Phillip Island. (Photo: Peter Geran). FACING PAGE: Rainer Baeumel, BMW Motorrad Motorsport race team manager/project leader for the BMW Superbike project (top). Almost standard issue Superbike kit these days (middle): Öhlins 43mm gas-charged inverted forks and Brembo radial-mount calipers. And (below) the cylinders of the bike’s engine are cast integral with the top crankcase half and are inclined forward at 30° to provide an almost vertical downdraft intake shot for the Dell ‘Orto 48mm throttle bodies. Akrapovic exhaust headers sweep down to the left side of the sump and then swing across to exit on the right.
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MW’s motorcycle division has a reputation for conservatism stretching back decades, with a model line-up that has traditionally appealed to a well-heeled clientele who prefer comfort over speed, long distance capability over a sprint around the block.
B
Later on it was revealed the Superbike project was code-named 190/190 inside the development division at BMW Motorrad. This stood for the twin targets the production bike, upon which the Superbike would be based, had to meet: 190 bhp and 190 kg.
Not even the first of the four cylinder K-series machines launched in 1983 dispelled that. In fact, the K-series retained all the virtues of the old air-cooled two-valves a cylinder horizontally-opposed twins and although heavier than the boxers, added a new level of longevity to the brand.
Behind the scenes, work had been going on at a feverish pace to develop the new Superbike. BMW bought a new green fields site at Rosenheim, around 70 km south-east of its Munich headquarters. There it would build a lavish new motorcycle racing centre incorporating 7000 square metres of workshops and offices in conjunction with Alpha Technik, a specialist company that had been involved in the Superbike World Championship since 1997.
Those K-series machines just ran, and ran, and ran. At the end of the 20th Century there were glimmers of change in the BMW camp, with sportier four-valve boxers and new across-frame four cylinder machines launched, the latter still (confusingly) called K-series. Then in late July 2007, BMW dropped two bombshells. Firstly, it was buying the Husqvarna brand from its Italian owners and secondly, it revealed a definite plan to contest the Superbike World Championship in 2009. Taken separately, either decision was momentous, but by announcing both together, BMW indicated very clearly there was a big internal shake-up going on.
MOTOGP PROJECT Alpha Technik also has an accessory side that offers tune-up parts for everything from 50cc scooters to the latest 1000cc sports bikes. The company had previously worked with BMW to develop a 990cc three cylinder MotoGP machine. This had got as far as the testing phase with former World 250 Champion Italian Luca Cadalora before BMW shelved it and switched its attention to a Superbike project. At the same time, the German manu-
The historical significance of the endurance racing project with the boxer-engined bike was overlooked by a great deal of the world’s press but in fact it was the first BMW factory effort in road-racing since the company withdrew from the World 500 Championship at the end of 1958. BMW had been heavily involved in Grand Prix racing prior to World War II with some success. Its best year was 1938 when it won the 500GPs at Spa, Assen, Hockenheim, Monza and Ulster while in 1939 it bagged an impressive 1-2 finish in the Isle of Man 500 TT. After World War II, BMW rejoined international motorcycle competition in 1951 with a dual overhead camshaft 500cc flat twin and was involved in the World 500 Championship with limited success until withdrawing at the end of 1958. However, it continued to supply works Rennsport engines to top sidecar racers, with the result that from 1954 to 1974, BMW-powered outfits won 19 World Sidecar Championships. Thus the World Endurance Championship effort with the prototype of the HP2 Sport Boxer marked BMW’s first factory effort in world championship competition in almost 50 years. It also gave the factory the chance to ‘blood’ a completely new team in competition prior to its big new challenge with the Superbike project. SUPERBIKE PROTOTYPE By December 2007, BMW and Alpha Technik had a prototype of the new 1000cc four cylinder Superbike up and running, and tested it in the warm climes of Sicily while Germany shivered under winter snow. Irishman Jeremy McWilliams was the test rider and his feedback was encouraging. In April 2008 during a media briefing in Munich, BMW Motorrad General Director Hendrik von Kuenheim stated that; “As part of the strategic reorientation of the BMW Group, we have announced that customer deliveries by BMW Motorrad are to increase by approximately 50 per cent by the year 2012 to 150,000 units.” Von Kuenheim added that to meet this objective, “We are making BMW Motorrad even more sporting and dynamic. This means that we are specifically entering
market segments where BMW Mo-torrad was not represented so far.” KR TECH INSIDE WSB
facturer decided to go racing in selected rounds of the 2007 World Endurance Championship with a highly modified R1200S boxer. This featured double overhead camshafts and was much lighter than the street bike it was based on and was the prototype for the HP2 Sport Boxer released for the 2008 model year.
He then went on to talk about the Superbike project, stating; “We realise that we are taking on a great challenge. Particularly the Japanese are some 20 years ahead of us in this class and have lots of experience. But even so, the spirit of this competition alone encourages us in our efforts. Our development team is highly motivated to achieve our goals and the status we have achieved so far is very promising. We are confident that we will be able to start the Superbike World Championship with a convincing all-round package and that our series motorcycle will be just as competitive, both in terms of its technology and price.” If the message as to why BMW was building what for them was a radically new bike had not been made clear enough, the BMW Motorrad General Director added: “The very fascination of this motorcycle with its racing DNA expands and upgrades the brand image of BMW Motorrad by offering an additional, sporting and emotional element winning over new customers for the brand.”
He went on to point out that the Superbike World Championship was becoming increasingly popular among motorcycle riders, and added, tellingly; Since here, unlike the MotoGP, they are able to watch and admire their motorcycles in a direct comparison with competitors. For the first time we are demonstrating the innovative power of BMW Motorrad also in the segment of the most dynamic, top-performance on-road motorcycles.” At the time von Kuenheim was loathe to provide technical details of the new bike but said an early decision had been made on in-line four cylinder power plant and added that “for package reasons we have decided against the BMW Duo-Lever on the suspension.” Von Kuenheim concluded by saying that the 2009 season would be a learning year and then in 2010 BMW hoped to be challenging for podium positions, with the “medium-term objective, obviously, to win the World Championship!” He also revealed the new Superbike’s model designation: S 1000RR. TESTS PROVE POSITIVE Regular testing of the Superbike racing version of the S 1000RR had been carried out in Spain, then in July 2008 Jeremy McWilliams was joined by Australians Steve Martin and Kevin Curtain to put the bike through two days of KIWI RIDER 57
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KR TECH INSIDE WSB
intensive testing at the Lausitzring, the first track used in the Superbike World Championship at which the new BMW had been tested. After the two day test, BMW Motorrad Motorsport’s General Manager Berthold (‘Berti’) Hauser reported that he was; “very happy with the professional way all three riders worked and the amount of feedback they have given us.” He added that BMW was under no illusions as to the amount of work that needed to be done before the start of the 2009 season. “Up to now, we have done very little work on the electronics and have preferred to get the bike’s basics working well and I think we have achieved that. If our project continues at this good pace, I think we could surprise a few people.” BUILDING A TEAM It is one thing to announce your intentions to go racing but before that can be done, a race team must be assembled, which is why, one day in early 2007, the telephone on Rainer Baeumel’s desk started ringing. It was to prove the most interesting telephone call he had received in a long while. On the other end of the phone was the former head of BMW Motorrad’s development department, who asked Baeumel if he wanted to change department and join
Troy’s dad Steve Corser (top) chats with Michael Esdaile and reveals that since signing with BMW Motorrad, the two-time Superbike World Champion has had a new lease of life. We then have (middle) a close-up view of the Akrapovic exhaust headers and (bottom) a shot of the left had handlebar. In case the riders get bored on a 220 bhp, 325 km/h missile, they get some extra functions to play with. This array of buttons provides the choice of more (red) or less (green) traction control, and more (yellow) or less (black) engine braking. The blue button is to control pit lane speed and the knurled knob is to adjust front brake lever position.
the road-racing department. A cautious man, Baeumel asked if he could have a week to think about it. Up to then Baeumel was project leader for the boxer road bikes and his last project was the prototype of what would be called the HP2 Sport Boxer. After considering the offer, Baeumel decided to accept the challenge which he saw as a good move as at that time the newly formed BMW racing department was taking the prototype HP2 Sport Boxer racing in the World Endurance Championship. It was an opportunity to see first hand how his ‘baby’ performed in the white hot heat of competition, and at the same time, there was the lure of the completely new 1000cc four cylinder Superbike project. Today Rainer Baeumel is the race team manager/project leader for the BMW Superbike project and when he is not at the race track, he alternates between offices at BMW HQ in Munich and the race shop in nearby Rosenheim. As he reveals, it has been an incredible journey. “From the middle of 2007 we started with Alpha Racing to make plans to go (Superbike) racing. We had to plan a workshop in a new building and put together a new team. We had to decide how many team members we needed and who they would be. At the end of 2007 we were the first time on the track, in Sicily with Jeremy McWilliams as the test rider,” he explains.
“This was the first prototype and the test was quite fruitful. We were really hopeful after this test because Jeremy told us he had never ridden a prototype that was working so well, had so strong an engine and was so full of potential. And from there on we continued. We brought new people into the team, some experienced, but most of them young, motivated people. We don’t want only to have experts because then there is no progress. So we have some experts and the rest young motivated people. So that is how we started building the team and building up the workshop and starting to develop the bike. And now we are racing.” SETTING THE SPECS Baeumel also reveals that the design of the S 1000RR was pretty much set in place from the time he joined the race team. The engine architecture had been decided and most of the chassis details were also in place. “Certainly there have been some changes in terms of surface treatment of metals or the way we do the machining, the weight of the crankshaft and some other components, but the rough numbers were set. A lot of changes were made to the chassis, the stiffness of the frame, the swing-arm, the swing-arm angle, the swing-arm pivot position, all these things, steering angle, fork off-sets – we have a lot of options there.” He acknowledges the Superbike KIWI RIDER 59
KR TECH INSIDE WSB
CHOOSING RIDERS It was as early as mid-2007 when it was working on the prototype of the S 1000RR that BMW started looking for potential riders to pilot the in-line four in the 2009 Superbike World Championship. “I watched the (World Superbike) race in Lausitzring and I saw Reuben (Xaus) on his private Ducati. I then went back to Munich and talked to my boss,” says BMW race team manager/project leader for the Superbike project Rainer Baeumel. At that time Baeumel was a ‘newbie’ in the team but felt confident enough to pitch Xaus to BMW Motorrad motorsport director Berti Hauser. “I said ‘here’s a guy, I think he has potential; he’s now on a bike that maybe is not as strong as the others and I think he will be a good rider’,” Baeumel says.
project is an exciting development as BMW has not been directly involved in world championship motorcycle racing since 1958. Back then its racing platform was the Type 256 DOHC 500cc Rennsport boxer. The new Superbike project is a far cry from that. The specification of the in-line four cylinder motor features radically over square cylinder dimensions of 80mm bore and 49.7mm stroke giving the S 1000RR a stroke-to-bore ratio of 1.609:1. While the cylinder bore size is shared with the recently released K1300 range, the Superbike uses quite different forged alloy high compression pistons. Combined with the compact combustion chambers, these give a compression ratio of 14.0:1. Using a shorter stroke than any bike in the Superbike class means that the generally accepted 25 metres per second limit to average piston speed is reached when the engine achieves a stratospheric 15,125 rpm – 600 SuperSport territory. “We are getting close to 15,000 rpm now,” Baeumel says, then adds: “as well as a more over square bore and stroke ratio than any of the competitors the operation of the valves is also different. But in other ways the engine is similar to other in-line fours.” He dispels the myth that had popped 60 KIWI RIDER
He was also well aware that Spain was quite an important market for BMW so a well credentialed Spanish Superbike rider would be a good ‘fit’, commercially. “So we got in contact with Reuben and he was the first rider we picked. The second rider, Troy (Corser) it was last year (2008), somewhere in September or October, we fixed his contract.” This was a case of BMW seeking out the Australian, not the other way
around. Corser is a double world champion in the Superbike class and has an enormous amount of racing experience, as does Xaus. The fact they were both highly experienced Superbike riders, had ridden a lot of different bikes and could give solid input into the new project was definitely in their favour. “I think for a new team with no information about all the tracks we were going to, and no information about developing a Superbike, it was really, really important to have experienced riders and in our situation, it was more or less luck that Troy has a completely different riding style to Reuben. So Reuben hits some problems more than Troy, and also Troy finds some things more than Rueben so we can find the problems we need to sort out much faster.” Baeumel reveals that the two riders have quite different demands on the team in terms of chassis set-up. “Steering angle, pivot height, suspension set up, gearbox, everything is quite different between the two riders” he says. Thus, the S 1000RR BMW Superbike is being developed along two different development paths and the only race results will eventually indicate which rider’s direction is the correct path to follow.
Dash (top) is digital with a lap time read out smack in the centre. Then (middle) both BMW factory riders have thumb-operated rear brake levers fitted to their bikes. There is no foot brake lever on any of the factory bikes. And (bottom) no, they’re not looking for a bargain on Trade Me, these technicians are checking data on one of the banks of computers in the BMW garage.
One of the problems of the Duolever system in a racing application is that it uses quite a bit of space and results in a longer than ideal (for racing) wheelbase. On the road though, the system works brilliantly.
KR TECH INSIDE WSB
front-ends. We tried that but we figured out that for racing, to do a real al good lap time, the telescopic fork is best,” Baeumel says.
For racing, Baeumel says that the natural braking dive of the telescopic fork “changes the steering angle and the trail, and the riders find that leads to ease of turning, at racing pace.”
Left-hand view (top) of the stripped BMW Superbike. Then we have (below right), there is quite a lot of variation available for the swing-arm pivot location. Horizontal shaft above pivot and gearbox sprocket is the gear shift link rod. And finally, as Pirelli likes to say; ‘power is nothing without control.’ Here Troy Corser gives a graphic demonstration of power and control as he dirt-tracks the S 1000RR hunting traction that will only come from finding the right chassis and suspension set-up.
up in the overseas press to the effect that BMW was using either positive mechanical valve control (desmodromics) or pneumatic valve control. “Whenever I go into the workshop I only see valve springs,” he jokes, then reveals that the engine uses tiny ‘finger’ rocker arms similar to those used in the K1200/1300 sports tourers to open the titanium valves, a system of valve opening BMW also uses in its F1 car engines. “These allow faster acceleration of the valves, so higher revs.” The twin overhead camshafts are chain driven from a secondary shaft mounted above and gear-driven from, the crankshaft. With the secondary shaft turning at half engine speed, there is no need for large cam sprockets to get the required gear reduction involved when the cam chain is driven directly from the crankshaft. This in turn contributes to the compact cylinder head. The tiny, lightweight ‘finger’ rockers each operate one titanium valve and this design has also allowed the two camshafts to be closer together, saving space and improving port design. BMW has chosen a normal flat plane crankshaft (two pistons up and two down) rather than investigating the potential of the two plane crank design that Helmut Fath used to end 15 years of BMW supremacy in the World Sidecar Championship when he took the title with his URS 500cc four in 1968. No doubt BMW will look on with interest as Yamaha uses this crankshaft layout with its new R1…
To help lower the centre of gravity and provide a straight downdraft path for the 48mm throttle bodies, the BMW’s cylinders are inclined forward at 30 degrees from the vertical. Again nothing groundbreaking there. However, where BMW has taken a completely different tack is in the electronic fuel-injection system chosen for the Superbike. Rather than drawing on its own vast experience with electronic fuel injection, it is remarkable that the German maker has gone to Italy for the S 1000RR Superbike’s injection system. But it did not choose Marelli, the system almost all its rivals are using. Instead the race bike uses a fuel-injection system provided by Dell ‘Orto.
He also says that rather than come up with something radically new for racing, the team elected to go with a telescopic front-end because the riders were all familiar with that set-up. The fabricated aluminium swing-arm is extra-long (593mm), and also features an adjustable pivot point. Nominal wheelbase is 1428mm but of course there is plenty of scope to adjust that with rear axle adjustment while rake and trail are 23.9°/95.9m. Again, this geometry is adjustable. Braking is controlled by radial-mount Brembo brake calipers operating on 320mm front discs and a 220mm rotor at the back bolted to OZ Racing wheels, a 16.5 x 3.5 up front and 16.5 x 6.25 rear, while a 23 litre fuel tank gives the race bike the ability to get to the end of a Superbike race. “While we decided to go with conventional racing design,” says Baeumel, “I think we have the strongest engine in the paddock.” KR
The street bike will use the company’s own BMS-K engine management with ride-by-wire throttle operation. While there is no doubt the new BMW Superbike makes plenty of power, it is harnessing that power that is keeping the engineers and race team technicians busy. In the chassis department, the S 1000RR is very similar to other four cylinder Superbikes, using a twin beam aluminium alloy frame with Öhlins inverted telescopic forks with 43mm stanchions and a linkage operated Öhlins rear suspension unit. In other words, totally conventional. “We tried some different things in the chassis area. BMW is known for going its own way in chassis development, using different designs – Telelever and Duolever KIWI RIDER 61
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ON TOUR A SOUTH ISLAND STORY
Orr at O at least least that’s that’s what what Sharky Shark y rreckoned eckoned when he suggested h h d a relaxed l d llap of the country’s most motorcyclefriendly island to fellow ‘Musty Demons’ Wallace, Jellyman, Weeble and their respective partners...
WORDS & PICS: Sharky and the Musty Demons crew
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ON TOUR A SOUTH ISLAND STORY
Ready to roll. Whangarei 7.00am with Jellyman (BMW RT1100), Wallace (Honda ST1300) and article author Sharky (Kawasaki ZZR1100). BELOW: Reunited with their partners the Musty men fill in time for a photo on the Wellington wharf.
Sat 28th – Wellington to Kaikoura via SH1, 160kms (bike time) Waking to a grey and drizzly day in Wellington, we met up with LG and Nursey, then it was on to the 2:15pm ferry where we played cards and took regular checks on the worsening weather.
I
t all started after I’d returned from a work trip, driving a van and trailer from Nelson to Westport and back, during which I’d met a couple who’d hired a bike for a trip around the upper South Island. Even in the van I’d had a blast on this section of road, and the couple had grins a mile wide. The first suggestion was that we (two other bike-mad couples, my wife, and I) take a long weekend, fl y to Nelson, hire bikes, and take in some of these roads. But of course, as these things tend to do, it grew to an eight-day trip around the best roads, on our own bikes: a ZZR1100 (mine), an ST1300 and an R1100RT. We chose early March, because, as I told everyone else, ‘it never rains in the South Island in March!’ We also apparently needed a group name, nicknames and tee-shirts, so, after several suggestions and much laughter we became the ‘Musty Demons,’ with Sharky and Lava Girl on the ZZR, Wallace and Nursey on the ST13, Jellyman on the RT, and Weeble on a Burgman 650 ‘Superscooter’. Friday 27th Feb Day 1 – 800kms Whangarei to Wellington Weeble left on Thursday, heading to Hamilton. LG and Nursey flew from Auckland to Wellington on Saturday morning. The three ‘boys,’ meanwhile, met up at the petrol station on the Whangarei bypass at 7am. The first section was familiar, so it was time to crank up the music and munch some miles. We arrived in Ngaruawahia around 10am, via the pretty road down the western side of the Waikato River from Rangiriri, a nice detour. 64 KIWI RIDER
After fuel and coffee, and meeting Weeble in Ngaruawahia, we swept down SH39, then SH3 and four at pace, to Taumarunui. For those who haven’t done it, this is a ‘must-ride’ road. Though it pays to watch out for ‘tax collectors’ at both ends. FAST ENOUGH Bikes and riders refuelled, we hit the road again, heading south to National Park, then across to Waiouru, on the way testing the top speed of the Burgman - fast enough thank you! From here on it was just a drone on down the highway to Wellington, with a fuel stop in Bulls. The weather had been light overcast the whole day, making for great riding conditions. The day’s ride had taken under 11 hours, including several longish stops. A couple of us went to the T20 cricket that night, what a win, what a day!
We rode off the ferry into heavy drizzle, and headed south. The decks and ramps for the ferries are deadly, shiny steel, and like ice in the wet. The weather worsened into rain, then a howling 90km/h nor-easter kicked in, driving the rain through our wets. It was the first time in many trips that I’ve had to detour around the fords north of Kaikoura. Jellyman also lost his speedo cable on this leg. The couple who run the Kaikoura Cottages motel went far, far beyond the required level of service. Their lounge became a drying room for our gear, they offered to run us in to town to get food, and they dug through their shed for a couple of bolts to repair my Wingrack. Sunday 1st – Kaikoura to Greymouth via Lewis Pass – 350kms After waking to magic weather, and a morning beach-walk, we headed south. We turned on to Inland Road about three kms south of town, another must-ride. Winding up on to a high-country plateau, with a mixture
Pass, after a photo stop, into brilliant ant sunshine and stunning views, and d on to a road that just begged for some throttle. With a clear view for miles, no traffic, and big, open sweepers, our agreed cruising speed of 110km/h disappeared far behind.
ON TOUR A SOUTH ISLAND STORY
The weather prospects aren’t looking good as the ferry enters s the Marlborough Sounds. They didn’t improve either, as this shot of the ‘drying room’ inside the motel illustrates.
Down on to the Canterbury Plains, I very soon worked out how they survey roads around here. With a ruler. We stopped at Little River for fuel, and then wound up and over the hills before Akaroa. What a road, we regularly saw the other bike coming in the opposite direction, 100 metres below us. Over the top of the hill, we were met with a large drop-off, the sort of road that makes me very conservative. Tuesday 3rd –Akaroa to Wanaka via Lindis Pass – 483kms Another drizzly start to the day, with Jellyman heading through early to Christchurch to have his new cable fitted.
of 30 to 120+km/h corners, the views of the ranges were just stunning. The speed crept up from law-abiding to ‘a little bit’ more.
West Highland Motel was near new, and fantastically fitted out, though in an odd place - up a damp valley south east of Greymouth.
On to Hanmer Springs, where we spent a couple of hours soaking in the thermal springs. While there, it started to drizzle. This started a debate at the petrol station, some suggesting we detour back to Christchurch. Eventually we all headed out for Greymouth, in a drizzle that lasted to Reefton.
I’d suggest not eating at the pub at the bottom of Rutherglen Road though, unless you go in for deep-fried everything. The highlight was getting Wallace to do a burnout on the ST13 in the damp car-park, after a debate about ABS brakes!
MAGNIFICENT The Lewis Pass was magnificent, though in the drizzle the many sections of shiny tar were taxing. After peeling off our wets in Reefton, we headed on to Greymouth. Through Greymouth, with the GPS still saying 12kms to our accommodation, I said a few unfair things about LG’s choice of accommodation. As it turned out the
Monday 2nd – Greymouth to Akaroa via Arthur’s Pass – 310kms Another drizzly morning, Jellyman and Weeble headed out early, needing a Speedo cable for the RT, and some better boots and wets for Weeble. Be warned, the petrol station in Kumara has closed, so they had to detour back to Greymouth for fuel. Luckily we got the message in time, and fuelled up in Greymouth. We headed over the top of Arthur’s
After a slight mis-navigation, the rest of us arrived in Geraldine, damp and cold, meeting up with Jellyman, and fuelling up bikes and riders. Shortly after Geraldine we rode out of a wall of bad weather into the most amazing sunshine ever, with heat haze curling up off the road. After a brief stop in Tekapo to thaw out, and a photo session at the base of Lake Pukaki (where the gravel got the better of Weeble on her 240kg superscooter) we carried on. On into the Lindis Pass. With stunning weather and no traffic, the speedo again arcing up to well north of the border out of one perfect sweeper after another. Amazing views as well. We got to Wanaka with grins glued on all faces, though I ran out of fuel on the main tank as we rolled into the hotel carpark. This road had snow the following week! Wednesday 4th – Wanaka to Hokitika via Haast Pass – 420kms After breakfast and swims in about 30 degree sunshine, we hit the road. LG practised her on-board shots, including some stunning inverted, macro, outof-focus beauties of herself. We met a KIWI RIDER 65
ON TOUR A SOUTH ISLAND STORY
ligh drizzle again in the Haast Pass light which cleared on the first part of wh the th down-hill. We settled into a 120 1 – 130km/h cruise that lasted almost the whole day, beautiful sweeping roads, with a few tighter bits. t
After a quick ‘dip’ stop at beautiful Lake Paringa, we blasted be on through to Fox, where we fuelled up. While we were there, the crew did some research on where to have lunch. “Head left, just down the road, about 4kms, by the lake.” Meanwhile 20 or 30kms later we rolled in to Franz Josef. Oh well, good place for lunch. Back in the groove for the run up to Hokitika, fifth gear for me, top for the two tourers and whatever the scooter was in. Arriving at our accommodation, we found it to be another stunner, right on the beach, called the Shining Star Motel. Jellyman and I braved the surf, while the rest skimmed stones and made log art on the beach. We decided to eat at the motel, on the deck of one of the units. Arriving back with the curries, chocolate and beer, we had very pleasant dinner, then played cards in the moonlight. BLOODY BIKERS? At 9:15pm the ranch slider on the next unit (20m away) slid open. A petulant
Things improved weather-wise on the second day as this stunning Kaikoura shot is wont to prove. The team are also in high (dry) spirits at Punakaiki. Who hasn’t stopped here to capture the picture-perfect view of Mt Cook?
66 KIWI RIDER
KIWI RIDER 67
Thursday 5th – Hokitika to Picton, via Punakaiki, Buller Gorge and Blenheim – 413kms Another nice day dawned, on up the coast to Punakaiki, then on towards Westport, more beautiful roads, I can’t cope! I discovered that in second and third gear corners, with pillion and full luggage, my front wheel liked to get a little airborne. We turned inland, up the Lower Buller, with the Mojo workin. Cruising along, we came round a corner to find
a queue of traffic, and a helicopterr doing aerobatics with a monsoon bucket, trying to dislodge a slip. We watched them at work for 10 minutes, during which time we exercised the motorcyclist’s prerogative and drifted to the front of the queue. As we filtered through the works, the lollipop man leapt out in front of Weeble. With a couple of good thuds, two rocks that would have been quite (very) unpleasant landed a couple of metres away. Errr.
ON TOUR A SOUTH ISLAND STORY
northern European accented voice said; “Hit his hnot hreasonable, at hnine hfifteent, to hmake ziss noisss”. “Oh, right, sorry mate, didn’t mean to ma...” “Hrant, hrant, hrant...chew plutty pikers”. Stunned silence. “Did he just call us bloody bikers?” We didn’t know whether to be pleased or insulted. We were drinking (Wallace and I had a beer each), smoking (I had a couple), and making lots of noise (laughing, and you could just hear the Ipod). Mysteriously, my bike needed to clear its throat early the next morning as I went past his room.
LET’S DO THAT AGAIN! Through the Upper Buller, the quote of the day was ‘let’s go do that again!’ as we rolled in to Murchison. Continuing on another beautiful, barely populated stretch of road to St Arnaud, we had a coffee break at the great little cafe opposite the petrol station. The road down the valley to Blenheim opened out to a series of unpopulated straights. Speed crept up again, including one romp that I afterwards discovered was LG’s fastest speed ever, at xxx km/h. Our last night together, in Picton. Back to the apartment after dinner, and an early night, as it was a 5am start. Friday 6th - Picton to Whangarei (Wallace by bike, Nursey by plane and car from Auckland) – 800kms. Picton to Auckland (Jellyman and Weeble) – 640kms. Picton to Clive via Te Awanga – 325kms – Sharky and LG. 5:30am, on the ferry, everyone jaded, we had a photo viewing session. Wallace meanwhile tried to use every strop on the ferry to tie his ST13 down. As we got off the boat, again hating those wet steel ramps, the Triumph in front of us got seriously sideways. The Northland bound bikes hit SH1, Nursey headed for the airport, while LG and I headed up the Rimutaka Hill, heading for Hawke’s Bay, with a bit of a ‘the party’s over’ feeling. Even with traffic the hill was fun, over to the edge of the tread on the way up. It was a shock to have so much traffic and so many towns though, made us want to head back to the South Island.
Tthe rain came back to haunt them the next day as they crossed the main divide on their way to Akaroa. And how’s this for a pic to remember the trip by (complete with remote control helicopter)?
Saturday 7th – Napier to Whangarei – 600kms – Sharky and LG. Auckland to Whangarei – 170kms – Jellyman and Weeble. KIWI RIDER 69
ON TOUR A SOUTH ISLAND STORY
An Another drizzly day, jaded, and a little litt flat, it was earplugs rather than th comms, and just sitting at 105km/h the whole way north. 1 The slow, steady run was great for economy though, averaged 5.3l 5 per 100kms, against a rather astounding 5.6l overall for ra the th trip (48mpg in the old money. The Burgman did the lap in the mid fours, well above 50mpg. The ST13 was around the same as mine, but due to the speedo failure we had no usable figures for the RT. That night we heard from Jellyman that he’d collected a ticket on the way back from Auckland. Bummer, but at least it wasn’t on one of the fast days! FINAL NOTES Warehouse raincoats and pants over summer gear worked as well as full wets. Need winter gloves and/or over-mittens in the wet though. •
Tourers are much better for comfort and noise than Sportstourers.
•
South Island roads are so good, it really doesn’t matter what you ride, you will have a ball.
•
It can rain in March in the South Island. First time I’ve seen it in 20 years though.
•
Touring kills back tyres.
•
Bad weather doesn’t have to ruin a motor biking trip
•
Schedule time for sightseeing.
•
Just do it! KR
However, all good trips must come to an end, in this case with a shot of the crew back on the Interisland Ferry and the long trip back up the North Island to Whangarei.
70 KIWI RIDER
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RALLY ROUNDUP COLD DUCK
C
heck out my Auntie.
She’s standing in the sunshine of the Hawke’s Bay afternoon with a ‘Just exactly why am I here wearing this funny hat?’ look on her face. And fair enough. For her, up until yesterday, ‘bike’ had always meant ‘pedals.’ So climbing into the sidecar for the run over to Waipawa’s Cold Duck rally was just one of several firsts during the weekend. But she can handle it. The sea of leather-clad motorcyclists – and their attendant acres of chrome – don’t pose any mental challenge for someone who has travelled and worked all over the world. And, besides, it’s a friendly family
atmosphere. Not ‘family’ in the awful, wholesome, too-many-smiling-whiteteeth-in-white-middle-class-faces American meaning of the word, but in a genuine sense: kids in pushchairs, kids on minibikes, kids toddling around the place – surrounded by mums-and-dads, granniesand-granddads. A GOOD MOVE I guess it might be ten years since the CHB motorcycle club guys bought this site by the river and moved the rally from its former Tikokino focus – and it has been a good move. It has gone from strength to strength over those years. I have no idea how many people there were in that expanse of tents and motorcycles – but there were lots.
You’ll always receive a warm welcome at the annual Cold Duck Rally. Just ask Nash or….for that matter, his Aunt! WORDS & PICS: Nash KIWI RIDER 73
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RALLY ROUNDUP COLD DUCK
Permanent, centrally-located rally site means Cold Duck is an easy ride from Wellington in the south to Wanganui in the west and Gisborne in the east. Regular rally-goers also make sure they don’t miss out on any home comforts!
It’s a great spot, a sheltered section tion of river valley just ten minutes out of Waipawa in Central Hawke’s Bay; itself only a halfhour from Hastings/Napier, or an hour from the Manawatu. Consequently, all day Saturday there’s the sound of bikes up and down the river road from Hastings, or the valley road from SH2. The woman behind the counter at the Waipawa BP says that they do a year’s worth of $10 and $15 gas sales in that single weekend. BEER, BANDS & BONFIRES At the site there are all the key elements of a Kiwi bike rally: Beer, bands, bonfires, burnouts, bikes, boys-behaving-loudly – all the ‘B’ words that go to make up a weekend of good memories for motorcyclists. And perhaps the icing on the cake is the road from Havelock North out to the rally site – a weekend’s worth of bends in an hour or so. But to me, perhaps the most interesting thing of all is to see all those bike people slap in the middle of their comfort zone. If you are a professional type, you don’t have to worry about colleagues’ sideways glances directed at you in your smelly old riding suit top and scuffed leather pants. If you’re an oily jeans-and-work boots
KIWI RIDER 75
RALLY ROUNDUP COLD DUCK
ride you don’t have to worry about rider, those tho looking-down-their-noses looks the th sportsbike guys in their bespoke race-suits tend to give you at Track r Days. Regardless of what sort of motorcyclist you are – there are m dozens more like you here. do
Pull a beer crate up to a 44-gallon drum dru fire, crack a tinnie, say hello to the neatly-dressed woman beside you with her folding chair and her glass of Merlot. For all you know, it might be my Auntie. Entertainment runs the gamut of typical rally fare with good-humoured and tempered focus on the usuals like bonfires, bands and yes, burnouts!
76 KIWI RIDER
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KIWI RIDER 77
HERITAGE STH CANTY 100YRS
Ti Timaru’s South Canterb bury Motorcycle Club celebrates its 100th anniversary at Labour W Weekend. As part o of our build up to the event Robert Cochrane has been digging through the archives…
WORDS: Robert Cochrane PICS: John Pateman SCMCC & Alexander Turnbull Library
PLENTY TO CELEBRATE A
fter the initial launch of the club and a successful hill climb event (KR June 09) the club’s second event was very ambitious and involved a lot of planning and setting up. At this time the club had no constitution so the secretary was instructed to write to an established motorcycle club in England to ask if they could have a copy of their club rules to assist them in furthering their aims in the region. The second club event was a 24 hour trial to Dunedin in December. But let us first set the scene in New Zealand and the region at the time. By this time Timaru had been settled for fifty years with the first immigrant ship the ‘Stathallan’ arriving in Timaru in January 1859, bringing settlers from the old country to build a town and farm the region. A few cottages, a woolshed and around 35 locals greeted the 250 migrants. By 1864 the population had swelled to 3,500 people and the Timaru Herald was born. On October 18 1898 Wellington MP and businessman William McLean had his private members bill passed into law, which allowed motor cars powered by internal combustion engines to be driven on New Zealand roads. The act imposed a maximum speed limit of 12mph and a fine of 10 pound for excessive speed. FIRST STEPS By 1900 a Christchurch-made Dennison car was the first to make the 160km 78 KIWI RIDER
Christchurch to Timaru journey. The first Automobile Association had been formed by five Auckland motor enthusiasts in May 1903, not arriving in Timaru till 1913. There was however a cycle and car manufacturer in Timaru building machines from imported components, the former sourcing bicycle components from BSA in England to build their ‘Caledonia’ cycle. Cycling was a well established and popular form of personal transport, and in September 1906 the first Christchurch to Timaru cycle race had taken place. But we can only imagine the conditions of the roads, mainly dirt for horse traffic and bullock wagons with the railway the main form of inter-town transport, or coastal shipping for inter-island travel. The farming of wool and meat, and their processing were the main industries for the region. The Timaru Post Office was opened in 1909, and the new motorcycle club started in September of that year, opening a Post Office Savings account to run their affairs. Their initial hill climb event in October had a class for cycles but as only seven entries were received they were struck from the event programme. So the new South Canterbury Club’s December 24 Hour motorcycle reliability trial to Dunedin was indeed an epic adventure for the time, considering both the road conditions, and the motorcycle design of the era. THE 24 HOUR EVENT It seems that the popular motorcycles
SCMCC Club at Hydro Grand Hotel (above) ready to leave on road trial – post war era. Photo: John Pateman. Len Pateman (below on a 1927 Norton bitsa on Taiko Hill Climb) won many club trophies. Photo: John Pateman. Unknown rider (facing page) on a circa 1910 Triumph 499cc. Photo: Alexander Turnbull Library.
of this era (1909) were the Triumph with the odd Matchless, Bradbury and Humber machine. The South Canterbury Club minutes do not show the bikes used for this 24 hour event but the entries and results are accurately recorded. Riders left in threes, at three minute intervals, from 9am and had 115 minutes to get to the Waitaki Bridge checkpoint, 255 minutes to get to Palmerston with a 120 minutes spent at lunch control with final arrival at Dunedin by 5pm, a total travel time of 360 minutes. The riders left on Dec 25th (yes
Christmas day), stayed in Dunedin for Boxing Day, and returned on the 27th with the lunch stop for 60 minutes at Oamaru. Marks were awarded for reliability, petrol consumption and condition of machine. The trade class comprised six riders with Mr GB Brown winning and two riders retiring. In the private owners class four of the starters finished with Mr H. Mays the winner. By March 2010 the club was running a three-day reliability trial to Akaroa that included both a hill climb and petrol consumption test. HILL CLIMBS NEXT Hill climbs were an important event for the club in these early years with plenty
IN SOUTH CANTERBURY II of trophies and an official called ‘Clerk of Scales’ and Tycho Flat seemed to be a popular venue. At the December 1912 event, of the 24 entries, there was a novice class, open light-weight, private owners heavy-weight and open heavy-weight classes with six riders on Triumphs, six on BSAs, three Matchless,
a pair of Humbers and a Bradbury. Five riders are recorded as entered on
We’ll have more news on the SCMCC club history in the next
Scott Hudson machines of 292cc and 482
issue of Kiwi Rider meanwhile keep
and 499cc and these machines remain a
checking the Kiwi Rider website and
mystery to many Scott owners. After the
www.100yearsouthcanterbury.co.nz
hill climb events the members held the
with entry and registration forms
prizegiving and a ‘smoke concert’.
available on this site from mid June. KR
KIWI RIDER 79
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80 KIWI RIDER
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It was about six months ago when the big chill rippled through my heart. I was idling about in pursuit of nothing in particular on one of those international warehouses of shopping and tomfoolery on the internet when I started poking into motorcycle-orientated sites. I started checking out the prices being offered for a couple of the strange bikes I once set forth into highway battle on. I dabbled with the CB350 twin...of which I had a very sparkling dark metallic green version around 1973. I bought it new, but when I finally gave it the flick to help finance a journey to Europe (they call them OEs I think) it was far from a pristine piece of metalwork. Half the tank was patched up with fibreglass after three unfortunate attempts to get myself admitted to hospital, and the left-side pipe looked as if it had been dragged along the rough, chipped rocky foundations of a railway line for three hundred metres. Oh, and the handlebars always veered a few centimetres off-line to the direction of the front wheel. But it always went well...in fact the time we topped it up with avgas from the local aero club it went like a 500...until it sort of got really hot and started to smell funny. There were a couple being offered online, but the bids were sort of $US500 for a really good one. That’s when I stepped up a couple of cylinders and flicked about looking for anything interesting about the second of my 350s. The CB350F I had in 1975. A sparkling silver thing with four trumpets emerging out the back, and which had to
MORONEY ROGER MORONEY
PACK UP YOUR TROUBLES be heard to be believed at 10,000rpm. I had it right through until about 1990. I’d completely restored it and had it sitting in the corner of the garage. It sort of just sat there because I was darting about on a 600 Kawasaki at that stage, which I’d fallen in love with without really checking its past ownership pedigree. It was only when I put it in for a full service that one of the lads at the bike shop beckoned me to take a look underneath the engine that I felt the old ‘uh oh’ nerve endings stand to attention. Drilled sump plug. “It’s been raced,” he said. “She’s a bit weary mate.”
‘I sort of wasn’t surprised, for I am effectively life’s version of King Midas in reverse...in that everything I do (rather than touch) seems to turn to shit’ Nine bloody grand in our overvalued dosh.
But hey, it looked fine and still went okay so I stuck with it...at the expense of the 350F.
I sort of wasn’t surprised, for I am effectively life’s version of King Midas in reverse...in that everything I do (rather than touch) seems to turn to shit.
I got talking to a bloke who collected bikes and mentioned I had a fairly mint 350F and his eyebrows went up.
Same with the CB750 I had. It too was immaculate and I flicked it for no good reason.
Could he come and take a look?
I could have (and should have) kept every last one of the 11 motorcycles I owned through the ‘70s, ‘80s and ‘90s but chose instead to either crash them then sell them for nothing, or sell them anyway because I wasn’t spending enough time out on them.
Yeah, sure. We needed a top-up for the loan to get the roof re-ironed so I figured I could get a few bob for it. He offered a grand and I accepted without question. So, cash in bank. Roofer booked. Dying GPZ600 alone in the garage. I had a few misgivings and I sort of missed it, but hey, I was never riding the thing and putting buckets on the kitchen lino to catch drips was getting tiresome. And so it came to pass, that late last year I saw that some geezer in Italy had sold a mint 350F (a red one) to some dude in Japan for $US4500.
In the words of Frank Sinatra... ‘regrets, I’ve had a few...’ So listen to me young man, young lady...if you’ve got something dear to you parked up in the garage and its getting old and unfashionable, don’t send it packing. Instead, pack it. Put in a plastic coat and crate the thing up with a sign on it saying ‘Not to be opened until 2018.’ Believe me, you’ll make a fortune. KR
KIWI RIDER 81
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Since you are reading KR, you have some interest in print media: you’re not an illiterate moron who gets all his/her stimulus from TV/YouTube/Xbox. That’s probably because print allows a bunch of subtleties a screen can’t deliver. Advertising is one such. There’s a Toyota advert from a while back which I particularly like: a farmer (older chap, bit overweight, needs a haircut, elastic boots, moleskins) has his muddy Landcruiser/Hilux parked outside the dairy; and is standing, indecisive, talking to himself: “Maybe I’ll have a pie. “Mind you, I shouldn’t eat pies – she says I’m getting fat. But she shouldn’t tell me what to do! Bugger that; I might have two pies. “On the other hand, she does have my best interests at heart. “But what am I? Man or mouse? Who’s going to tell me what I can or can’t eat? I might have THREE pies.” There’s a bit of a subtext underneath: “Toyota. You’ll never give your car another thought . . .” I promise this IS relevant – and we’ll get back to it. Meantime, I am still reeling from the insult of a ‘friend’ who sent me this: http://www.youtube.com/ watch?v=iaB40TLQE8M If you are wondering why Hitler killed himself – and perhaps looking to take the piss out of anyone who owns a GS BMW – this may help. As a thick-skinned GS owner (but not a ‘BMW person’), and as someone
NASH MIKE NASH
NASH’S NEW WHEELBARROW who’s enthusiastic about his motorcycle, I fall into that ‘Never give your car another thought’ category. Lots of motorcyclists have ‘Driver’s Cars’: 325is, RX8s, EVOs. Or ‘Muscle’ Cars: XR8s, old Mustangs – you know? But as someone who does 50-60,000 kms a year looking through its windscreen, my car is just a wheelbarrow with an engine. I just bought a new Corolla Wagon: eighteen months old, cheap 1500cc engine from the little Yaris, wooden unresponsive steering, budget stereo, steel wheels, base spec (doesn’t even have a lockable glovebox, a vanity mirror or an adjustable intermittent wiper) and not even adjustable lumbar supports in the seats. I haven’t even had a look under the bonnet yet. What’s to see? The engine out of an old Honda Pacific Coast 800 would be more interesting. But I’m gonna enjoy owning it: it’ll do about 1000kms on a tank of gas (call it better than 50 mpg in the old money). The aircon thaws the ice off the windscreen before I have my boots on and my lunch out of the fridge. And I shouldn’t have to look under that bonnet for years and years and years. AND – it makes riding the bike so much fun. I guess people who have Driver’s Cars, and Muscle Cars and Sports Cars kind of relate to them a bit like the way I relate to the bike: they enjoy the engine, the performance, the handling – all that sensory stuff. But if your car is merely a wheelbarrow, every time you take the bike out for a wobble it just emphasises the joy: feel
ECONOHONDA
‘As a thick-skinned GS owner (but not a ‘BMW person’), and as someone who’s enthusiastic about his motorcycle, I fall into that ‘Never give your car another thought’ category’ the freezing fresh air sneaking around the edges of the visor, leeeeeeean through the corners, disdain the traffic congestion that lesser mortals must endure. All that good stuff. By the time you read this it’s probably June or July – but here it’s still mid-May. I am recovering from the trauma of the ‘Hitler’s GS’ insult, and the BMW and I are off down to the Brass Monkey in a couple of weeks. The GS just had its 20,000km service and two new tyres, so it’s ready to roll. Hooooold me back. The Corolla’ll survive just fine sitting in the driveway for a week or ten days; and I’m sure it’ll start first turn of the key, regardless of how thick the ice on it is. The Toyota man is right: you’ll never give your car another thought. KR
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I was only just out the gate when a hawk suddenly lifted off the verge and flew across the road right in front of my bike. Something fell from its claws and I saw it was a mouse – its tiny feet peddling like a roadrunner as it sailed through the air. I ducked instinctively and the mouse was gone. I hoped it wasn’t an omen. “At least it’s not cold” I’d told my friends as I set out from their place in light drizzle on the second leg of my solo South Island odyssey. Rain was forecast from Rakaia to Picton where I was booked on the ferry early the next morning. I could have delayed my booking but I was keen to be on the road again. Besides, if I holed up for the day, what would I do in this weather? My visor was fogging up badly. No matter how I played with the vents in my helmet, my vision was severely reduced. As the rain intensified, I flicked my head from side to side to force the droplets away but they were instantly replaced with more. I tried lifting the visor a crack but the rain blew in and trickled down my chin and neck. The wetter and colder I got, the more I stopped for coffee but the more I drank, the more often I had to peel off six layers of saturated clothing in freezing public toilets. I gave up on coffee when cafe staff in Cheviot gave me evil looks as I dripped water all over their floor. I dug in my pack and found my spare neck warmer. I pulled it up over my head and jammed my
helmet on top, vowing never to leave my balaclava behind again. Just when I thought the weather couldn’t get any worse, a barrage of fatbottomed raindrops began bouncing off the shiny tarmac, misting the air and making the road surface impossible to see. On the Hunderlees, sheets of water streamed downhill beneath my tyres. I felt a rush of respect for my bike – despite the appalling conditions the VFR was steady as a rock. Not once did I feel the bike lose its grip, even when the road was slick as ice. I saw none of the Kaikoura coastline as a gale off the wild sea had me head down in the driving rain, fighting to hold the bike in a straight line. By the time I finally got to Picton, my hands were locked in frozen claws and every gear change had become a conscious effort to move paralytic muscles in my hands and feet. At the camping ground, the manager took one look and upgraded me to a cabin with an ensuite bathroom and unlimited hot water. Bless him. Not a stitch of my gear was dry but I couldn’t help grinning as I stepped into the shower. I’d enjoyed the ride in a perverse kind of way. There was something deeply satisfying about making it safely, despite what nature had thrown at me. No amount of bad weather riding would ever bother me now. I crawled into bed feeling more than a little road-weary, but also accomplished, independent and invincible. That is, until someone tapped on my door a couple of
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‘By the time I finally got to Picton, my hands were locked in frozen claws and every gear change had become a conscious effort to move paralytic muscles in my hands and feet’ hours later, rousing me from a deep sleep. “Is that your bike parked out here?” a voice called from outside my cabin. “Yeah – why?” I asked. “You left the hand warmers on – I’ve turned them off for you so they don’t drain your battery.” “Gee, thanks” was all I could manage before sleep overwhelmed me again. KR
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KIWI RIDER 85
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86 KIWI RIDER
Much of BRONZ’s attention is given to protection of the rights of the roadgoing biker. Mainly because our everprotective Sheeple devote so much of their time to producing new rules, regulations and red tape for the benefi t of road users. But we are not unaware that there are many motorcyclists, bikers even, whose riding takes them off the highway. Who, perhaps, never even set a wheel on a public road. BRONZ is as zealous of the muddy rights of the chook-chasing fraternity as it is of those of our road-going brethren. And we know that many a biker has had his first experience of two-wheeled fun on a little knobbie-tyred dirt machine. The family that rides together, stays together. The chook-chasers in general attract less officious attention. But they are not completely below the radar. We hear of locked gates appearing on roads that legally are public rights of way. Local councils are all too keen to forbid the public to go where the law allows. Those corporations to which vast areas of New Zealand forest were sold off are even more keen to exclude the public. Councils are no doubt acting properly when they set speed limits on beaches (most beaches in New Zealand are legally public roads). But they are out of line when, as happened recently, they try to exclude motorcycles from beaches while permitting other motor
COLUMNS BRONZ
BIKER’S RIGHTS OFF THE (MAIN) ROAD vehicle traffic to continue to use what is a public road. The forestry companies have for many years been steadily closing off access to the forests which they bought from the people of this country. In most (perhaps all) cases the original sale by the government of the day contained a clause requiring the purchaser to continue to allow public access and enjoyment. Such clauses are now given lip service at most. When the forests were governmentowned it was a simple matter for anyone who wanted a bucolic drive to head down one of the many forestry roads. Those roads, formed at public expense, are still there. They still appear on maps. But any motorcyclist seeking a sedate afternoon’s country amble will find locked gates confronting him or her. The few areas set aside by the corporations for public amusement are a poor substitute for that which has been lost. England has a vast network of green roads, lanes and ancient rights of way, going back in some cases to Roman times, and jealousy guarded by the public. New Zealand, younger and more swiftly carved up for commercial purposes, has no equivalent of the Fosse Way, Watling St or the many narrow hedgerow-lined roads that offer an hour’s innocent amusement to Biker Bill’s pommie cousin. All the more reason why we must vigilantly guard what we do have.
‘In most (perhaps all) cases the original sale by the government of the day contained a clause requiring the purchaser to continue to allow public access and enjoyment. Such clauses are now given lip service at most’ BRONZ will always take up the case of a public right of way that appears to have been improperly closed to bikers; or of a situation where the chookchasers are being unjustly deprived of their chooks. But we do need you to tell us about it – we can’t be everywhere. Email BRONZ at: bronzauckland@hotmail. com, and for general information on BRONZ’s activities go to www.bronz. org.nz KR
KIWI RIDER 87
88 KIWI RIDER
CLASSICS AJS SPRING TWIN
Our featured bike this month is a 1952 model OHV 500cc Spring Twin
AJS and Matchless first came together in 1931 and were like peas in a pod until they were ultimately separated in 1966. KR Classics man Rhys Jones has the story
WORDS & PICS: Rhys Jones
A
JS began in Wolverhampton in the English Midlands around the turn of the twentieth century. At the time the Stevens brothers were building engines for other motorcycles. The eldest brother, Albert John Stevens, named the company A.J. Stevens Ltd, which emerged as AJS in 1911. Following an active period during the immediate post-war period the dark clouds of the great depression appeared, and financial gloom emerged. When it looked as though AJS would go the way of many other British companies, the Collier brothers, owners of the London company Matchless, stepped in and bought the AJS name. Matchless understood the value associated with the AJS name and made no attempt to bury it. They moved all AJS activity, and the remaining stock to London.
The Stevens brothers remained in the Midlands, and. AJS became in effect a part of Matchless. The AJS brand was secure in the partnership for almost the next forty years. THE NEXT STEP Associated Motorcycles Ltd bought AJS and Matchless from the Colliers in 1938, and when the Second World War started the following year began making single cylinder machines for the armed forces. At the end of the war AJS continued making single cylinder engines, or in reality did a civilian paint job on the machines that were by then not needed by the army. AMC’s inevitable move into parallel twin motors came in 1948, at the same time Norton and Royal Enfield released twins.
In 1949 a DOHC AJS horizontal parallel twin won the inaugural 500cc World Championship ridden by Les Graham. This motor, known as the Porcupine, remained a ‘works’ racer and was never put to street use. Rod Coleman later raced the Porcupine for the AJS factory on the World Championship Grand Prix circuit. Graham’s victory, so soon after the war, was a morale boost during the gloominess of post-war Britain, and a massive lift for the AJS brand. FEATURE BIKE Our featured AJS Spring Twin is a 1952 OHV 500. The present owner bought it in 1978. He was on the lookout for a British bike and saw it advertised in the NZ Herald. The asking price was $250, and he eventually got it for KIWI RIDER 89
CLASSICS AJS SPRING TWIN
AJ is one the racing world’s great AJS marques courtesy the famous m inaugural World 500cc Grand Prix in Championship-winning ‘Porcupine’ model ridden by Les Graham. Feature bike is a somewhat more prosaic but nonetheless worthy 1952 Spring Twin owned by b a local enthusiast. Bike bought in bits and lovingly put back together to its current concours to conditions. co
$200. He said it was in pieces in a box, but almost everything was there. Incidentally an AJS Model 20 of the same year went for $6,000 at auction in England in 2002. The Matchless equivalent of the model was a G9, sometimes called a Super Clubman. When these bikes were made, petrol quality was an issue. Although war time petrol rationing was abolished in 1950, what was known as low-octane ‘pool petrol’ was all that was available until 1953. Branded petrol then returned to the pumps and higher octane fuel again became available, but at first 80 octane was the highest. Many performance minded riders managed to get their hands on aviation fuel prior to 1953. RACING MODEL Also In 1953 a Matchless G45 model was added to the range. This was an outright racing machine with a highly tuned G9 OHV 498cc twin motor. It was slotted into an AJS 7R chassis, which normally supported an OHC single cylinder motor. A perfect combination of powerful twin motor, and nimble chassis? Maybe it could have been, but it was ten years later when BSA showed the way by putting a twin cylinder motor into a single cylinder chassis. It was an A10 twin cylinder motor from their very successful Golden Flash, in a chassis built for their other revered model, the Gold Star single. The result was what many enthusiasts believe to be the ultimate BSA, the Rocket Gold Star. The G45 was of course a race bike and may have been, like the BSA, more successful on the street. It certainly wasn’t as successful on the race track as the ultimate combination of the Matchless and AJS brands, the G50 single, which had an enlarged 500cc 7R motor, but was labelled a Matchless. The G45 lasted only until 1957, but the AJS Model 20 road bike survived until the end of the decade. Shortly after this Norton, which AMC had acquired some time before but left to operate in Birmingham, moved to London and the dilution of the three great names caused by the ‘common parts bin’ began. AMC collapsed in 1966, and Norton Villiers Triumph was formed. KR
90 KIWI RIDER
I
t would be natural, when asked to name a motorcycle with a flat twin engine and unusual front and rear suspension, to think of BMW. The Bavarian Boxer, with its peculiar Telelever and Paralever designs would be by far the most common answer, but there is at least one other correct response – English manufacturer Douglas. Some of their earlier models also had flat twin engines, but they were mounted lengthwise along the frame, so the rear cylinder was completely shielded from airflow, instead of the better arrangement for cooling of sticking a cylinder out each side in the breeze (which this 1947 350cc machine has). It’s a shame that Douglas didn’t take advantage of the longitudinal crankshaft by including shaft drive, but instead has added a right angle gearbox to allow the more common chain and sprocket to the rear wheel. THOSE CUNNING POMS That wheel appears to be rigidly mounted, with no obvious bump absorption, but those cunning Poms have used two short links near the swingarm pivot and a bellcrank to transfer vertical motion to two torsion bars running inside the lower frame rails to the front of the engine. In comparison, the front suspension will be instantly identified as a leading link type, and similar to that seen some years later on millions of Honda 50 stepthrus. Extra suspension travel for the rider is provided on the sprung saddle, so the 350 is comfortable to ride, in a slightly bouncy way. GETTING STARTED Starting the bike is straightforward, and typical of its age. Owner Ivan Clarke, who rescued the bike from a fate of gradual decay, told me that with the petrol tap on, each carburettor is flooded using the float ‘tickler,’ the ignition timing retarded with the lever on the right side handlebar, gearbox checked for neutral, and a firm push down on the non-folding kickstart lever, the rider would be reward ed with a one-kick cracking into life. He was right. The spark is then advanced, clutch pulled in, the right side gear lever lifted up into first gear, and the modestly powered Douglas purrs away smoothly. Subsequent selection of the higher gears (there are four) is by a firm and positive push down on the lever.
CLASSICS DOUGLAS 350
Having a passing interest in classic bikes himself Racing Dave asked if we would run a story on a friend’s Douglas 350. The answer? Of course we would. WORDS: Racing Dave PICS: RD & Jeremy Ballagh No tachometer is fitted, of course; the only instruments are the speedometer (the 350 comfortably cruises in the 60 km/h region, topping out near 100 km/h) and the ammeter, monitoring the rate of charge (or otherwise!) in the 6-volt battery. A discharged battery is of no concern to the engine, as the ignition runs from a magneto. PERFECT BALANCE Like the similar engine layout of proper BMWs, the Douglas has perfect primary balance, so runs very smoothly, and the heavy flywheel masks the typical sideto-side rocking motion when blipping the throttle, but the crankpin offset still gives a little vibration, which is most noticeable in the mirror’s blurred image. Riding the bike is easy – the steering is light, the high-profile 19-inch tyres roll freely over bumps, the feeblelooking drum brakes are surprisingly
effective, with a two-finger pull on the front lever washing the (ahem) speed off remarkably well. The hardest part of riding is the IQ test in using the foot controls ‘wrong-sided’ which overloads my modern-bike-instinctive brain at times, requiring constant concentration. AN UTTER DELIGHT A sunny afternoon spin on a country road is an utter delight on the Douglas 350; the burble from the barely-silenced twin mufflers complemented by the air sucking into the tiny open-mouthed carburettors, and you always get a cheery wave from those other motorists enjoying a day out in their own manner. KR Yep, Racing Dave’ll give anything a go and enjoy it just the same. Classic British-built Douglas is two-wheel equivalent to Jowett Javelin, a distinctively different and innovative machine but never a volume seller like a Triumph, BSA or Matchless.
KIWI RIDER 91
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Sub-titled ‘Everything you need to buy, ride, and enjoy the world’s most versatile motorcycles’ this book purports to fill a gap in the library of motorcycle instruction manuals. The term dual sport is not as common here as in the USA, where the book is published, but in essence it means riding on and off-road on the same motorcycle. The author quite rightly points out that in the beginning; “all motorcycles were dual sports.” In the early days of motorcycling, gravel, dirt, and patches of tarmac were encountered every time a rider went out. But of course as more and more roads were sealed, specialized road bikes became common, followed by equally specialized off-road machinery.
Publisher: Whitehorse Press Supplier: Techbooks, 380 Broadway, Newmarket, Auckland, Ph 524 0132. Author: Carl Adams. Review: Rhys Jones. Price. $65.00
Now a growing group of riders are returning to the roots by accepting the challenges of demanding surfaces, and different terrain. Most of the European manufacturers tend to call it adventure riding. BMW’s GS models have been negotiating every type of surface known to man for years. They were usually referred to as enduro bikes. The book has four sections; Choosing a dual sport’ which outlines the type
BOOK REVIEWS DUAL SPORT
DUAL SPORT MOTORCYCLING
of machinery available, and how to match up the bike you choose with your own needs. ‘Riding gear and motorcycle setup’ has detailed advice on the type of riding gear you will need. ‘How to set up the bike for the terrain you expect to explore’, and to me one of the most challenging aspects of this type of riding, ‘what sort of tyres should you use?’ Tyres says the author are vital. There is no point in buying the best safety gear if your tyres are worn, inefficient, or inflated incorrectly. Good tyres will prevent the crash that your expensive safety gear is supposed to protect you from. There is plenty of sound advice on suspension set up, basic and advanced riding techniques, and maintenance and repairs on the run. The final section has a heavy American bias regarding geography and dual sport organizations, but most of it is easily adaptable to local thinking.
The rewarding aspect about American instruction books is that they give you so much information that it’s easy to leave out what you don’t need and still be left with plenty of valuable information. KR
Publisher: Veloce Publishing Supplier: Techbooks, 380 Broadway, Newmarket, Auckland: Ph 524 0132. Author: Daniel Peirce. Review: Rhys Jones. Price. $80.00.
KIWI RIDER 93
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ROAD COMPETITION MOTOGP
ROSSI RULES JEREZ WORDS: Todd S. PIC: Yamaha Valentino Rossi (Yamaha) helped rule out any hope of local riders winning tthe Spanish GP at Jerez on May 3.
It took 18 laps for the Italian to pass the fast starting Spaniard Dani pa Pedrosa (Honda) for the lead. After battling his way past team mate Jorge Lorenzo (Yamaha) and Casey Stoner in the early laps Rossi had to continue to work hard for his 98 th GP win.
Lorenzo had started from pole position but along with Stoner struggled with bike set up. The pair pushing each other to the very limit for the final podium spot, with Lorenzo paying the price and crashing out with four laps to go. Stoner was able to back off after Lorenzo’s demise, with surprise front runners Randy de Puniet (Honda) and Marco Melandri (Kawasaki) over 30 seconds behind at the flag. A disappointed Andrea Dovizioso (Honda) finished eighth after running off the track early on and having to work his way from the back of the pack.
250GP It was pay-back time with Honda’s Hiroshi Aoyama reversing the previous week’s result and taking competitor Alvaro Bautista’s (Aprilia) home Grand Prix victory. The race battle had included the close attention of Marco Simoncelli (Gilera) and Hector Barbera (Aprilia),who both became consumed by their own ruthless fight for the final podium spot. Simoncelli proving most desperate to maximize his first points haul of the year and taking third. 125GP Brit Bradley Smith celebrated his first win after leading from the first turn at Jerez. The Aprila rider maintained a comfortable lead throughout with various dramas unfolding in his wake. Championship leader Andrea Iannone remounted to finish outside the points, while Sergio Gadea (Aprilia) slipstreamed past the KTM of Marc Marquez in the run to the finish line.
Defending World Champ Valentino Rossi made it look easy at Jerez
RESULTS MOTOGP RND3 JEREZ SPAIN MAY 3 MOTOGP 1. Valentino Rossi (Yamaha) 45’18.557 2. Dani Pedrosa (Honda) +2.700 3. Casey Stoner (Ducati) +10.507 4. Randy de Puniet (Honda) +31.893 5. Marco Melandri (Kawasaki) +33.128 6. Loris Capirossi (Suzuki) +34.128 Fastest Lap: Rossi (record) 1’39.818 250GP 1. Hiroshi Aoyama (Honda ) 45’08.805 2. Alvaro Bautista (Aprilia) + 0.132 3. Marco Simoncelli (Gilera) +2.706 4. Hector Barbera (Aprilia) +2.7696 5. Thomas Luthi (Aprilia) + 17.946 Fastest Lap: Bautista (record) 1’43.338 125GP 1. Bradley Smith (Aprilia) 41’49.556 2. Sergio Gadea (Aprilia) +13.524 3. Marc Marquez (KTM) +13.553 4. Scott Reading (Aprilia) +14.251 5. Efren Vazquez (Derbi) +14.758 Fastest Lap J Simon (record) 1’47.057
LORENZO DOMINANT IN FRANCE WORDS: Todd S. PIC: Yamaha It was a masterful display that saw Jorge Lorenzo (Yamaha) dominate round four of the MotoGP championship at the French Grand Prix on May 24. The Le Mans weather again proved predictably unpredictable with all the riders setting out on wet weather tyres but needing to pit and change to slicktyre-shod machines during the course of the race. Lorenzo slithered to the front on the first lap and pulled away, quickening the pace throughout despite being the second to last to make his pit stop. The young Italian was able to relax in the final laps as it became obvious that his closest rivals, Marco Melandri (Kawasaki) and Dani Pedrosa (Honda), weren’t going to catch him. Lorenzo’s pursuers at the flag had followed Valentino Rossi (Yamaha) in making their pit stop (to change bikes/ tyres) early, but had avoided the problems the world champion got into. After running in second position, Rossi fell soon after changing to his dry set up machine 96 KIWI RIDER
It all went right for Yamaha’s Jorge Lorenzo in France
and ended up making no less than four pit stops, changing machines and suffering a ride-through penalty. 250GP In winning the 250cc Grand Prix, Marco Simoncelli (Gilera) leapt from 16th in the championship points to fourth. It was a commanding win by the reigning champion who scored no points in the first two races. Alex Debon (Aprilia) didn’t make himself popular, wiping Thomas Luthi (Aprilia) out of second position and the race, before remounting and crashing again. 125GP Julian Simon proved the most level headed in what can only be described as something of a crash-fest. The wet race saw no fewer than 30 crashes, with Simon able to capitalize on the massive gap he and Nicholas Terol had made in the early laps when Terol crashed. Simon’s chasers constantly toppled over and Terol was able to work his way back up to ninth at the finish, despite falling again.
RESULTS 2009 MOTOGP RND4 Le MANS FRANCE MAY 17 MOTOGP 1. Jorge Lorenzo (Yamaha) 47’52.678 2. Marco Melandri (Kawasaki) +17.710 3. Dani Pedrosa (Honda) +19.893 4. Andrea Dovizioso (Honda) +20.455 5. Casey Stoner (Ducati) +30.539 6. Chris Vermeulen (Suzuki) +37.462 Fastest Lap: Pedrosa 1’35.647 250 1. Marco Simoncelli (Gilera) 49’07.591 2. Hector Faubel (Honda) +18.128 3. Roberto Locatelli (Gilera) + 21.642 4. Alvaro Bautista (Aprilia) + 31.0876. 5 Ratthapark Wilairot (Honda) +50.497 6. Raffaele De Rosa (Honda) +56.366 Fastest Lap: Debon 1’51.406 125 1. Julian Simon (Aprilia) 47’08.273 2. Jonas Folger (Aprilia) +27.084 3. Sergio Gadea (Aprilia) +30.916 4. Bradley Smith (Aprilia) +31.530 5. Takkaki Nakagami (Aprilia) +1’09.235 6. Dominique Aegerter (Aprilia) ++1’12.223 Fastest Lap Smith 1’56.188
Haga was struck by a bird on the first corner. From this point his win was never inn doubt and he crossed the finish line overr 2.6 seconds ahead of Fabrizio.
ROAD COMPETITION SUPERBIKES
Yamaha’s Ben Spies came back from m running out of petrol in the first race e at Monza to win the second.
SUPERSPORT
SPIES CLOSES THE GAP WORDS: Staff PIC: Ducati
ending up the stronger and closing in.
It was a dramatic World Superbike Championship round at Monza in Italy on Sunday May 10, as Yamaha’s Ben Spies again suffered the two extremes of racing, the victory and victory snatched away.
Three laps from the end Fabrizio drafted Spies on the main straight to take the lead going into the first chicane, only for Spies to take it back on the penultimate lap. The Yamaha rider then led convincingly and was looking a certainty for the win until running out of fuel as he took the Parabolica corner for the last time heading for the start finish straight.
Race one only made it to the first chicane on lap 1. Tamada fell just before the corner and his bike slid down the grass and across the track, taking with it Corser, Hill, Roberts and Neukirchener. A red flag was issued and the race restarted. The race then became a battle at the front between Haga, Fabrizio and Spies. By lap nine Spies had a one second advantage over the Ducatis as they fought for second, Fabrizio
He managed to coast to the line but was in 15th position by the time he passed the chequered flag. Spies eventually got to the flag – in front of Fabrizio as well – in the second race, tucking in behind championship points leader Noriyuki Haga briefly before moving into the lead when
Yamaha’s Cal Crutchlow was the man to watch in the Supersport race taking the lead from Honda rider Eugene Laverty on lap five then battling to the flag with Laverty and Fabien Foret, the mod eventually going to Crutchlow from Kawasaki’s Joan Lascorz.
RESULTS RND 5 WORLD SUPERBIKE CHAMPIONSHIP MONZA MAY 10 RACE 1 1. Michel Fabrizio (Ducati) 2. Noriyuki Haga (Ducati) 3. Ryuichi Kiyonari (Honda) 4. Yukio Kagayama (Suzuki) 5. Jonathan Rea (Honda) 6. Tom Sykes (Yamaha) RACE 2 1. Spies 2. Fabrizio 3. Kiyonari 4. Rea Honda 5. Max Biaggi 6. Sykes. Fastest lap: Michel Fabrizio (Ducati) SUPER SPORT 1. Cal Crutchlow (Yamaha) 2. Joan Lascorz (Kawasaki) 3. Fabien Foret (Yamaha) 4. Eugene Laverty (Honda) 5. Andrew Pitt (Honda) 6. Katsuaki Fujiwara (Kawasaki) Fastest lap: Cal Crutchlow (Yamaha) 1’49.728
DOUBLE VICTORY FOR DUCATI WORDS: Staff PIC: Ducati Noriyuki Haga and Michel Fabrizio made it a triumphant day for Ducati Xerox in the sixth round of the Hannspree FIM Superbike World Championship at Kyalami on Sunday May 17. On the championship’s return to South Africa for the first time in seven years, 53,000 spectators witnessed two 1-2 wins for the Japanese rider and his Italian team-mate. It was a day of misfortune once again for Ben Spies (Yamaha World Superbike), who had to retire in race 2 after claiming a podium in the first encounter. The races also saw Jonathan Rea (Hannspree Ten Kate Honda) take his first WSBK podium, while Max Biaggi and Shinya Nakano gave Aprilia an overall good result with two fifths and two sevenths respectively. Haga clinched his fifth win this year with a commanding performance in race 1. After two days in the shadows, the points leader came good in the race and from the mid-point onwards ran towards
The key players at Kyalami, Ducati pair Noriyuki Haga and Michel Fabrizio and Yamaha’s Ben Spies
the chequered flag with ease. Fabrizio and Spies had to settle for the other two podium slots, in that order, after a midrace battle that was decided when the American made a slight mistake, his foot slipping off the pegs. Haga also led Fabrizio home to the flag in the second race, the Japanese rider leading for 23 of the 24 laps. The win further extended his lead in the championship points standings. Lap 3 saw the demise of Spies, whose R1 machine entered the pits with a gear shift problem. SUPERSPORT Meanwhile Eugene Laverty stormed to a third Supersport win for the year at Kyalami after a dominating performance on his Parkalgar Honda machine. The Irishman pulled out a commanding four second lead in the early laps and from that moment on could administer his advantage until the flag.
RESULTS RND 6 WORLD SUPERBIKE CHAMPIONSHIOP KYALAMI SOUTH AFRICA MAY 17 RACE 1 1. Noriyuki Haga (Ducati) 2. Michel Fabrizio (Ducati) 3. Ben Spies (Yamaha) 4. Jonathan Rea (Honda) 5. Max Biaggi M. (Aprilia) 6. Carlos Checa (Honda) RACE 2 1. Haga 2. Fabrizio 3. Rea 4. Leon Haslam (Honda) 5. Biaggi 6. Checa SUPERSPORT 1. Eugene Laverty (Honda) 2. Cal Crutchlow (Yamaha) 3. Mark Aitchison (Honda) 4. Joan Lascorz (Kawasaki) 5. Kenan Sofuoglu (Honda) 6. Andrew Pitt (Honda)
KIWI RIDER 97
ROAD COMPETITION ACTRIX WINTER SERIES
FROST & FITZGERALD SHINE WORDS & PIC: Todd S Sloan Frost (LG Suzuki) and Hayden Fitzgerald (Castrol Honda) were the class acts at the first w round of the Actrix Winter series at ro Taupo, May 16. Ta
Frost won the first race in damp conditions after following Honda’s Hayden Fitzgerald for much of it, then slipping past with a couple of laps to go. In the second race Frost had to start from pit row, after missing the warm up lap while making a late tyre change. The new dad still managed to work his way up to second place after completing his chores, giving him equal
points with Fitzgerald in the F1 class for the day. Frost won again in the separate Superbike class race at day’s end, after stalking Fitzgerald once more. Frost also collected a Vic series record lap at the circuit (1:31.684) to go with his outright record (1:30.982) set earlier in April. There was plenty of action across the large range of classes with BJ Cawthorn (Yamaha), Paul Buckley (Suzuki), and Scott Moir (KTM) leading the points for the F2, F3 and S1 Supermotard classes at days end, respectively. Sloan Frost and Hayden Fitzgerald. shared the wins.
RESULTS RND 1 2009 VMCC ACTRIX WINTER SERIES TAUPO MAY 16 F1 1. Hayden Fitzgerald (CBR1000RR) 2-1, 2. Sloan Frost (GSX-R1000K8) 1-2., 3. Phil Derby (GSX-R1000) 3-4, 4 Adrian Cox (GSX-R1000) 6-3, 5 Glenn Skachill (GSX-R600) 4-5. F2 1. BJ Cawthorn (YZF-R6) 1-2, 2. Glen Skachill (GSX-R600) 3-1, 3. Craig Frethey (CBR600) 4-3, 4. Marcus Beagley (ZX-6R) 4-6, 5. Gah Chan (GSX-R600) 7-8. F3 1. Paul Buckley (SV650) 1-3, 2. Neil Chappell (ZXR400) 2-2, 3. David Cook (SV650); 4 Leigh Tidman 3-5, 5. Chris Osborne (Ozzy 450) 5-4. For full results including other classes and lap times go to www.mylaps.com
s e k i B m o t s u C & s y Harle
The Ultimate Shocks for:
S TWIN SHOCK E L B A T S U J L, AD INLESS STEE A T S , Y T U D HEAVY
• Polished stainless steel bodies • Polished stainless steel springs • Full 2 year warranty • Adjustable spring preload • 18mm diameter hard chrome shaft • Black or silver anodised mounts • Full adjustable, high pressure gas damping (11 clicks) • Double acting shim stack valving just like a monoshock • With chunky 42mm bodies and 72mm springs, they look right on a big bike.
Available now from your nearest Harley or Japanese franchised dealer
Distributed by Eurobike Wholesale Ltd
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EHAKR002
MOTORC YCLE EYE WEAR
Designed and made in Italy!
ROAD COMPETITION ROAD RACING
Dyna -Eye
ROAD RACING WITH BRIAN WOOD
Introducing Dyna-Eye Motorcycle eye wear for every style of riding from competition to leisure. Dione Moto
Taupo was the venue for the first round of the Victoria Club (VMCC) Winter Series on the 16th May and thanks to a link that Ricoh, my sponsors, have with Formula Challenge, I managed to get some practice the day before the event. Titania Seri
es
The Taupo track has come in for some fairly harsh criticism amongst the bike racing community of late regarding repairs that have been carried out on the track surface. The substance used for the repairs is a resin that is very slippery and even more so in the wet. My Friday practice was very wet and confirmed just how bad the surface was – I’m surprised that the track is classed as safe to race on in such conditions, especially for bikes.
REVOLUTIONARY NEW ‘OPTIC CLIP’ ACCESSORY. Have your optician fit your prescription into the ‘Optic Clip’ and it simply fits into the range of Dyna-Eye frames for hassle free riding. Available for Deimos 3 Moto, Oberon Moto, and Titania Series.
Priced from $89.00 AVAILABLE FROM ALL GOOD BIKE SHOPS
WET AND COLD
oto Deimos 3 M
to
to Oberon Mo DISTRIBUTED BY EUROBIKE WHOLESALE LTD
EDEKR001
Deimos Mo
Race day dawned wet, as expected, and my first session was Superbike (1000cc) qualifying. I felt comfortable on the bike and managed to grab fourth for a front row start. Next was the Supersport (600cc) session and I wanted to ensure a good grid position. Unfortunately going into my second lap I lost the front at turn two and crashed heavily. The bike slid gracefully onto the grass but as I tried to do the same I took quite a knock to my right lower back which left me in a lot of pain. Back in the pits I set about the repairs, the bike
needed a new handlebar and some minor bodywork repairs. Feeling very second hand I started the first Superbike race badly and struggled to get anywhere in the race as I was still in a lot of pain from my back. I finished in 10th place. For the Supersport race, pain killers and some rest got me feeling slightly better. I started well and took the holeshot into turn one and led for the first few laps until BJ Cawthorn and Glen Skachill got past, but I felt I had the pace to run with both. GAME OVER However, following Glen into turn seven is the very last thing I remember about the race until I woke up in an ambulance. Transferred to Taupo hospital, I found out I’d torn a few muscles in my back/shoulder and also somehow sustained a blow to the left eye. The crash was a big one – and caused the race to be red flagged as I was knocked unconscious. But by the bizarre red flag rules I still finished second as the result is taken back one lap. So, not the results I’d have liked from Taupo ,and crashing twice in one race day is not good, but my next meeting is the last round of the Auckland (AMCC) series at Pukekohe where I hope to clinch the Formula 2 Championship. KR KIWI RIDER 101
HOT PRODUCTS ROAD
DRAGGIN JEANS’ WHITE CAMO WORDS: Ollie S. PIC: Geoff Osborne
Draggin Jeans are famous for saving yyour backside from the gnarliest of road burns. So I was happy to put ro arse cheek and knee cap on the line ars for a first hand uncoordinated stunt test account of Draggin Jeans’ Kevlar lined Camo Jeans. It happened like this. When the weather was a little warmer and a fair sight dryer, I had the pleasure of running in a brand new 2009 Yamaha YZF-R1. It’s a moment in my life that I will never forget. Because not only did I end up riding the earth shatteringly gorgeous machine upright on dry tarmac, one otherwise innocuous afternoon I also (ouch!) found myself riding it sideways on its faring – sparks included. BUGGER! It was one of those ‘shit happens’ moment and whilst sliding down the warm early autumn tarmac not far from KR headquarters I remembered thanking
my lucky stars that I had decided to don my new seat of Draggin Jean Camos instead of my usual borderline (yeah? Ed) metrosexual Lee stretch denim jeans. The funny thing is that amidst the flurry of people rushing to my aid, me picking the R1 back up, hitting the start button and peeling off back through the intersection I had just slid through, I hadn’t given a thought to the possible damaged inflicted to my body. On returning to work I discovered that I had shredded the right arm of my Ixon jacket and scuffed my gloves, but incredibly all the Draggin Camo Jeans had was a slight seam tear, albeit one about one cm wide, complete with impregnated tarseal; which has blended quite well with the white, grey, black camo design. WHAT IF? Otherwise the tough Kevlar lining did a magnificent job at protecting my legs and the heavyweight drill fabric used as the exterior textile held out the urge to tear.
Ollie pre lay-down showing off his Draggin Jeans camos.
Job done. Thanks Draggin Jeans. KR
OHLINS SUSPENSION UP-SPEC COMPONENTS FOR 2009 YZF R1 How to make a great bike even better!! Distributor: Crown Kiwi.
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1 OHLINS FPK108 FRONT FORK PISTON KITS. For re-spec of stock cartridges. much improved pitch, control and compliance. $699 (oil & fitting extra) OLINS 8774 SERIES FRONT 2 FORK SPRING KITS Two rate options available, straight drop in. No messing around cutting and recutting preload spacers. $300/ pair. OHLINS FRONT FORK FLUID This is EXACTLY the same suspension fluid used by Ohlins in Moto GP and WSBK. Rossi, Stoner, Lorenzo, Haga and Spies. Extremely good flow properties at low temperatures and stability at high temperatures. Pricey but quality and performance costs. Works well in all brands of suspension OHLINS FGK145 FRONT FORK 3 CARTRIDGE KIT The ultimate solution and the choice of National and worldwide champions. Used here in NZ by Budgen, Stroud, Jones, Shirriffs, Smith, Williams and Fitzgerald. Settings for track and road $3500. 102 KIWI RIDER
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4 OHLINS YA888 TTX36 REAR SHOCK Dramatically improved ride compliance, mechanical grip, chassis stability and tyre life. The exact same shock used by Ben Spies in World Superbike. $2800. Re-valve OEM rear shock, re-spring as required from $300. Up-spec OEM rear shock with Race Tech gold valve and shaft flow separator, re-spring as required from $650 OHLINS SD024P STEERING 5 DAMPER KIT The overwhelming choice in Moto GP/World Superbike. Pressurised for cavitation free performance. Refined progression of action. Adjustable and fully rebuildable. For racing only. $1100.
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Similar options exist for all late model sports bikes and suspension solutions are offered for all budgets.
AIROH HELMETS This famous Italian brand is about to become available throughout New Zealand, with an arrival date around early July. This premium Italian brand stands out from the masses with a strong focus on technology, style, weight, raw materials, comfort, fit and ventilation. AIROH CEZANNEE 1 $499 Distributor: Forbes & Davies Ltd The Cezannee is a flip-up helmet that boasts a thermoplastic shell (available in 2 shell sizes), an integrated sun visor, washable and removable comfort liner, anti-scratch visor, ample venting, micrometric retention system, and ECE22.05 safety. The Cezannee can be fitted with optional bluetooth and ride-to-rider communication kit or MP3. The Cezannee comes in Gloss Black in sizes XS to XXL.
HOT PRODUCTS ROAD
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2 AIROH FORCE VISION $559 Distributor: Forbes & Davies Ltd The Force Vision helmet is constructed from light and durable thermoplastic, and features an integrated sun visor, anti-scratch visor, removable washable comfort liner, multiple intake venting, rear air extractors, removable breath deflector, micrometric retention system, and ECE22.05 safety rating. And like the Cezannee model, the Force can be fitted with an optional bluetooth and rider to rider communication kit or MP3. Available in a Black/Silver/Grey graphic in sizes XS to XL.
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3 SPECTRO HEAVY DUTY GOLDEN SEMI-SYNTHETIC ENGINE OIL $22 Distributor: Darbi Accessories Heavy Duty Golden Semi-Synthetic is the ultimate semi-synthetic, blended engine lubricant designed specifically for use in Harley V-Twin engines. This proprietary combination of world class group IV synthetic lubricants, superior base stocks and advanced anti-wear additives provides lower consumption rates, extends component life, reduces wear Available in: 20W50 – 0.946L 4 CHILL OUT OVER JACKET Distributor: Northern Accessories Use as a windproof barrier over motorcycle leathers or as a windproof barrier for general outdoor activities! Waterproof, water repellant and breathable. Ideal for any non-waterproof riding jackets or suits throughout the winter months. 5 HEATED GRIPS $99 Distributed by White’s Powersports Don’t stop riding this winter because of freezing cold hands! These heated grips are the perfect solution to take the chill off and make the last part of the ride as pleasant as the first. They are suitable for motorcycles with 12 volt electrics and a battery capacity of 6ah (minimum). Features include: simple Installation; select high/low temperature settings; weatherproof; comfort-sized grip, naturally reduces hand and wrist stress. Available for ATV, Road 7/8” and Cruiser 1” sizes. 6 HJC CL-25 SWING HELMET $180 Distributor: Darbi Accessories HJC innovative and modern helmet design with removable “zip out” ear flaps for multi season
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4 use also comes with a removable, washable nylex anti-allergic liner for easy cleaning and a quick release buckle. Colours: matt black/pink, matt black/silver. 7 SIDI CANYON GORE BOOTS $ 549 Distributor: Darbi Accessories Produced in top-grain leather and shammy split-grain leather on the boot leg. Lined with Gore-Tex membrane. The boot instep features a replaceable micrometric SL lever and closure strap. The SL lever may be used in two ways: more than one click at a time, for an immediate lock, or half a click at a time for an excellent micrometric adjustment. The grey
6 flaps can be pressed together to unlock completely or alternately to loosen the fit gradually. Features; full grain leather, water-repellent and breathable Gore-Tex membrane, Velcro straps, nylon insole and removable arch support, rubber sole, with slip-proof design. Sizes: 40 to 48. 8 SNO-SEAL the Original BeesWax $16/jar $13/tube Distributor: Dold Industries Protect your leather from rain, sun, snow and salt. Sno-Seal beeswax prevents water from penetrating the leather, keeping you warm and dry and extending the life of your boots and clothing. KIWI RIDER 103
I Introducing a new b benchmark for gloves
Ninja
RRP: $169.00
• Palm made in unlined colourfast PITTARDS speciallytreated leather • Back in cow-skin leather with silk lining • Maximum knuckle protection with CARB ON-AramideHybrid protective mouldings • Fingers and cuff protected with CARBON leather panels backed with TEMPERFOAM and Kevlar® branded fibre • Side of hand reinforced with doubled cow-hide leather and protected with schoeller-KEPROTEC and special foam • AIR-VENT on fingers, underlaid with KEPROTEC Colours: Black-azur • black-red • black Sizes: 8, 9, 10, 11
Panther
RRP: $139.00
• Unlined palm in colourfast cowhide leather • Back in cow-skin with 100% polyester silky lining • Carbon knuckle protection • Doubled material and ventilation vents on fingers • Reinforced ball of thumb • Velcro adjustment at cuff Colours: Black - sizes: 7,8,9,10,11
Fresco
RRP: $119.00
• Durable soft calf leather • TFL - COOL coating (reflects sunlight) for rider comfort • Curved fingers and quilted seam technology for opti mum rider control • Specialised foam knuckle guard underlay • Ball of the hand reinforced with Keprotec • Side of hand and palm reinforced with double layer calf’s leather • 3M Scotchlite reflective material • Wrist adjustment strap Colours: Black - sizes: 7,8,9,10,11
Snowflake
RRP: $199.00
• Back of hand, thumb and cuff in robust Polyamide • Palm in PITTARDS WR 100 treated leather • GORE-TEX membrane liner (breathable /wind and waterproof) • 3M-Thinsulate thermal liner (65% Polyolefin, 35% Polyester) • HUSKY Polyester micro-fleece padded lining (thermal) • Schoeller Dynatec on knuckles and sides • 3M Scotchlite reflective material • Adjustable wrist and cuff er • Integrated rubber visor wiper Colours: Black Sizes: 7,8,9,10,11 11
CHE C THE K S SPE E CS!
Polar
RRP: $96.00
• Cow hide leather palm • Back and cuff in 100% Polyamide Airguard with leather pannels • Windproof and breathable HIPORA waterproof membrane • Thinsulate thermal lining Colours: Black - sizes: 7,8,9,10,11
Estivo
RRP: $96.00
• Palm made from durable AMARA (60% Polyamide, 40% Polyurethane) • Fingers reinforced with leather inlays • Back of hand made from breathable net material • Hard plastic knuckle shell protector reinforced with leather inlay • Palm and ball of the hand reinforced with Keprotec • Held print on palm and back of hand • Wrist adjustment strap Colours: Black - sizes: 7,8,9,10,11
Phantom
RRP: $379.00
• Palm and back in highly abrasion-resistant sweatproof and colourfast kangaroo leather • Unlined palm. Back and thumb fully padded with shock-absorbing suprotect and 100% kevlar® • Little and ring fingers additional kevlar® padding on the inside and outside • Pre-formed, crumple-free palm • Special flat seams reduce pressure points on the inner hand, and enhance feel • Gfc shells with 100% kevlar® ceramic polymer matrix coating give perfect protection to the side of the hand and knuckles • Velcro straps on the cuff and wrist • Visor wiper Colours: White-red-blue • white-blue • white-red - black C Sizes: 8, 8.5, 9, 9.5, 10, 11 S
Hashiru
RRP: $269.00
• Palm In Highly Abrasion-resistant Sweat Proof And Colour Fast Kangaroo Leather • Back In Soft Cowhide Leather • 100% Polyester Lining • Special Step Steam For Unsurpassed Fit • Underneath The Carbon Knuckle Protection • Twin Velcro Straps At Cuff • Visor Wiper Colours: Black - Red - Blue - sizes: 7,8,9,10,11,12
Blizzard
RRP: $169.00
• Palm in soft cowhide leather • Back and cuff in 100% Polyamide Airguard with leather pannels • GORE-TEX membrane • Heat accumulating lining • Reflective pannels • Velcro adjustment for snug fit • Visor wiper Colours: Black - sizes: 7,8,9,10,11
Available from good bike shops now. 104 KIWI RIDER
SPECTRO FUEL CONDITIONER AND 2 STABILIZER $13/250ml Distributor: Darbi Accessories Concentrated – treats up to 64L. Selected ingredients prevent the formation of fuel related gums and varnishes, counters ethanol induced problems, ensures easy strating after storage. Absorbs moisture to fight corrosion. Contains oil to provide extra lubricity and protection.
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HOT PRODUCTS ROAD
1 YAMAHA RACING GEAR BAG $310 Distributor: Yamaha Motor NZ Keep everything in one place with this massive bag. Made out of heavy duty polyester and a moulded polyethylene base, the Yamaha Gear Bag can accommodate all your essential riding equipment from chest protectors, boots, helmet, pants, etc. through to leathers, back protectors, and so much more. With a quick pull handle and off road type wheels, along with numerous outer pockets to secure your valuables, this easily manoeuvrable case is a must for any competitor.
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SPECTRO GOLDEN 2T INJECTION LU3 BRICANT $18/L Distributor: Darbi Accessories Golden 2T Injection Lubricant is a synthetic-blend lubricant for use in all air and water cooled two stroke engines with injector/auto lube systems. 2T crankcase injector oil gives exceptional protection as well as clean operation at all temperatures. It guards against piston scuffing and seizure, minimises plug deposits to eliminate fouling and reduces exhaust outlet tip deposits.
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WFO HANDLEBAR GAUNTLET $49 4 Distributor: Forbes & Davies Ltd Just in time for Winter, WFO Accessories have recently released these Handlebar Gauntlets for road bikes. Simple to attach, just slip over bars and tighten the adjustable strap, these heavy duty nylon gauntlets will protect your mits from the 8 worst winter can throw at them. METZELER LASERTEC From $224 Dis5 tributor: Forbes & Davies Ltd The Metzeler Lasertec is a sport/touring x-ply tyre that features the newest materials and compound technology applied to a classic tread pattern. The high silica compound ensures excellent grip over a wide temperature range under all weather conditions. A classic parabolic arrow tread design combines brilliant water dispersal with harmonious wear patterns and great road performance. The Lasertec has a modern tyre contour tuned to sport/touring needs – for maximum riding fun on any roadway. See your Metzeler stockist for the full size range and pricing. MAXIMA SCOOTER 4T $14/L Distribu6 tor: Forbes & Davies Ltd Petroleum based 4T 10w40 engine oil, formulated for modern free-revving scooters and mopeds. Protects against harsh city conditions defined by constant stop-and-go traffic, excessive idling and fully loaded engine operation. Scooter 4T blends the latest in high-performance anti-wear additives with an advanced detergent system to keep your engine running smooth and trouble-free all year round.
7 Oxford BIKEMIKE 4 $279 Dis7 tributor: Northern Accessories The Oxford BikeMike4 (BM4) is an advanced intercom system with modern styling and a compact design which make it easy to use and comfortable to carry. It offers full duplex sound which means that both rider and passenger can talk normally at the same time. The headsets will fit all helmet types as we thoughtfully provide a choice of 2 types of microphone. The BM4 allows integration of your day to day technologies such as GPS navigation systems, mobile phones or MP3 players.
5 TEKNIC JETSTREAM ‘2PC’ 8 RAINSUIT $89 Distributed by White’s Powersports Lightweight and stylish! Teknic’s Jetstream 2 piece rain suit will keep you dry, even on the wettest ride! Sized to fit comfortably over your riding gear. Folds compactly for easy storage. Features include: PVC with heat welded seams; Scotchlite 3M reflective stripes on arms; Waterproof front flap that covers the main zip on the jacket; Elastic waistband and stirrups on pants; Zippered entries on leg. Available Sizes & Colours: Black, XS – 3XL. KIWI RIDER 105
FFM M9: The helmet of choice for 2009 NZ Sidecar Champions Chris & Richard Lawrance.
M9 • Highly aerodynamic shell with Aerotech spoiler for added stability • Super light, super tough Polycarbonate Shell • Removable, washable plush Coolmax® Lining • Chin & Brow intake and rear exhaust vents • Pod-less anti-scratch visor with tool-less removal • Double D-ring fastening • ECE22.05 Safety • Red/Black, Blue/Black or Alloy/Black Graphic, and Gloss Black, Matt Black or Titanium Solid • Sizes XS-XXL
From only 2009 NZ Sidecar Champions Chris & Richard Lawrance
106 distributed KIWI RIDER Proudly by Forbes & Davies Ltd
$244.90
Photo: www.sportzfotoz.co.nz
K4
Tourpro II
Urban
• Easy to operate Flip-up Helmet • From $234.90
• Best selling Full Face Helmet • From $154.90
• Fighter Pilot Styled Helmet • From $96.90
Metro
Jetpro
Commander
• Stylish Scooter Helmet • From $104.90
• Classic Open Face Helmet • From $74.90
• Summer Cruising/ Commuting Helmet • From $96.90
www.forbesanddavies.co.nz
*Prices are suggested retail including GST, but do not include delivery charges that may apply. Prices subject to change without notice.
PROGRIP SUPERBIKE GRIP Std $15, 2 open end $19. Distributor: Darbi Accessories Our most popular superbike grips have been with improved hand control and comfort, also provision for lock-wires and end-weights. Standard length is 125mm long.
HOT PRODUCTS ROAD
1 SPIDI THERMAL WEAR Distributed by Eurobike Wholesale Ltd Check out the excellent range of Spidi thermal wear to keep you warm this winter. AIRSTOP CHEST & LEGS ($129 each) Made from ‘Coolmax’ fabric to keep you warm while still allowing your skin to breathe. Designed for comfortable riding with stretch areas. Available in a mens and ladies cut. PLUS COLLAR ($95) Keeps neck and upper chest warm even in the most sever winter conditions. Supersoft with down filling sealing the neck for zero air penetration. THERMO BALACLAVA $99. High insulation thanks to the ‘Windout’ fabric, and great comfort from the breathable ‘Supplex’ fabric.
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PROGRIP SUPERBIKE GRIP GEL $20 3 Distributor: Darbi Accessories Available in black, standard length is 120mm long. VENTURA BIKE-PACK Distributor: Dold 4 Industries Ventura’s famous Bike-Pack Systems are renowned for value, quality and versatility. They are individually engineered ensuring a perfect fit The design positions the load securely behind the rider, rather than to the sides, helping to retain the handling and rideability of your bike with minimal wind resistance. NEW MODELS: Suzuki GSX-R 1000 K9 (2009), Suzuki SVF650 K9 Gladius (2009) Yamaha XJ6N’Y’ Diversion 2009, Triumph Sprint ST (2005-2009), BMW K 1200S, K1200R(05-08), K1300S, K1300R (09), Kawasaki ZX1400 (ZX1400A6F-C9F). GIVI E300 TOP BOX $139 black, $199 5 colours. Distributed by Eurobike Wholesale Ltd The lastest in the Givi Monolock range for scooters and low powered motorcycles. Features an interchangeable cover in a range of colours to match your bike. It has a 30 litre capacity and will fit one full face helmet. GIVI E55 MAXIA 3 TOP BOX $599 6 black, $699 colours. Distributed by Eurobike Wholesale This beautifully styled case features a 55L capacity that will comfortably fit two full face helmets without being too wide. It has an interchangeable cover, and will soon be able to be fitted with a remote control for easy one hand opening. MOTODRY TRIPLEX TANK BAG $149 7 Distributor: Forbes & Davies Ltd The Triplex is a trick dual compartment tank bag from Motodry with a 22 ltr capacity. Effectively two bags in one, the top compartment zips off and becomes a handy back pack, and has a stow away rain cover, 2 external pockets, and a clear
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map pocket on top. Bottom compartment also zips off – leaving another clear map pocket which can be used on its own! Great for touring duties (using both top and bottom) or for commuting simply detach the top and just use the bottom compartment . 8 DUNLOP ROADSMART $329 Distributor: Forbes & Davies Ltd The critically-acclaimed Roadsmart is an all-round performer, offering a wide variety of fitments for naked bikes, sports tourers, touring machines and supersport bikes. The Roadsmart’s tread pattern maximises wet performance and provides
even, regular wear. Tread compounds, incorporating the latest in Dunlop’s race derived ‘Triple Tread Compound’ technology (on select sizes), provide sports tyre grip with extended mileage thanks to the harder traction compound in the centre of the tyre and softer grip compound in the shoulder section. The ‘Flex Steel’ jointless belting system gives superior high speed stability and better shock absorbing performance for a more comfortable ride. If you’re after a high performance radial tyre that delivers supersport handling with both miles and wet grip built in, you can’t go past the Dunlop Roadsmart. KIWI RIDER 107
See the Ventura display at your local dealer or call us on 0508 365 300 to find the dealer nearest you.
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2 NEO LE FEMME JACKET $199 Distributor: Forbes & Davies Ltd A womens textile jacket, specifically tailored for a better fit with protection and comfort without the bulk found in many of today’s jackets. Featues include Polyester 300D construction, 100% waterproof lining, detachable winter lining, CE elbow and shoulder protection plus back protector, pre-curved arms, and 3M Scotchlite reflection. The ‘Le Femme’ comes in Blue/Black in sizes S to 4XL. 3 OXFORD BONE DRY R9 SPORT BOOTS $349 Distributor: Northern Accessories Just what you would expect from Oxford; a waterproof sport boot with heaps of wizz bang features that is just so affordable there is just no excuse anymore Available in sizes Euro 38/ UK 5 through to Euro 47/UK 13 in black. 4 NEW RAY VALENTINO ROSSI #46 2008 $40 Distributor: Northern Accessories Another fantastic New Ray model in 1/12th scale. True in all its detail this world championship winning Yamaha YZR-M1 bike is a must for every collection. Complete with “The Doctor” stickers in all the key places the model features spinning wheels and moving steering. An ideal present to yourself.
HOT PRODUCTS ROAD
1 NEO FORCE GLOVE $77 Distributor: Forbes & Davies Ltd These sport/race gloves are armoured with hard protectors at knuckles, soft padding at wrist and back of hand, and with extended leather and carbon on little finger. Flex panels under knuckle armour and on fingers make the Force super comfortable, while they stay nice and secure with wrist strap and a velcro gauntlet. Force Gloves comes in Red/White/ Black, Blue/White/Black and Black/Grey in sizes S to 4XL.
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5 DIADORA HIGHWAY CUSTOM/ TOURING BOOTS $379 Distributor: Nationwide Accessories Full grain leather upper with Veratex tubular lining and extra soft polymer padding with memory foam. Adjustable double straps for better fit, anti-slip rubber sole, special rigid nylon and anti-shock EVA midsole and antibacterial replaceable footbed with APS (Air Pump System) Sizes: 41 – 48 in black 6 PIRELLI NIGHT DRAGON Distributor: Nationwide Accessories Its new shape and larger dimension allow new compounds of increased durability and traction. Its new structure also provides optimum pressure distribution and unmatched riding comfort. The Night Dragon’s street-wise tread pattern blends biker style with riding performance. Its tread pattern maximizes the contact patch for fast warm up, quickly giving the rider confidence of stability and traction. 7 FORMA STREET EVO $289 Distributor: Forbes & Davies Ltd A Lorica/Leather blend construction and Dry-
7 tex liner combine for a practical, comfortable, waterproof boot for everyday street or touring use. Easy fastening is by large velcro patch tabs, and the Street Evo has inner hard armour to protect ankles. A classy and stylish boot that won’t break the bank. Available in Euro sizes 36 to 48. 8 KBC VR2R Helmet $649 Distributor: Nationwide Accessories Professional Racing Helmet – high performance design for street and track. The VR-2,
6 KBC’s flagship model, is a true race helmet. Designed for aerodynamic airflow and stability at high speeds, the VR-2 platform features reduced shell dimensions and overall size. The eye aperture, strap positions and shell ergonomics have been fine tuned to provide increased peripheral vision, improved head maneuverability, reduced neck strain and dampened wind noise. Sizes: XS – XXL. Colours: Vulcan Blue, Vulcan Grey, Vulcan Red, Wizard, Reaper, Stealth and Black. KIWI RIDER 109
HOT PRODUCTS ROAD
1 MUC-OFF MIRACLE SHINE $42 Distributor: Forbes & Davies Ltd
Muc-Off’s Miracle Shine is the ultimate high quality polish and protectant. Safe to use on chrome, metal and plastics, it has been engineered to provvide a deep luxurious shine th that will endure the elements (even nasty winter ones) and keep your bike’s bodywork looking like it just rolled off the showroom floor! BLH ISIS LADIES 2 GLOVES $169 Distrubtor: Nationwide Accessories 3M Scotchlite reflective zones. Primaloft insulation. CE protection. Waterproof and breathable membrane. Textile and Chevre leather. Reinforced palm. Sizes: XS – L. Colours: Blue and Pink FFM URBAN HELMET 3 From $97 Distributor: Forbes & Davies Ltd The FFM Urban, with its cool fighter pilot looks, is made from tough lightweight polycarbonate
and features a removable comfort lining, double D-ring fastening, anti-scratch flip-up visor (with tint and silver available) and an ECE22.05 safety rating. Available in Matt Black or Silver in sizes XS to XL, the Urban can be found at FFM Stockists. AGV K3 ROSSI 4 HELMET $429 Distributor: Nationwide Accessories Sole thermoplastic full face among the AGV range, is the perfect choice for those who are looking for a quality product at a reasonable price. Features include: HIR-TH (high resistant thermoplastic) resin shell, dynamic ventilation system with air intakes and rear extractors, Dry-Lex fabric with hygienic treatment, removable and washable padding (excluding neckroll); clear, anti-scratch and anti-fog polycarbonate Street 8 visor with XQRS (Extra Quick Release System): shield replacement without tools in few seconds and micro-metric adjustment buckle. Sizes: S – XXL. Colours: Sword, Moto GP, Black Gothic
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KIWI RIDER 111
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2001 1997 1999 2004 1989 1991 1996 1997 1998 1996 1999 2000 2002 2002 2002 2003 2004 2005 2005 2007 1987 1989 1991 1991 1994 1995 1997
APRILIA DUCATI DUCATI DUCATI HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA HONDA KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI
RSVR SS400 ST4 910 749R GOLD WING GL 1500 VFR400 CB400 CB250 HORNET CBR600F 7,197 kms CB250 HORNET VTR1000F 22006 kms CB400 FTR 223 CB400 CBR954 CRF450 CBR600 CBR600 CR85 VTR1000 VN1500 ZXR 250 ZXR750R ZXR250 ZZR1100 31,040 kms ZXR400 ZX6
$12,995 $5,995 $5,995 $18,995 $9,995 $5,995 $5,995 $6,495 $8,495 $6,495 $7,495 $5,995 $4,995 $6,495 $10,995 $6,995 $11,495 $10,995 $3,495 $10,495 $7,295 $5,995 $8,495 $5,995 $7,495 $7,495 $7,495
1998 1998 1998 1999 2000 2000 2000 2002 2003 2005 2004 2004 2004 2004 2007 2007 2007 2002 1989 1995 1999 2000 2000 2000 2001 2001 2001
KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KAWASAKI KTM SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI
CBR 900 CBR900 ZX9R ZR750 ZX12 KX80 ZX12R X 2 KX85 ZZR1200 Z1000 also 04 VN1600 KX60 ZX10R KX250F GPX250 KX250 KX250R 125SX BANDIT 250 250 TRACKER BANDIT 250 TU250 GSX1300R 9,897 mls GSXR1300 GSXR1300 GSX1200 GSXR1000
$8,995 $6,995 $8,995 $7,995 $12,495 $2,995 $10,995 $3,495 $12,495 $10,995 $13,995 $2,995 $10,995 $5,495 $5,995 $6,495 $6,495 $4,995 $4,495 $3,495 $5,495 $3,495 $12,995 $12,995 $13,495 $6,995 $11,495
2001 2003 2003 2004 2005 2007 1991 1993 1993 1995 1995 1995 1996 1996 1998 2000 2001 2001 2001 2002 2003 2005 2005 2006 2006 2008
SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA
GSXR1300 $12,995 A100 $1,750 AX100 $1,895 GSXR1000 $9,995 RM250 $6,495 DL1000 V-STROM $12,495 ZEAL $4,995 FZX750 $6,995 SRV250 x 2 $3,995 YFS400 $3,995 XV1100 X 3 from $6,995 TRX850 $6,995 XJR400 $6,495 SZR660 $6,995 WR400 $3,995 XVS400 $7,495 R6 $10,495 FJR1300 $11,495 R6 $9,995 XVS1100 $10,995 VXS1100 35500kms $11,995 R6 $12,495 YZ125 $4,995 R6 $13,495 R6 $13,495 XV250 $5,495 Stock Available as at 30/5/09
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Shrugging off one of the worst (and clearly wrong) weather forecasts of the winter, thousands of cheering fans fl ocked to see Yamaha’s Rory Mead win New Zealand’s fi rst Red Bull City Scramble in downtown Auckland on a brilliantly fine and sunny Sunday May 31. It was a case of trees and rocks, gravel and boulders versus glass, tar seal, aluminium, concrete and steel at the event, the brainchild of Kiwi international Chris Birch and his backers at Red Bull. Situated in a natural amphitheatre in what was the old Britomart bus depot near the bottom of Queen Street the event combined elements of all the major off-road disciplines in ABOVE: A crowd estimated at up to 10,000 enjoyed the inaugural Red Bull City Scramble in Auckland on Sunday May 31. RIGHT: The podium from left, third place getter Andreas Lettinbelcher from Germany and Kiwis Rory Mead (centre) and Chris Birch (right)
a man-made course on a par with the toughest in Europe and the US. Chris Birch himself was the early favourite, setting the fastest time in qualifying but in the end it was national enduro championship rival Rory Mead (Yamaha), from Whitby, north of Wellington who snatched the best possible start in the feature final and rode virtually unopposed to victory. Birch settled for runner-up spot, with German visitor Andreas Lettinbelcher finishing third The prize package for Mead includes an all expenses-paid trip to the annual extreme enduro at Erzberg in Austria.
NEW HUSABERG LONG-TERMER Well it’s not actually a 570 right now, but Kiwi Rider is scheduled to receive the FE450’s big brother 570 when the next shipment lands in New Zealand. It’s not – quite – going to be the ‘office’ bike either because it’s actually ear-marked for the great man himself, KR publisher Pete ‘Vege’ McPhee. ‘Problem is he can’t ride it at the moment so Ollie selflessly offered d to pick up and run in a 450 for him as part of an ‘interim solution’ proposed by importer KTM NZ. Vege, you see, is a bit of a Husaberg aficionado and over the next few months the FE450 will be KR’s hands until such time there are enough stocks to replace it with the FE570. And yes, that’s KTM New Zealand head man Paul Ottaway handing the Husaberg over to KR Dirt Ed Ollie S.
DIRT NEWS AND BRIEFS
CROWDS FLOCK TO RED BULL CITY SCRAMBLE
TARAWERA 100 COUNTDOWN The location is still undecided but the 160 km (100 mile) hard man enduro/cross country event, the 2009 Tarawera 100, is scheduled to take place on Saturday July 11 this year. Entry forms for the legendary event have already been made available via the Tarawera Trail Bike Riders Club website found by typing this link into your web browser www.ttbrc.co.nz A location for the 2009 T100 is expected to be confirmed within the Matahina Forestry region in the Eastern Bay of Plenty and like always will be an exceptionally demanding event. All entries close on July 3 so to avoid disappointment and a late entry penalty of $50 make sure your entry is received before that date.
Full report and pics next month. KR
KARL POWERS TO VICTORY A dispute that began more than three months ago near Whangamata was finally settled near Taupo at the end of May. Just as they had throughout the national enduro championships, Auckland’s Karl Power and Whitby’s Rory Mead have been close rivals throughout this season’s Yamaha Top Trail Rider (Northern) Enduro Series and the fifth and final round of that competition near Taupo on Saturday May 23 ended with a very neat swap in their respective positions.
KIWI RIDER 113
DIRT NEWS AND BRIEFS
M Mead (Yamaha YZ250) won the national title overall when that series wrapped up in the ov King Country just a week earlier, but it was K Power (KTM 250 EXC) who took the title in the parallel TTR series when that wrapped up at Taupo, the race ending with Power w winning by just 19 seconds over Mead, with W Whangamata’s Jason Davis (KTM 300 EXC), Po Power’s cousin Chris Power (Honda CRF250), P of Paeroa, and young Aucklander Caleb Van Dragt (KTM 200 EXC) filling out the top five. This year’s Yamaha New Zealand TTR competition featured two parallel but separate series – the five-round TTR Yamaha Central Enduro Series and the five-round TTR Yamaha Northern Enduro Series. Both TTR series ran independently from the national championships series, with emphasis on low-stress, good time rides, an ideal format for club riders to try out enduro racing without the stress associated with the elite level of the sport. The TTR Yamaha Central Enduro Series still has two rounds left to go – at Martinborough on June 14 and at Santoft Forest on July 26 – and national champion Mead is comfortably leading that competition as well. The twin TTR series and the nationals are all sponsored by Yamaha New Zealand, Kiwi Rider magazine, Acerbis, Mitas Tyres, HJC Helmets and is supported by MNZ. DK STAYS HOME If you were wondering why you couldn’t find any mention of Darryll King’s (DK) name in the results of the third round of the World Vets’ MX Champs from Mallory Park in the UK over the May 30-31 weekend there was a good reason – the former 500cc World Championship runner-up stayed home to try and rest the wrist he damaged at the second round in The Netherlands six weeks ago. LUKE SMITH TO FOUR WHEELS FMXer Luke Smith is contemplating a move to four wheels as he recovers from a serious head injury sustained in a practice crash on his two-wheeler in early January. As well as being life-threatening, the accident could not have come at a worst time for the young entrepreneur who was making real headway (if you’ll pardon the terrible pun) with his life, sport and label (Moto Mayhem). In fact it’s worth checking out the website www.motomayhem. co.nz to see just how well Luke was getting along. Right now Luke’s girlfriend Katy is keeping friends and fans up to date with Luke’s recovery and that too makes fascinating – if rather scary – reading. Whether Luke can also be tempted back to two wheels is also something of a moot point at the moment. In fact like fellow former two-wheeler Mike Whiddett it looks like Luke could well end up Drifting for a living. Just before his accident he proved a natural in a friend’s car so when he gets the OK from the medics look out for the Moto Mayhem logos on an SR20DET-powered S14 Nissan Silvia!
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BIG, SMALL, IT DOESN’T MATTER TO SEAN CLARKE WORDS & PICS: Andy McGechan He may have been one of the biggest competitors and on one of the smallest bikes, but that’s just the sort of challenge Tokoroa’s Sean Clarke loves to accept. The long-time Kiwi Rider-backed 41-year-old from Tokoroa raced a lightlymodified Yamaha YZ125 to victory in the under-200cc two-stroke (E1) class when the Yamaha New Zealand Enduro Championships wrapped up in the King Country in May (see separate wrap-up story in KR Dirt Comp this month. NAIL-BITING FINISH It was a nail-biting finish to what had already been en exciting fourround series. At the start of the day at Waimiha, Clarke had been tied on points with Paeroa’s Chris Power and Hokianga’s Damon Nield, but the Tokoroa man charged his way to a remarkable fifth overall on his bored-out YZ125. Power and Nield finished the day eighth and tenth overall respectively, losing the battle-within-a-battle for E1 honours. “I was certainly going hard at it this season,” declared Clarke afterwards. “I weigh 95kg and that’s a lot for a little bike to carry,” he laughed. “I’ve raced enduros since 1985 and. until this year, I had never raced the under-200 class, so I just thought I should give it a go.
VETS NEXT? “Now I’ve won national enduro titles in every class except the veterans. Maybe I’ll ride vets next year.” It would be a brave person who would bet against Clarke following through on that threat. Clarke has raced all over the world, with outstanding success. He is a four-time medallist at the Olympic Games of enduro racing, the International Six Days Enduro. He won gold in Australia in 1992 and again in 1998 and then took home a silver medal from Slovakia in 2005, followed by another silver from the ISDE in Greece last year. KR
ONE-ON-ONE COACHING By Ollie Sharp Shortly after the gates closed following the second round of Taupo’s Winter Series on the 24th May word was that Ben Townley had plans to provide some specific training for Hamish Dobbyn, Cam Dillon, Matt Hunt and Hadleigh Knight in preparation for the FIM World Juniors August 15th and 16th. Having recently sat down with BT to record an interview that will appear in the August edition of KR I tagged along to see how the boys were going, snap off a few frames and even don my race gear to lay down a few laps under BT’s guidance. Unbe-
known to many of the spectators in attendance to Taupo’s Round 2 Winter Series club day Ben was keeping a low profile and keeping a close eye over the racing and in particular several riders themselves. In stark contrast to Sunday’s terribly cold and wet weather waking up to crystal blue skies on Monday morning was pure unadulterated bliss. The sun was a big help too as BT was on a tight schedule starting at 8am with only two hours to spare with the four boys until he was due to make is daily physio rehab session. Needless to say the boys wasted no time in gearing up, shaking the cobwebs from last night’s
WORDS: Staff PICS: KR It’s that time of the year again (early winter. Ed) when thoughts turn to The Dead Toad, the country’s oldest and longest running Cross-Country race.
And of course, again being run in conjunction with it will be the Dead Tadpole, a shorter cross-country race for kids held the day before (Saturday August 15). In this day and age of ‘instant’ events and ‘new-is-better’ promotions it’s hard to grasp the fact that the Dead Toad has been run year in, year out for 35 years. Thirty five years ago was when the first real boom in off-road bike sales was at its peak with every man and his dog buying and looking for somewhere to ride their XL 250 Motorsports, TS 250 Savages and SL125 Hondas. Since then the event has played host to every permutation of two-wheelers from the days of DT and IT Yamahas, TS and PE Suzukis and XL and XR Hondas to today where KTM EXCs fight it out with motocross and enduro-spec Hondas, Suzukis, Yamahas, Kawasakis, KTMs, Husqvarnas and the list goes on. This year ‘the Toad again enjoys the backing of KTM, Kiwi Rider and lubricant manufacturer Motorex with the ride be-
WITH BT dreams and getting down to business – learning how to go fast. BT’s guidance was eye opening as he sectioned off particular areas of the extremely rough post Winter Series Taupo track and proceeded to endow the boys with several focused techniques and line choices to gaining more speed in areas they previously struggled in. The gains were almost instantly obvious showing great signs that the boys were indeed listening and absorbing every single syllable that exited BT’s mouth. All Hamish, Cam,
ginning on the Wightmam property then heading into the forest. It will be signposted off SH16 from the Muriwai turnoff (Waimauku) and is open to anyone over 15 with a mechanically sound bike and decent riding gear. Entry costs $50 per Motorcycling NZ-licenced rider or $65 if you require an MNZ day licence. Gates open at 8.00am for an 11.0am start
Adventure!
February 27th to March 1st 2010. Oamaru, North Otago to Queenstown, Southern Lakes
The day before (Saturday August 15) the Dead Tadpole will be run for young riders with a class – literally – for everyone. There will be three (that’s right, THREE) separate races, a One Hour for 10 and 11 year olds which starts at 9.30am, a 1.5 hour race for females which starts at 11.15am and the full-on one-and-a-half hour race for 12-16 year olds which starts at 1.45pm. Costs on Saturday are $35 per rider with MNZ licence or $50 for entry and an MNZ day licence. There will be trophies down to third place and participation certificates for everyone who competes. KR
Matt and Hadleigh have to do now is make sure that every time they hit a track, they observe and make intelligent changes to their line choices and techniques to ensure what they learn becomes second nature. KR
KTM have again joined Robbie and Connie Crickett and the team at High Country Trail in offering adventure riders the KTM Southern Sky Adventure.
This event will be laid out totally with the big adventure bikes in mind and the route will be set on gravel roads and hard based farm tracks, designed by Robbie using KTM’s 990 Adventure on dual sport tyres... Road legal enduro or trailbikes are welcome but the emphasis will be on fun and rideability for the larger heavier machines. (Yes, there will be optional challenge sections for those who need them included). Expect big days, big views and even bigger country as we take adventure riders into country not previously covered by this type of event. Of special note will be the little known Strath Taieri region of inland Otago. This is a top shelf place to place tour event and the entry fee includes: • Four nights accomodation • Full breakfast each of the 3 ride days • Country lunch • Sumptuous evening meal on each ride day. • All luggage movement • Friendly, experienced High Country Trail support crew.
At the tours end in scenic Queenstown, the unforgettable cruise across Lake Wakatipu on the vintage steamship TSS Earnslaw to Walter Peak is optional but really is a must. On this trip you will ride over high mountain tracks, overlook huge mining operations and venture well off the beaten track to little known hamlets, both inland and seaside in this wide ranging tour of Southern New Zealand. We will even include an optional tour of NZ’s largest goldmining operation and subsequent short cut route sheet for those who tick the box. Robbie and Connie along with the High Country Trail team are proud to offer you this opportunity to enjoy a very big piece of Otago.
Itinerary:
Friday 26th Feb, Assemble at the Oamaru accommodation. Event welcome and briefing at 8.30pm (evening meal not included ) Day 1. Saturday 27th. Follow the route sheet over little known mountain roads and tracks and past very modern and substantial mining operations. Days end brings the event into Dunedin City. Day 2. Sunday 28th. Dunedin to Alexandra. Through southern forests, historic hydro villages and along old wagon trails. Day 3. Monday March 1st. Alexandra to Queenstown. Through the fruit bowl of Earnscleugh up into the high country on tracks otherwise used only by shepherds and their merinos towards the tourist mecca of Queenstown and a chance to relax on beautiful Lake Wakatipu.
Entry cost:
• Bike and rider $1150 • Pillion $800 The final dinner/lake cruise is optional and if not required deduct $ 110pp from the above prices.
For further information contact: Robbie & Connie Crickett Tel: 03 448 9582 or 0274 354 267 Email: robbie@highcountry.co.nz
Buchan Design
This year’s three-hour race will be held on Sunday August 16 in the Woodhill Forest north-west of Auckland with organization –as always – in the capable hands of the Waitemata Motorcycle Club.
KTM BIG SKY ON AGAIN High Country Trail boss Robbie Crickett can also o confirm the running of a second KTM Big Southern Sky Adventure Ride from Oamaru to Queenstown from Saturday the February 27 to Monday March 01. This will be a big-bike tour set out entirely on KTM’s 990 Adventure on dual sport tyres. Riders considering attending could safely ride pretty much anything on this tour (within reason). Robbie tells us he e is planning the Big Sky event to be based on gravel roads or hard surfaced farm tracks and is wanting to replicate the sort of place to place tour and atmosphere of earlier Otago adventure rides. The ride cost will include a route sheet and moving all luggage from place to place each day as well as a back up vehicle/ trailer and sweep team. The final ride dinner (optional) will include the Lake Wakatipu cruise and dinner, some riders may remember from that early adventure in 1999. Costs to be confirmed but will be competitive and the emphasis on back country gravel roads should see the cost well down on the Big ‘09 Big Sky without Souutthern Sky So the long private road sections. Numbers on the Big Southern Sky will be limited because of accommodation constraints and the High Country Trail emphasis on customer enjoyment.
DIRT NEWS AND BRIEFS
IT’S DEAD TOAD TIME AGAIN
w w w. h i g h c o u n t r y. c o . n z
‘09 AUSTRALIAN SUPER X DATES CONFIRMED Motorcycling Australia (MA) has confirmed the dates and locations for the 2009 Australian Supercross Championship which include the much-vaunted ‘offshore’ round in New Zealand later this year. They are; Rd 1 – 17 October, Launceston Tasmania Rd 2 – 24 October, Geelong Victoria Rd 3 – 31 October, Perth Western Australia Rd 4 – 7 November, Canberra A.C.T. Rd 5 – 14 November, Sydney NSW Rd 6 – 21 November, Hamilton New Zealand Rd 7 – 5 December, Brisbane Queensland Set to return to defend his 2008 crown is US Supercross star (and series co-owner) Chad Reed and as already stated in KR he will be joined by Supercross legend Jeremy McGrath and a host of the world’s best riders as they line up against Australia’s hottest young talent. Tickets (across the Tasman at least) will go on sale from Monday 29 June 2009 and more information on the Series can be found on www.superx.com.au. KR
KIWI RIDER 115
DIRT TEST KTM450EXC
You could call it the quintessential Kiwi hardman’s bike. Certainly, it was the sheer potency of KTM’s latest 450 EXC which left the most lasting impression on testers Ollie, The Hump and Brenton.
116 KIWI RIDER
DIRT TEST KTM450EXC
POWER T0 THE PEOPLE WORDS: Ollie S, The Hump, Brenton May PICS: Geoff Osborne
KIWI RIDER 117
DIRT TEST KTM450EXC
K
TM has had a wondrous ride at the top of the enduro market. Their EXC 4-strokes have – in the most part – been bullet-proof, finely tuned race machines and their 2-stroke counterparts are built from legend itself. But in a newly developing contemporary climate there seems to be a rush of competitors taking every opportunity to knock the award-winning KTM 450 EXC off its impressive set-in-stone throne – and for better or for worse the 450 EXC could be settling for a controversial tiebreaker 2009. DEFINITIVE SPEEDSTER Very little has been modified from the ‘08 450 EXC. A new graphics set and a few modifications to the valving in the forks and shock seem to have been enough of an upgrade for a new model rebirth – but you know what they say; sometimes the best things are left unchanged. That is a concept I can happily agree with – the KTM is undeniably one of the best 450 enduro machines money can buy, so why change it? The ergonomics are still fantastic and the attention to detail and inclusion of quality parts is still second to none. Also, the company’s after-sales hard parts catalogue is super KTM 450EXC friendly. To the point where I’m willing to bet that there are any number of owners out
118 KIWI RIDER
there who would happily give their left testicle, and even their right arm, to pillage everything in that catalogue to upgrade their orange beast. HARSHEST ENVIRONMENT Taking a 120kg-plus 4-stroke into the slipperiest, thickest bush you can get your hands on this side of hell makes for some fairly interesting notes. Neavesville during stormy weather is this side of hell and more than quantified the KTM’s ability in conditions it’s not really designed for. I even had the all-new Husaberg FE450 for a bit of sibling rivalry to evaluate and compare against the 450 EXC, whilst constructive analysis from The Hump (Dean Humphrey, long time KR philanthropist) and Brenton May brought together three very similar view points. Interestingly all three of us shared similar feelings about the front end feeling, or lack thereof. And apart from some individual quirks relating to personal preference and set-up, we couldn’t fault the power of the EXC. It’s stonkingly fast up top, with comparatively acceptable low end torque and mid range tug to pull you up those gnarly inclines in a gear higher than normal, without placing too much strenuous labour on the engine’s drive train. Despite its mass, the 450 EXC is fairly nimble on its feet at speed and while it lacks some ability to cut tight in sharp corners, it makes up for it out in the open.
Flagship KTM EXC model got plenty of use while in the hands of KR’s testers, from a day bush-bashing deep in the Coromandel to a run at an Enduro at Woodhill. Key feature if you’re in the market is undoubtedly the engine, a veritable powerhouse which combines tractable bottom end and mid-range with stonking top-end.
My feelings lean towards this machine making an excellent cross country weapon straight out of the crate rather than an out-and-out enduro machine; but without trying to contradict myself there were times where I was gobsmacked with the EXC’s agreeable nature and suitability for something slower and more pin-point accurate. In particular several up-hill sections within Neavesville are littered with large chunks of loose shingle and rocks; highlighting the worst in even the best amalgamation of balance, agility and suspension. The KTM just stormed up there, feeling so light on its feet without any hesitation in sudden change of direction or momentum-robbing wheel spin. Husaberg’s FE450 and the Hump’s specifically setup lazy-boy Gas Gas 300 are the only other two machines that have ever felt so natural in those conditions. So the ‘09 450 EXC really does have some hidden special talent beneath that Austrian masquerade.
By Brenton May
I hadn’t ridden this current model so when Vege ask if I would ride it in the Woodhill enduro a couple of weeks back I couldn’t resist the temptation.
generous time schedule. We pre-rode all the special tests before we had to race them so I had time to get to know the bike.
I picked the KTM 450EXC up the night before the event, and as with any KTM I have ridden before, it needed nothing preparation-wise as they truly are race-ready. So I filled it full of gas and laid the handlebars back a bit to suit my riding position. I must admit I like the new plastics on this model. It looks really trick and is super quiet – which is another plus in my book as I hate riding a loud bike and a quiet bike can only be good for the sport.
First things first: the power, there is lots of it, way more, it seems, than the 400 EXC. The extra 50cc really puts out a lot more torque, almost too much in some conditions.
HARDEN UP The morning of the event I woke to the sound of light rain on the roof. I dragged Callan out of bed and we both poked our heads out the door staring at the drizzling rain, looked at each other and almost simultaneously Callan muttered something about the cold and miserable weather – I replied; ‘perfect enduro conditions for Woodhill my son.’ So we loaded our bikes and we were on our way. The course was around 110km with a couple of extra bits for experts and a
The suspension was the usual plush KTM ride – a little too soft on some of the whooped-out sections, but damn good nearly everywhere else. Also the front end feels really light, but if you ride standing up and a little forward you tend to keep the front down and tracking perfectly and it feels really comfortable. The only negative comment I have about the bike is that in the real tight corners (and when I say tight I mean first and second gear situations) the big girl tends to push through a bit much. But in saying that, almost all big 4-strokes have that tendency. A lot of it is because they have so much power that even at very low rpm they tend to want to push straight rather than letting the bike lean over – if that makes sense. Another reason could be
that the standard rear spring is too light for my weight. This will also make it harder to steer in the tight.
DIRT TEST KTM450EXC
FIRST THINGS FIRST
THE FUN FACTOR For those of you who don’t know Woodhill, one part of the course has an awesome up-hill sand track with a few whoops that basically allow you to go as fast as you are able. The EXC was so much fun here because the power just kept on coming. It was so fast up there I caught up to the guy on my minute, and whilst he was revving the tits off his 250 2-stroke, I smoked past him and almost overshot the turn-off. When we got to the next time check he came up to me with a giant grin on his face and said ‘Man, that bike has got some power!’ In the open flowing trails it felt light and handled exceptionally well. It was only when I got to the real tight slowgoing terrain that I noticed the extra weight. All in all it’s a great package which would, with a little fine tuning, make the most awesome fast trail bike and a very potent race bike in the hands of an expert.
KIWI RIDER 119
DIRT TEST KTM450EXC
CHLOROFORMING CH
SPECIFICATIONS KTM 450 EXC
Th ‘09 KTM 450 EXC is a fantastic The p package; I was left a little downcast a about the lack of feeling in the front end – but that’s easily overcome with a few mods to the suspension a proper weight springs. and
ENGINE Type: Liquid-cooled single cylinder 4-stroke Displacement: 449.3cc Compression ratio: 11.9:1 Bore x stroke: 95 x 63.4 Starting system: Kick and Electric Engine management system: Kokusan digital Fuel system: 41mm Keihin FCR MX Clutch: Wet plate multi disc Transmission: 6 speed Final drive: 13/52
It’s an edgy machine to ride, it’s lea and aggressive, and will blur lean you your senses with its speed in the open bush like a body snatcher armed with a rag soaked in ether. If you’re after something a little more sedate but still want the KTM EXC appeal, my suggestion is to add some fly wheel weight to the 450 EXC or perhaps take a gander at the KTM 400EXC. The bottom line? The ‘09 KTM 450 EXC is a racer’s weapon that gets better every year. No mistaking the intent of this puppy, The ’09 450 EXC is all serious with distinctive, edgy KTM look and race-ready feel. Big-hit power comes from tried-andtested Keihin FCR 41mm carby-equipped 449cc engine shoe-horned into WPequipped PDS rear/USD fork front tubular steel frame. All fairly conventional cf the alloy-framed and fuel-injected state of broadly similar 450cc class MX models, but package has stood the test of time and remains one of the market’s favourites.
ON THE ONE HAND It was a big-boys, big-bore day out with the ‘09 KTM 450 being tested in cahoots with the new Husaberg 450, in some very nasty enduro country deep in the Kopu-Hikuai ranges. A day of ruts, mud, clay, bogs, rocks, hills, open 4x4 tracks, roots, sticks, river crossings and slimy down-hills that only the insane try to ride down, so when the KR dirt team say they tested it, they did. THE MONEY BOX I have to admit the KTM was a pleasant surprise in the engine department. Gone are those arm-wrenching lurches and chain-chucking habits of old. Now the orange team offer a 450 with ‘good manners’ etched into its heart. Sure give the beast half the chance and you have bolted like a horse heading for home, but with a little loving on the clutch she can be ridden gentle or hard. A great muffler produces a more than acceptable sound no matter how wide the throttle, which finishes off a great engine package that would be a fun yet very serious race or trail machine for anyone with a few clues. HANDLING Umm, that’s where things, in my eyes, turn a little less starry-eyed. The back end felt good, gave a smooth ride,
120 KIWI RIDER
By The Hump
helped provide good traction and gave me no problems. The front end? Providing my weight was over the bars I was able to choose good lines and have them stick. The only thing that bothers me about the KTM is that in some situations I struggled to have the front end on the ground, therefore my weight distribution was all wrong. But was it the rear end at fault, or just too much traction? To be fair I couldn’t put my finger on it, but it could be hard to change direction up a hill when standing on the pegs trying to keep the rear wheel gripping to a slippery surface. So if anything I would say that it is the only negative in this department. That said, I had no problems on the faster open going, with either end, in fact she was brilliant. The ergos are sweet with good shaped bars and a narrow feel through the guts. But like its Swedish step-brother the KTM has a mudguard purposebuilt for riders who love mud all over their backs and on their seats. They are equal on that one. ALL SAID & DONE A great bike that keeps getting better every year. I don’t think it will win 450 enduro of the year this time around (isn’t family rivalry a bugger?) but I’ll put money on it she’ll be runner up. KR
FRAME Type: Central double-cradle-type 25CrMo4 steel Swing-arm: Aluminum 7020 Front suspension: WP USD 48mm Rear suspension: WP PDS Brakes: Disc brakes 260mm Front / 220mm Rear Wheels: Aluminum rim/wire spoke 21 inch front & 18 inch rear Tyres: 90/90-21” Front & 140/80-18” Rear DIMENSIONS Wheelbase: 1475mm Ground clearance: 380mm Seat height: 985mm Kerb weight: 120.6kg Fuel tank capacity: 9 litres RRP: $14,495 Test bike: Chris Birch (KTM NZ) GEAR Helmet: Airoh Stelt Senior King Goggles: Ariete Palladium Shirt, pants & gloves: One Industries Defcon Neck brace: BMW Motorrad GPX Sport Boots: Sidi Crossfire SRS
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DIRT TEST YAMAHA YZ250F
S Sure he blinged it up a bit but the Y YZ250F KR dirt tester Ollie Sharp has been racing for the past eight months is closer to standard than you think. A As the man himself explains in this w wrap-up test penned just before he, er, had to give it back! WORDS: Ollie S. PICS: Geoff Osborne
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DIRT TEST YAMAHA YZ250F
H
aving raced a 2009 YZ250F through the 2008 New Zealand Motocross Nationals s it was time we gave the long-term YZ250F the farewell it deserved before handing it back to Yamaha New Zealand.
OK, there wasn’t a lot of winning going on, possibly a few too oo many cartwheels on my y account but the machine was a stellar performer every single time. Normally KR steers well clear of testing modified machinery posing as ‘standard’ motorcycles, but rules are made to be broken and, well, how can I resist giving the slightly blinged Yamaha Motor New Zealand-supplied YZ250F long termer the KR once-over. The white plastic and graphics package and stunning black-rimmed wheels laced with chrome spokes brings out a capital ‘S’ in Special Edition Yamaha YZFs. I’m constantly reminded of my inner magpie’s curiosity in anything that remotely reflects the slightest rays of light, so when asked by Peter Payne of Yamaha Motor NZ which version I would prefer, I naturally grabbed the one that stood out the most. Although very little has been modified over the ‘08 YZ250F I tested back in February 2008, the K9 YZ250F did receive some vital changes that in essence allowed the machine to mature on the track. Case in point a new, lightweight, swingarm with revised linkage ratio was introduced to create a more linear cornering machine. The fact that the 09’ swingarm is 350gms lighter than its predecessor is relatively insignificant compared to the effort invested by Yamaha into making the YZ250F corner as if the standard Bridgestone rubbers were embedded with studs. The rear hub was also beefed up to accommodate a 25mm rear axle for extra rigid performance, the standard suspension settings got the tinkle front and rear, and the carburettor got a needle change. The ’09 also received 4-way adjustable triple clamps but I threw those aside for a GYTR machined replacement out of the USA that allowed me to raise the bars 25mm over standard with 50mm risers and move them forwards 20mm for extra cockpit room. GYTR ISSUE KIWI RIDER 123
DIRT TEST YAMAHA YZ250F For extra kick in the braking department I bolted on a GYTR 270mm front rotor and plumbed in a snitched factory Yamaha supermotard steel braided brake line whilst keeping the original Yamaha brake pads. The standard 250mm brake rotor has magic feel but lacked the bite I prefer under hard braking. The suspension was fantastic from the get-go on the ‘09 YZs, but because I’m a tad heavier than the suggested weights for the standard YZ250F, I had MotoSR in Whakatane re-spring and re-valve both the front forks and rear shock, including the installation of the all-new RG3 smart valves (which have also found their way into my recently supplied long term YZ450F), because a man can’t go without his smart valves. For a power upgrade I pulled off the poo-shooter exhaust, although credit is due to it for being phenomenally quiet, and replaced it with an exotic dynotuned stainless steel Doma exhaust from Belgium. Not only was it 94dB regulated for MX2 racing, but because it’s made
Ollie flying high on the Yamaha Motor NZ/KR YZ250F (previous page). You can’t say we don’t give our Long Termers a thorough test. Ollie ran his YZ250F in the Nationals late last year and at several major regional meetings up this way through the New Year.
124 KIWI RIDER
To supplement the power, braking and suspension modifications, Dr Trim from Morrinsville repacked my seat with extra foam to give me some leg room, and the otherwise perfect Pro Taper handlebars were replaced for a favoured bend of Sunline AVOne OSX bars mated to Renthal Kevlar-infused dual compound grips. REV HEAD In the 2008 YZ250F test report I commented on the aggressive attitude of the tuning fork brand’s quarter-litre engine. It’s a potent rise in power from the mid range through the top end and begs to be over revved until the valve springs begin tapping on your fuel tank. The ‘09 YZ250F is very much the same in that respect and is comparatively close to the performance of the ‘09 KX250F; where both machines perform flawless power stands under pure ac-
celeration and respond extremely well to aggressive riding. The upgraded RG3 suspension gave me the confidence to push the barrier into corners and hold the throttle wide open off jumps, even if that meant flat landing the YZ250F down the next straight and getting a little sideways. That said, the standard Kayaba forks and shock are fine for a lighter rider and will pull you through the hardest berm smashes or roughest corner entries/exits you can throw its way. And, one of the things I discovered when I did some digging, was that to keep the engine’s radical free-revving power delivery in check Yamaha included a new primary driven gear and housing to improve operation and feel, with the original damper springs replaced with rubber versions. They also matched a new clutch lever assembly with a redeveloped pull ratio to make it an ultra-light smooth pull. With the added exhaust system, carburettor settings and fuel mix, I ended up with a couple of extra horsepower (on the dyno) over the standard ‘09 YZ250F. With the extra power and torque I dropped the rear 50 tooth sprocket in favour for a 49 tooth, allowing slightly longer legs in second and third gears. KR Publisher Vege did pressure me to bolt on a 51t sprocket claiming it
would help pull an extra gear, but as I know exactly where I want the e power to come through corners, I like to keep the engine in the meaty range through the corner and up shift on the exit to punch me down the straight. TOTAL CONTROL
DIRT TEST YAMAHA YZ250F
from stainless, it was both stronger and provided better heat dissipation for optimum power late in the moto. The otherwise standard motor was left unmodified to keep it as reliable as possible, although I did clean up the engine management with a bolt-on Vortex ignition. And a little tinkering took place within the carburettor to run the 09’ YZ250F on Elf racing fuel – an expensive but incredibly worthwhile investment if engine performance is a high priority.
In standard trim the 2009 YZ250F is a strong performer. It turns razor sharp, produces meaty power that would keep you in check with most 450cc riders and handles with sublime predictability. The KR race version was merely a complete personal refinement in the most crucial areas to turn a strong performer into a finely-tuned fierce racer capable of running a 30min moto at balltearing rev limits and soaking the hardest hits. And seeing as how it had, eventually, to go back to Yamaha Motor NZ to be sold, some lucky punter out there will be reading this knowing he has one hell of a machine sitting in his shed..... Speaking of which, if you are reading this….. can I get my 50mm titanium foot pegs back? KR
Bike was also subjected to a bunch of set-up testing as well as the obligatory (and often as intense as a race meeting) KR photoshoot.
KIWI RIDER 125
DIRT TEST YAMAHA YZ250F
SPECIFICATIONS YAMAHA YZ250F ENGINE Type: liquid-cooled 5 titanium valve DOHC 4-stroke Displacement: 250cc Compression ratio: 13.5:1 Bore x stroke: 77.0mm x 53.6mm Starting system: kick Engine management system: Vortex CDI Fuel system: FCR-MX37 Clutch: multiplate wet clutch Transmission: constant mesh 5-speed Final drive: 13/49 FRAME Type: Alloy castings, forgings and extrusions Swingarm: aluminum Front suspension: RG3 modified speed-sensitive inverted fork; fully adjustable Rear suspension: RG3 modified fully adjustable single shock Kashima coated internals Brakes: front floating hydraulic single disc brake, GYTR 270mm Tyres: Pirelli Scorpion Mid-Soft 80/100-21 51M Front & 100/90-19 57M Rear DIMENSIONS Wheelbase: 1476 LxWxH: 2170x825x1300 Seat height: 985 Kerb weight: 102kgs Fuel tank capacity: 8.1 RRP: $poa GEAR Test bike: Yamaha New Zealand Helmet: Arai VX3 Wingflame Blue Goggles: Scott NoSweat Xi Article details changes Ollie made to the YZ250F, the key ones simple upgrades to the gearing, suspension, brakes and ergos aimed at fine-tuning it to his particular preferences. Forks and shock got the MotoSR (Whakatane) treatment including the use of new RG3 smart valves
126 KIWI RIDER
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KIWI RIDER 127
ON TOUR MOROCCO 128 KIWI RIDER
That said, I’m hoping there’s a caveat to that rule that reads: however, if you’ve scored a week’s pass off the missus, booked flights to Morocco, got dirt bike hire sorted, got an ambition to see some desert before you die, and are just days out from departure when your ride companion bails, then this rule doesn’t apply. Stands to reason, doesn’t it? Not that the missus was too impressed when she found out. You can try downplaying the situation, but if the fact is you’re going into Paris-Dakar territory alone, without the mighty ASO’s support network (or any support), then maybe you are taking a bit of a chance. Still, shows the power of dirt biking, or the call of the wild – or was it just plain stupidity – there was no question of not going. That I was undertaking such a ride on a Honda XR650 only made the adventure of the ride all the more real. I had one of these beasts on test many years ago when writing for Kiwi Rider. I remember it for two reasons. The first was its capability to pull fourthgear wheelies. Incredible. The second? Hmm, the fact it never liked starting. Yeah, it was mid-winter, but I’d be stripped to vest and pants, sweating profusely, hanging over the bars – then every two minutes going for another great lunge or two on that long ol’ kick starter. Days would pass – or at least it felt like it – before it would re-ignite. The wheelies made up for that, but with the current adventure in mind I wasn’t so sure wheelies would make up for anything in the desert. WORDS & PICS: Jonathan Bentman YEP, THAT’S BENTMAN!
Know much about Morocco? Neither did former Ed Jonathan Bentman until he decided he needed a bike riding break from the daily grind.
Anyway, having sorted the whole Moroccan deal in little over a week, having gleaned all that I could from the two websites that said anything at all about the sub-region I was heading into, I simply packed a 20-litre rucksack with keks, T-shirts and toothbrush, climbed into BMW’s awesome twopiece Rallye suit (a Camelbak tucked into its rear pocket), put on some motocross boots, helmet, gloves
and goggles then hopped on my CBR600 and made for Heathrow Airport. ON TOUR MOROCCO
S
omewhere it is written, not sure where, but it is: thou shall not trail ride alone. It’s something to do with personal safety – you know, if you fall over and can’t get up, (and if we’re talking a remote location) then you could be done for. You can understand the logic.
I didn’t even have a map of where I was heading to – hey you can always ask the way. Maybe there’s something to be said for naivety – would Marco Polo have set off on his travels in a wee wooden tub if he’d thoughtt through all the possible outcomes? Probably not. No, he’d have stayed home, sat fireside with a good book and some comforting nibbles. Had he been in my position, though, he might have remembered to charge his mobile phone before he left – and to take a charger. WELCOME TO MARRAKECH
Arriving in the dead of night at Marrakech Airport probably isn’t the best way to get started. Strange places always feel more dangerous in the dark, don’t they? Getting to the hotel, sat in the back of a completely knackered Fiat 126 taxi, driven by an Arabic-only speaking gorilla – driving entirely on the wrong side of the road – was not a pleasant experience. Especially when he didn’t know where the hotel was. Inching down the loneliest unlit, unmade roads in the quietest quarter of town, I was convinced I was to be murdered before my adventure had even begun. One hand on the door handle at all times I was ready to run for it, as fast as my Alpinestars would allow. I raised Brad, the guy hiring me the XR, on the dying energies of my mobile and by miracle – and in perfect Berber Arabic – he was able to direct the gorilla. Brad met me later and introduced me to the local souk, an open market that never seems to close, and ensured, in great tradition, that I was molested by one of those bloody monkeys the locals habitually throw at tourists in return for some dirhams (the local currency). MONKEY BUTT? Naturally the monkey gave me a damn good scratching. Then pissed on the cuts as if to cauterise the wounds. The night was made complete by a great game of hide and seek with a super-sized cockroach in the hotel room. The following morning I met Brad and he introduced me to the XR650. It was a time-served guide’s bike from his tour company – not something, he assured me, he’d rent to his usual clients (he doesn’t, they get new CRF450Xs and the like). KIWI RIDER 129
ON TOUR MOROCCO
Away along the first track I found an old boy (Mohammed, naturally) riding along on an ass (the real, half horse half donkey kind) and was instantly offered a complementary ride on the ass. Afterwards, restarting the XR, I managing to scare said ass off down the trail (dumping his cargo along the way), so poor ol’ Mohammed had to double on the XR as we set off in hasty pursuit – and of course the closer you got to the ass the quicker it ran… Afterwards, despite not speaking a word of each other’s tongue, we exchanged phone numbers. Of course I gave him my real number – I’m still awaiting his call, signalling the arrival of a dozen or so of his relatives looking for a place to stay in Kent.
The XR had certainly seen the rounds. Devoid of all instruments and with knobbies well past their best, it came as no surprise to me that it wouldn’t start. In fact, before long Brad was down to vest and pants, sweating profusely. I was in the process of eyeing up a newish TT-R250, not as a replacement so much as an upgrade, when the XR suddenly burst into life – announcing the fact, among its other ails, that it was minus a baffle. “It’s a useful safety aid,” hollered Brad over the din, “tells any locals to clear a path.” Of course the Lord loves an optimist, so it wasn’t long before I was saddled up (spare tube and assorted tools in a bag over the rear ’guard) and following Brad to the outskirts of town, where he was to let me loose. With the 25-litre Baja tank brimmed, it was kind of all systems go. But for some grub. Ah, problemo. Seems the locals were fasting for Ramadan so no shops were open. Eventually we found a wholesale supermarket where after much negotiation I signed up as a retailer and promptly stocked up my new shop with six bananas and three litres of water (6 x 500ml bottles). Leaving Brad behind was like cutting ties to mother for the first time. A trifle nerve wracking. I’d conned him out of his last Michelin map, on which we’d marked a probable route with a highlighter and I had this wee telephone-sized GPS on the crossbar that I could barely operate. THE PLAN The plan was for a three-day ride mostly following the pistes (trails) through the mountainous High Atlas, with a short descent onto the edge of the Sahara for a quick squizz, before again heading for more mountain trails, some a good 4,500 130 KIWI RIDER
metres (15,000 feet) high. We agreed I’d turn my phone on about mid-day and at the end of each day and call him to advise I was not dead yet and with any luck give him an idea on my location (Brad took care not to mention the patchy mobile coverage, while I took care to not admit my phone was set to die at any second – it did eventually keel over at the end of day one). Destination for day one was Ouarzazate, a desert town some 200km or so south, where his colleague Peter would meet me. Not far, but I was planning to use tarmac only for little more than 30 odd of that total. SO FAR, SO GOOD And I have to say that first day went well. Ten minutes down the road I found the turn off the ‘highway’ I was looking for and headed into the hills.
Further along I came to a fork in the track and of course neither the map nor the GPS recognised it. And naturally I took the wrong track and found myself riding unexpectedly through a mud hut village. The XR must have deafened the locals and hordes of kids ran out and gave chase as I threaded through the embarrassingly narrow pathways. PLOUGHING ON Not entirely sure of the nature of the welcome, I beat my way out the far side of the village, by using pathways now barely handlebar-width – only to find all paths and tracks ended there. Not really That’s the XR650 in situ (opening page spread) and bike and a tired looking JB above. Study in contrasts. A souk in Marrakech (facing page) and local kids lined up in front of the Bentman XR high in the Atlas Mountains (below).
ON TOUR MOROCCO
wanting to run the gauntlet of a second pass through the village I set off across a churned-up field in the direction of what appeared to be the right track, leading away south. Halfway across the field I figured maybe it was not so much churned as ploughed – and I couldn’t see my less-than-neat new furrow being at all welcomed. And more calamity – on meeting the track I realised the only access to it was up a six-foot near-vertical bank. With no going back, I launched the XR up the bank and cased it on the crest. Nearly falling back (into the possible wrath of the village), a healthy handful of throttle sprung us clear. Further enjoyment along the way included a nice wee debate with a kid who was hawking tourist gifts at the top of a pass. He wanted me to pay to take my scenic photographs, you know, like he owned the place. I duly obliged but clearly he wanted more dirhams. Never short of pleasantries in such occasions I told him he was being a trifle extortionate. And needless to say he swung a good kick at the XR’s rear knobby as I swung in earnest on the kickstart. MAKING FRIENDS Allah be praised, for due payment was extracted an hour later. Fracas forgotten, and feeling very much master of my new environment, tooling along the track I was met by a truck on a corner. ‘No worries,’ I thought, ready to throw a quick handlebar
drag through the loose sand on the inside. Now Aussies call this super-light bottomless stuff ‘bull dust’ – ride into it and you’re simply gone before you knew you were there. So there I was, upside down, the bull dust emptying from my mouth guard into my nostrils and through the foam into my goggles. The XR was upside down too. The truck driver was immensely impressed. And to give him his due he offered to set me upright again. But pride determined that I waved him on. Half an hour later, down to pants and vest, the XR finally restarted. DESERT (P)RAT Evening was descending by the time I reached a place called Ait Benhaddou. A real old Bedouin fortress, made out of mud like so many places in the High Atlas. Made famous for forming a backdrop in the epic Lawrence of Arabia, it was truly impressive. Now sporting a damn fine layer of the local soil myself, I certainly drank in some self-gratulatory reverie. A real desert rat, me. I have to admit to being fair knackered at this point. I’d been riding for I didn’t know how long and much of it had been standing on the pegs, watching hawklike at the trail for the rock, the hole, the slip – whatever – that could turn this ride into a nightmare. Which is why when I hit the tarmac again, just 20km short of Ouarzazate I just plain nailed the XR in top, to get there as fast as I could. The bellow was deafening, with no
speedo I had no idea how fast flat out was and with no lights (in the gathering darkness) I had no idea I wasn’t about to ride headlong into some stray camel, either. Sixth sense being what it is, I let up about a kilometre short of the town’s periphery and coasted in – only to find a cop (gun, tyre ripping nail-strip and all) eyeing me suspiciously as I now, almost silent running, coasted past his post. A cool evening was had, enjoying an evening feast with a local family in their mud-built house. The daddio was a mechanic with Peter and Brad’s tour company, so there was an easy introduction – but really, could you imagine inviting an unknown guest – unwashed, covered in dust and shit, still in his riding kit (sans boots) probably smelling to high heaven – into your house for what is your only meal of the day? GREAT PEOPLE Next day started with a desert excursion. Peter accompanied me for a while and we stopped for a photo. I was standing back, trying to frame a shot when I nearly stood on a snake. Maybe it would have killed me, only it was already dead itself – with what looked like a knobby print through its middle… Peter returned to Ouarzazate while I headed across the desert (well, let’s be honest here, the edge of desert) toward yet more of the High Atlas. I stopped again for more desert rat photos and this time I nearly stepped back on to a goat. KIWI RIDER 131
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132 KIWI RIDER
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ON TOUR MOROCCO
on psychedelic. Heavy wet blobs off rain seeped through my clothes and d started wetting my arms and legs, as if in an act of cleansing, while heavy salty blobs of tear soaked the foam of my Scotts. HEAD IN THE CLOUDS I scooted along in this air of profound emotion until the most razor-like bolt of lightning shot from m the dark skies to land somewhere off aways, in the nothingness of the desert. Suddenly I felt rather tall, tall the way a strip of copper on the top of a high old church spire does, ready to receive 25 million volts. The tears dried up, the head went down, the arse up, and I headed to the mountains, sharpish. Naturally the storm travelled with me. For a while I found comfort in the A desiccated goat. Seemed to be a lot of animals weren’t doing too good a job of staying alive out here. I made a mental note not to join them any time soon. Ah, then a marvellous thing happened. It rained. Yeah, in the desert. And one of the most amazing experiences overtook me. You see, it would seem that when it rains on these arid parts the soil gives off the most amazing, intoxicating of aromas. This was the sweetest, most exotic, most otherworldly perfume I’ve ever smelt (exceeding even the perfume of a certain Roxanne, way back when I was a tripod). The smell was so intense, so profound I found myself tearing up – all the hurt, all the love, all the people I treasure and all the people I miss came rushing into my consciousness at once. The experience was bordering
beginnings of the mountain trail. Only as it ascended so I realised I was actually getting closer to the storm – via the cloud base. I noticed too that far from being inviting green valleys, the mountains offered little in the way of comfort or security. This, in fact, was an environment devoid of life. Rocks everywhere, the mountain tops were crowned by toppling serracs, which lay in wait for lightning bolts – an opportunity to send tons upon tons of rock crashing down the slopes onto… the track. Aw, hell. This is what adventuring alone is truly about. Getting Dry, rocky trails make for great if lonely riding when you are by yourself, with even donkey-riding locals like Mohammed here few and far between.
KIWI RIDER 133
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134 KIWI RIDER
ON TOUR MOROCCO
hammered by rain squalls, dodging lightning strikes, skittering along a wetted hard-packed clay track (ice-like as you can imagine), with nothing but rocks to cushion a fall and nothing that looked like rescue coming from anywhere. TIME FOR A PEP TALK This is the time you start chanting wee mantras, “iI’s not so bad, it’s not so bad, it’s…”. For two hours it went on like that. I didn’t want to go back, I didn’t want to go forwards, I certainly didn’t want to stay put. So I just carried on riding up and up into this seriously forbidding landscape of mountainous rock. Utterly shit scared. Curiously the storm eventually passed away unnoticed. My mantra obviously succeeded in externalising all fears and concerns. Still I was a long way into unknown mountains, and judging by the soggy Michelin map and the way the GPS suggested north was south, a seriously long way from the kasbah that would be shelter for the night. I went from scared to anxious. The track grew seriously rocky to the point it almost seemed unrideable. And then it was. For a landslip had washed a good 200m of the track away. Logic said turn back. But logic had little to do with this journey so, like a god, I rode off-piste
down the mountainside into a wadi (dried up riverbed) and then up the other side of the mountainside to regain the trail. Like a god? Sorry, not quite. No, I descended the slope confidently at first then somewhat panicked as I realised an XR650 is no trials iron. It can pick up momentum, I’ll say that much. Then I manhandled the XR across this boulderstrewn river bed (much larger than it looked from above) inch-by-bloodyinch, before finding I was quite lost as to just where the line was that would take me safely back up to the trail. With typical application of logic I figured the correct procedure at this point was to charge the slope in a do-or-die scramble, accompanied by a cheerful, top of the lungs ‘faaaaaaaaaaark’ (as you do when you get that shiver up the spine that indicates you may not quite be as successful in this endeavour as you once thought). Heart beating at a real 180bpm I was at last sat back on the trail wondering just what the hell I was trying to prove.
Risk is rewarded by the views (top) and hospitality of local people (below).
Half an hour later as I reached the top of the umpteenth pass (wishing as ever that this one would look down upon a valley with green pastures and a welcoming village or two) I took note that the trail was now almost indistinguishable from the mountainside. There were no vehicle tracks whatsoever. No cairns left by walkie types. And the next valley? Another uninhabited rock garden. It’s at times like these you really study the fuel level in your 25-litre Baja tank, really wonder how long a banana and 30 boiled sweets will sustain you.
KIWI RIDER 135
AT LAST, A VILLAGE
ON TOUR MOROCCO
Off course, eventually the rocks did Of give way to softer surrounds and g eventually a village was found, e up on this high plateau. And to celebrate I gave away all the ssweets I had to the local kids – only to then admonish them that they were not to eat them before sunset we being Ramadan and all). They (it b repaid my kindness by directing me down the wrong trail for my destination. An hour later I came back through their village, offering the same kids a cheery wave, as you must, before setting off along the right trail – at a jaunty clip. The rest of the day was spent in almost karmic state. The XR purred along in its 108dB way and as it slowly became clear that I really was at last on the right trail and heading for the sanctity of the kasbah for the night, a wonderful sense of relaxation, of oneness with the XR and the trail, replaced the day’s anxieties. THE KASBAH ROCKS!
The kasbah was simply fantastic. A kasbah is a walled-residence, of some grandeur it seems, with a central courtyard and rooms around. As always, made almost entirely of mud. This one was nestled in the most run down of villages I’ve ever personally witnessed. Unlike the kasbah, the villagers’ mud huts were seriously crumbling, semi-derelict. The women of the village were washing their clothes in a nearby stream. The odd cattle stood here and there seemingly in a trance within the enclosures of the villagers’ homes. It looked way beyond basic, yet curiously the sounds from the women and the kids were all happy, there was laughter and high spirits. That evening as I sat alone on the
roof of the kasbah (its only guest), under an incredible starlit sky, listening to the chatter of the people. From the mosques along the valley imam literally broadcast (via loud speaker) their final prayers of the day. Their enthusiastic chant-like readings bounced around the valley, adding a very Arabian Knights feel to the experience. Like nothing else anywhere in the western world. Beautiful. A PROFOUND EXPERIENCE To say the kasbah experience was exotic would be to dreadfully understate the case. It was profound. And the following morning, when the owner took me on a tour of the village, into the villagers’ huts, where I could see the basic living conditions, where I could, with him interpreting, talk to the villagers – to understand that the men all work in the cities, away for weeks at a time, to understand that when a kid breaks his leg playing football then it’s healed by an elder tying two sticks to the damaged leg, nothing more – then it was possible to find a greater understanding. Needless to say I was impressed by their beautiful nature but concerned for their livelihoods. That morning the big XR resolutely refused to start. There was a sense of fire-out after a third-kick backfire – all set before a good audience, naturally. I wasn’t concerned – after all I was within the comforting walls of the kasbah, and by now I was really not wanting this adventure to end. I reasoned that, if anything, it was probably the sparkplug that had succumbed. I noticed however, given the Baja tank, that changing the plug was by no means going to be easy – especially given the haphazard and rudimentary contents of the tool pouch I was carrying. TIME FOR SOME DIY
And then it rained….an experience Bentman found both profound and deeply moving.
136 KIWI RIDER
I was in fact relishing the chance to yield the odd spanner, to prove myself properly capable in self-sufficiency before my
audience. But my host and his small band of local men – who were at that time hand-digging a well within the kasbah – would not have it any other way than that of us all, or particularly them all, putting the bike to rights. I suspect not one of us figured it would be anything more serious than the plug and so there was something of a tussle as we all tried to impress the others with our mechanical aptitude. It was in all eventualities more polite to sit back and let the team do their thing. And sure enough it was a sandaladorned foot that eventually swung the XR back into life. I have to add, mind, that in the jubilant rush to replace the tank, the radiator shrouds and such, the throttle cable got wrongly routed – which necessitated another almost full strip down before finally the XR was ready for another day on the trails. That third, final day’s ride was fantastic. Now in a very relaxed state of mind I headed off for a ride that would take me to the highest point in my adventure (speaking of altitude here). The early riding was as ever stunning and I rode happy and with optimism for a safe outcome. And naturally soon enough I found myself again high in the mountains and again on the wrong trail. Quite what was the right trail was anyone’s guess. There was only me there to guess. There was much backtracking and retrying before one trail simply felt right. I had no idea whether it would prove right, but by now I was ready to go with instinct. I rounded one corner to find a mule trail coming my way. Six old boys on what looked like six old mules, carrying wicker baskets full of produce, were making their way up the valley. I killed the motor and allowed them to pass in my silence. The old boys were keen in their discussions, only giving me a cursory nod and continued on up the valley. I marvelled in their apparent happiness. They’d clearly been to a souk, topped up on provisions
KIWI RIDER 137
ON TOUR MOROCCO
with the land, these air-conditioned bus dwellers seemed to have little connection with anything other than the video camcorders in their hands. Riding into Marrakech, I despised the city too. The west side of which was being obliterated in a wash of international hotels, so Vegas-like with neon signs glowing in the dark. New money meant new cars, meant coffee bars, meant idle time. So pulling a few wheelies seemed as good a way as ever to rebel. Where I was embarrassed by the XR’s noise on the trails, I warmed to its effrontery here. Back at the hotel again, a scuttling cockroach now passed as a non-event. The following morning, being driven to the airport by a support truck driver to the Dakar Rally again left me nonplussed. THEN HOME
Bloody XR! Hire bike lived up to original model’s reputation of being heinously hard to kick start………….
and were now returning to their villages to distribute the goods. The pace of life, the camaraderie, and the way these old boys were obviously still very much a part of serving their community – you couldn’t help but admire it. After seeing the old boys I took off my goggles for good, enduring streaming eyes in order to have eye-to-eye contact with anyone I met. I’d never really hurried along but now I travelled even slower. WHAT GOES UP…. As I found myself descending into what was a huge valley floor, one totally locked-in by high mountains on all sides, I found a wonderful sense of well being coming upon me. On the valley floor I could see three small communities and at one of them clearly a souk was in progress. You could see mules, horses and asses steadily clip-clopping this way and that, sometimes ridden, sometimes being driven in teams. No vehicles though. I rode along that valley cheerfully smiling and greeting anyone within earshot and found a positive response from all. Mindful that after the delayed start, that the day was getting long and there were clearly more mountains to cross, I rode on. The ride was stupendous. Unlike the previous days, this one didn’t feel 138 KIWI RIDER
technical although at one point high on the highest mountain it was clear that to ride off the edge of the trail was to ride into oblivion, but by now I felt safe with the XR and my own abilities. I was laughing too when later, with dusk coming down at a fair old rate, I found myself still high in the mountains. I had no sense of concern, but then I could see the flat lands that led back to Marrakech weren’t so far off now. I found too that I was reluctant to leave the mountains. I was trying to find reasons to stay, but even deliberately making wrong turns wasn’t helping, it was clear that from here all trails led to the Red City. BACK TO BASE Finally, on proper roads and leaving the mountains I encountered a tourist coach within a village. It struck me these were the first westerners I’d seen for three days (aside from Peter and the Swiss owner of the kasbah). And naturally, being by now an elitist adventure trail rider I was not that happy to see them. I found something repulsive in the way they poured from the coach, pointing, photographing and quite simply looking so out of context in the environment. I could imagine the locals not particularly liking them either. Where the natives naturally looked of the place, all seemingly with a strong connection
I boarded the plane, flew into Heathrow and – still in my Rallye suit and motocross kit, now caked in Moroccan mud – joined the evening rush hour traffic on the M25. I was heading home to my family, to my wee son. Lots of joy there. But spiritually where was I? I was longing for those mountains, those wonderful people. Even longing for the person I had briefly become – so often scared and cautious, yet attuned to his surrounds. Now I was a drone, slightly theatrically dressed, heading eastbound between junctions 9 and 8. Morocco was behind me, already but a memory. Yep, curious thing, this adventure travel lark. KR
WILDERNESS WHEELS It’s possible to go on a very similar ride to Bentman’s, with the very guys who lent him the XR. Wilderness Wheels operates a trail bike tours company out of Ouarzazate and will happily guide you all over the High Atlas and into the Sahara. They’re not keen on you taking a bike and heading out on your own as JB did, for obvious safety reasons, but they are good guys and will listen to your wishes. Want to know more? Go to www. wildernesswheels.com. And tell ‘em you read about riding in Morocco in Kiwi Rider!
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DIRT COMPETITION NZ ENDURO CHAMPS
FINAL FE ENDURO featured among the leading riders this season. Mead finished 2-3-2 at the first three rounds, while Power scored 3-2-5 results and there were just six points between the two men as they headed to the fourth and final round of the Yamaha-sponsored series in the King Country in May. HUGE FIGHT ON HIS HANDS With 25 points on offer for a win, Mead (Yamaha YZ250) had a huge fight on his hands at Waimiha, particularly with the KTM contingent showing such awesome form. Five-time former national champion Chris Birch (KTM 250 EXC) won the day at a damp Waimiha, finishing 12 seconds in front of Power, with Whangamata’s Jason Davis (KTM 300 EXC) third, nearly a minute further back. Mead finished only fourth overall at Waimiha, his worst result of the championship, but it was just enough for him to secure his first national enduro honours.
Number one! That’s Yamaha rider Rory Mead, the overall winner of the 2009 Yamaha New Zealand Enduro Championship title and class winner in the E3 category
WORDS & PICS: Andy McGechan The number 13 … it’s lucky for some. That’s how many seconds it came down to in deciding the New Zealand Enduro Championships this season. After four rounds of racing – over hundreds of kilometres of steep, muddy, rugged and remote countryside at Kawhia, Kapiti, Akitio and Waimiha – that’s all there was to separate Whitby’s Rory Mead (Yamaha YZ250) from Auckland’s Karl Power (KTM 250 EXC) at the top of the experts grade. In the end it was Mead who prevailed, but it was a close thing. The 22-year-old builder from Whitby 140 KIWI RIDER
eventually outsmarted, out-powered and outlasted the best motorcycle riders in the country as he wrapped up both the expert grade overall and the E3 (251400cc four-stroke and 201-270cc twostroke) class title at the fourth and final round of the Yamaha-sponsored series in the King Country. “I’m just glad that’s over,” said the 22-year-old Mead as he was greeted with the news that he had won, the light dimming near the end of the day at Waimiha, about 60 kilometres east of Pio Pio. Mead is, remarkably, in just his third season of enduro competition but that was hard to believe as he continually
It came down to the final section of racing at Waimiha and if Power had been just 13 seconds quicker than Birch over the last 15-kilometre stage, he could have won the day and also have taken the series’ expert grade honours instead. “I still won my E2 (up to 250cc fourstroke) class title, so I’m pretty happy about that,” said Power. “I finished only fifth overall at Akitio and that’s what cost me dearly. Apart from that, it all went pretty smoothly. The racing was close. It was a good series.” As well as the expert grade class being so tight, Mead could also have lost his E3 class title to Birch as the pair ended the series tied on points – – the riders expected to count only three of the four rounds towards class honours – – but Mead took it thanks to the count-back rule. ALL THE POINTS HE NEEDED The ‘supplementary regulations’ rule dictated that if riders were tied after they’d counted their best three rounds, the fourth ‘discard’ round would be added back in to the mix. Because Birch
had dnfed round one thanks to a failed clutch, and therefore scored no points, Mead’s worst result (fourth overall but second in class at Waimiha) gave him all the points he needed.
“I weigh 95kg and that’s a lot for a little bike to carry,” he laughed. “I’ve raced enduros since 1985 and. until this year, I had never raced the under-200 class, so I just thought I should give it a go.
“At the beginning of the year I didn’t think I would get this far, but, from the first round, everything worked out for me,” said a relieved Mead afterwards.
“Now I’ve won national enduro titles in every class except the veterans. Maybe I’ll ride vets next year.”
“I’m just glad it’s all over. The pressure was quite hard to take but I just concentrated on doing one race at a time.” The 28-year-old Birch was philosophical about his season, doomed from the start after his mechanical and medical misadventure at Kawhia. “My New Zealand campaign never really got going until the last couple of rounds. Too little too late for me I’m afraid.
Meanwhile, expatriate Kiwi Stefan Merriman (Yamaha YZF450) had wrapped up the E4 (over-400cc fourstroke and over-270cc two-stroke) class title after the earlier three rounds and the Tauranga-born rider did not need to travel from his new Australian home to race at Waimiha.
DIRT COMPETITION NZ ENDURO CHAMPS
E W KILOMETRES DECIDE CLIFFHANGER Merriman had also been the expert pert grade leader outright, ahead of both Mead and Power as the riders headed to Waimiha, but a clash of dates with his racing commitments in Australia meant he was never going to be able to complete the New Zealand series and, realistically, with all the rounds to count, he couldn’t then win the expert class overall.
Settling for second spot in the E4 class was the hard-charging Davis, the KTM man ultimately unable to make up all the points he lost when he hit a goat and crashed at round one. “I knocked myself out for a bit,” he
“My clutch failed me at round one and then, when I tried to loft the front wheel over a bank, it didn’t work and I smashed into a bank and crashed on my head. I couldn’t walk for a couple of days after that. ONWARDS & UPWARDS “It’s onwards and upwards to bigger things for me now. I’m off to race at Erzberg (in Austria), then the South African national champs, followed by the Romaniacs enduro (in Romania, where he has twice finished third) and then the Roof of Africa, which I won last year.” Tokoroa’s Sean Clarke (Yamaha YZ144) won a nail-biting three-way battle for E1 (up to 200cc two-stroke) class honours this season. At the start of the day at Waimiha, the Kiwi Rider man had been tied on points with Paeroa’s Chris Power (Honda CR125) and Hokianga’s Damon Nield (Husqvarna CR125), but the 41-year-old South Waikato scrap metal dealer charged to a remarkable fifth overall on his bored-out YZ125. Power and Nield finished the day eighth and tenth overall respectively, giving up the E1 title to Clarke. HARD AT IT “I was certainly going hard at it this season,” declared Clarke afterwards.
Second overall and winner of the E2 class was KTM’s Karl Power
KIWI RIDER 141
DIRT COMPETITION NZ ENDURO CHAMPS
The rugged, damp Waimiha terrain (top) provided a fitting final test for the country’s top enduro riders with KTM’s Chris Birch (below) winning the round and Kiwi Riderbacked Yamaha rider Sean Clarke (left) doing a giant-killing act on his big-bore Yamaha YZ125 to finish fifth overall and claim the Expert E1 class trophy, rounding out his New Zealand Enduro Championship set!
explained. “Then I had more bad luck at round two when I dropped the bike and broke the radiator.” Taupo’s Mark De Lautour (KTM 400 EXC) won the expert veterans’ class at Waimiha but, like Merriman had done in his class, 41-yearold New Plymouth bank officer Dougy Herbert (Honda CRF250) had earlier wrapped up the class title with a round to spare. Last year’s outright enduro champion, Marton’s Cam Smith (Suzuki RM-Z450), was annoyed he couldn’t 142 KIWI RIDER
have constructed a better title defence in 2009. He finished 22nd overall in the experts grade and sixth overall in the E4 class. NOT CAM’S SEASON “It just wasn’t my season this year,” shrugged the Rangitikei farmer. “I wasn’t that prepared to defend my title this year. I just wasn’t ready. I was still recovering from injury and then I got hurt again,” he said, holding up his battered and misshapen knuckles for inspection. “There’s always next year, I suppose.”
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KIWI RIDER 143
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144 KIWI RIDER
2009 YAMAHA NEW ZEALAND ENDURO CHAMPIONSHIPS: Expert: 1. Rory Mead (Whitby, Yamaha) 82 points; 2. Karl Power (Auckland, KTM) 80; 3. Chris Birch (Auckland, KTM) 68; 4. Stefan Merriman (Australia, Yamaha) 65; 5. Jason Davis (Whangamata, KTM) 52; 6. Adrian Smith (Mokau, Yamaha) 44; 7. Sean Clarke (Tokoroa, Yamaha) 42; 8. Mitchell Nield (Hokianga, Husqvarna) 39; 9. Damon Nield (Hokianga, Husqvarna) 38; 10. Chris Singleton (Hamilton, Kawasaki) 36.
DIRT COMPETITION NZ ENDURO CHAMPS
O
RESULTS
Intermediate: 1. Stephen Major (Auckland, KTM) 74 points; 2. Kian Scherer (Putaruru, Suzuki) 65; 3. Mark Newton (Tokoroa, Yamaha) 63; 4. Logan Shannon (Feilding, Honda) 60; 5. Vaughan Danks (Ashhurst, Honda) 52; 6. Mark Auld (Auckland, KTM) 51; 7. Jason Anderson (Putaruru, TM) 49; 8. William Horne (Pahiatua, Suzuki) 42; 9. Peter Scherer (Putaruru, KTM) 35; 10. Craig Evans (Hamilton, TM) 34. Leading final standings by class: Expert E1: 1. Sean Clarke (Tokoroa, Yamaha) 72 points; 2. Chris Power (Paeroa, Honda) 69; 3. Damon Nield (Hokianga, Husqvarna) 67. Expert E2: 1. Karl Power (Auckland, KTM) 75 points; 2. Adrian Smith (Mokau, Yamaha) 66; 3. Karl Roberts (Stratford, Yamaha) 60. Expert E3: 1. Rory Mead (Whitby, Yamaha) 72 points (wins on count-back); 2. Chris Birch (Auckland, KTM) 72; 3. John O’Dea (Napier, Suzuki) 52. Expert E4: 1. Stefan Merriman (Australia, Yamaha) 72 points; 2. Jason Davis (Whangamata, KTM) 68; 3. Reece Burgess (Tauranga, KTM) 62. Expert veterans: 1. Dougy Herbert (New Plymouth, Honda) 75 points; 2. Mark de Lautour (Taupo, KTM) 69; 3. Gary Powell (Waimiha, Honda) 40. Intermediate E1: 1. Logan Shannon (Feilding, Honda) 72 points; 2. Kian Scherer (Putaruru, Suzuki) 70; 3. Jason Anderson (Putaruru, TM) 62. Intermediate E2: 1. Vaughan Danks (Ashhurst, Honda) 75 points; 2. Gordon Maisey (Taupo, Honda) 65; 3. Grant Simpson (Kapiti, Yamaha) 64. Intermediate E3: 1. Justin Stevenson (Porirua, KTM) 66 points; 2. Tom Evans (Hamilton, TM) 65; 3. William Horne (Pahiatua, Suzuki) 50. Intermediate E4: 1. Chris Hilton (Pukekohe, KTM) 65 points; 2. John Buxton (Helensville, Husaberg) 50; 3. Glyn Patterson (Dannevirke, Honda) 25. Intermediate veterans (40-49)1. Stephen Major (Auckland, KTM) 75 points; 2. Mark Newton (Tokoroa, Yamaha) 64; 3. Mark Auld (Auckland, KTM) 62. Intermediate veterans (50+) 1. Paul Burgess (Mount Maunganui, KTM) 75 points; 2. James Fowlie (Tuakau, Yamaha) 69; 3. Phil Thorogood (Auckland, KTM) 40.
Taupo’s Mark de Lautour (top) won the Vets class at Waimiha but ended the season second overall to New Plymouth’s Dougy Herbert. Jason Davis (above left), meanwhile, ended up fifth overall and second in E4 behind none other than former World champion and top scoring individual at the ISDE, Stefan Merriman (Yamaha). Third in E1 was another Kiwi Rider alumni, young gun Damon Nield (above right) on his Husqvarna CR125. Finally, that’s Suzuki’s Cam Smith (left) with the stoic look on his face. After heading into his title defence season injured thins went from bad to worse.
KIWI RIDER 145
DIRT COMPETITION GREYBEARDS WORDS & PICS: Big Dave Helensville Showgrounds, not far from Auckland was the scene for the 20th Anniversary Greybeards Scrambles. Under the patronage of four-time World Champion, Hugh Anderson, the Greybeards assemble monthly through the riding season. The agenda appears to be get to the venue, have a bit of a yarn, have a ride briefing and then hare around a big paddock on an assortment of classic motorcycles for the rest of the afternoon. Machine classes are: pre-65, pre-75 and evolution. You can see the rules and classes on their web site: http://www. vintagemx.org.nz/index.htm It really is a dirt bike historian’s (which I wasn’t till I got there) dream. I’ve never seen as many CZ motorcycles in one place. Rickmans, Huskys, classic Yamahas and Suzukis abounded BRISK PACE The atmosphere is very much social, but the pace is brisk enough. The starts are handicapped and the races run for 4 or 5 laps in class, and there was plenty of A grade chinwagging going on in the pits too. They were very happy to educate me on the finer points of the machinery while kids, grandkids and grandad all had a bit of a play. 146 KIWI RIDER
GREYBEARDS Has it been 20 years since the Greybeards movement started restoring and racing old motocross and enduro bikes? It certainly has and what better way to celebrate the fact than an anniversary race meeting. Big Dave has the story Ken Marvin had his Kiwi Rider hat on so he was naturally the first bloke I buttonholed. He told me; ‘It’s the same hat as I had on when I first started coming to these Scrambles.’ ‘How long have you been riding Scrambles in all?’ I enquired. His eyes lit up. ‘Since 1962. It was on a BSA Gold Star. We rode to the circuit, took the muffler off, took the headlamp off, rode the race, put the muffler back on, and rode home!’ ‘I’m still enjoying it though’ he continued. ‘I’m not very good at it, but I enjoy doing it and I come out and ride every month, September to May.’ What are you riding now?’ was the obvious question and the answer made me quite sure that the Ed was going to run this story.
BEST BIKE THERE ‘XL175….bored out to 200 and something. I’ve had it 16 years. (Laughs) people have been telling me for years to get a faster bike, but why? I really enjoy this one!’ he said trotting off as starters were called for his class of heats. ‘You know, the Ed has a XL175 he raves about.’ I assured him as he strapped up his helmet. ‘Clever bloke’ Ken said. Next I went and asked Glenn Davies about the immaculate yellow Suzukis that were parked in his very professional setup. ‘A Suzuki 1977 RM370B that I have been building up for the last two years. It was a project that I took over.’ I was taken with the showroom appearance of the bike and got the low down on what had been done to bring it
DIRT COMPETITION GREYBEARDS
back to such pristine condition. It was a pretty extensive list. ‘Modified pipe, period swingarm and modifed forks and quite a deal more.’ ‘How long have you been coming to the Greybeards?’ I asked. BACK FOR MORE ‘This is my third season, back. I raced here at the Showgrounds way back in 1978. It was one of my last races and now 30-odd years later I’m back on the same bike. Three decades for a full circle of this circuit!’ He laughs. In fact there is quite a lot of laughter at a Greybeards event. Seems all has ‘been proved’ with these blokes some time ago and they are just out to do what all of us like doing. Zooming around on a motorcycle. I noticed Peter on a couple of bikes during the event but the one I asked him about was a 1965 yellow Rickman Metisse.
Close RM racing action (top) then we have Honda XL175 rider Ken Marvin, Suzuki stalwart Glen Davies, ‘supervet’ and former World GP Road Race champ Hugh Anderson on a CZ, the Matchless of Peter Henson and finally Peter and his ’65 Rickman Metisse.
‘It’s French for mongrel’ I imparted as the one bit of trivia I knew about the bike
GET-TOGETHER and nodded sagely when he told me about the ‘250 Mk 1 Bultaco Pursang motor. ‘How long have you owned it?’ ‘I’ve only had it one week! The previous owner had it since 1970 and it’s been raced competitively in NZ for all those years. ‘Basically the Rickman Brothers did a deal with Bultaco back in ’65, to supply motors to fit into their frames, but they had a falling out at the end of that year. Bultaco took the bikes back to Spain and started building their own, so these were the only ones that came out with the nickel frames.’ QUITE RARE ‘So it’s quite rare then!’ Big Dave – aka ‘Mr Insightful’ blurted. ‘It certainly is a beautiful machine,’ I muttered inspecting the workmanship closely, hoping the crowd which was also inspecting the bike, appreciated further professional statement of the patently obvious. ‘They only made about 140 of them.’ He smiled broadly. There were several other immaculate Rickman units – Triumph and Matchlesspowered, plus Honda Elsinores, Yamahas,
BSAs and Matchlesses in stunning condition, and bikes that had been sitting unused in a shed for 20 years and were now regularly dragged out in ridden. Some had interesting histories, like Peter Henson’s Matchless that started as a ‘pile of bits’ according to his Brother Neil. ‘Once it was a road bike’ he smiled. THE MAN HIMSELF From there I watched Hugh Anderson cut a few laps and then paid my respects in the pits. ‘You’re looking well, Mr Anderson.’ I said as he arrived back at the pits. Half meaning he still has the style on the bike – as well as off it. (He’s still got it.) ‘I’m over 70 and don’t want to miss a thing!’ he said, more for the benefit of the bunch of gentlemen of similar vintages standing around him, than my recorder. More laughter ensued. What a great event. Good fun and good folks. I’ll keep an eye on the KR online event calendar for the next season of scrambles. No joke. KR KIWI RIDER 147
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DIRT COMPETITION MX1 WORDS: Staff PIC: Yamaha
Sicilian Antonio Cairoli won both motos again in Portugal
SECOND WIN FOR CAIROLI Yamaha Red Bull De Carli’s Antonio Cairoli claimed his second win of the season and second double moto set of 2009 at Agueda for the Grand Prix of Portugal on Sunday May 10. Cloudy but warm conditions, with a light shower coating the second MX1-GP race, graced the weekend in Agueda. 25,000 spectators (weekend figure) surrounded the hard and rough red soil that proved to be harder and more slippery compared to previous years and forced the riders to consider several tyre options on Saturday. A bumpier surface on Sunday was physically tough. Cairoli fought back from a good start (top five) in Moto 1 and a mediocre launch (eighth) in Moto 2 to enjoy superior speed over his rivals and twice deny Ken De Dycker victory. A key moment took place in the second race when the former double world champion was fighting for second position with reigning MX1-GP title holder, Yamaha Monster Energy MX Team’s David Philippaerts, and Clement Desalle. Holding the inside line on a fast downhill Cairoli missed the rut and collided with Philippaerts, forcing a retirementfor Philippaerts – who had led the first third of the opening race until a crash dropped him to fifth place – he later went to hospital with a painful left hand and was diagnosed with a broken index finger. Josh Coppins meanwhile rode consistently to score fourth overall, after almost grabbing pole position on Saturday. The Kiwi was adrift of the battle for the lead but his finishes of seventh (a consequence of a fall) and fourth in the motos represented an improvement over his last GP in Holland and demonstrated a recovery from the low energy levels he has recently suffered.
RESULTS RESULTS RND 5 2009 MX1GP CHAMPIONSHIP AGUEDA PORTUGAL SUNDAY MAY 10 RACE 1 1. Antonio Cairoli (Yamaha) 2. Ken De Dycker (Suzuki) 3. Clement Desalle (Honda) 4. Max Nagl (KTM) 5. David Philippaerts (Yamaha) 6. Tanel Leok (Yamaha) also 7. Josh Coppins (Yamaha) RACE 2 1. Cairoli 2. De Dycker 3. Desalle 4. Coppins 5. Leok 6. David Vuillemin (Kawasaki)
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VX3 Millsaps Silver
VX3 Wingflame Green
VX3 Wingflame Orange
VX3 Wingflame Yellow
VX3 Millsaps Orange
See the 2008 Arai helmets at these specialists: • WHANGAREI Planet Honda • AUCKLAND Dan @ Colemans, Mike @ Cycle Spot, Kerry @ Motohaus, Full Throttle M/C Pukekohe • HAMILTON Steve @ Hamilton M/C Centre, Boyd Honda • MT MANGANUI Blue @ GB Honda • NEW PLYMOUTH Mach One Yamaha • TAUPO Huka Honda • HASTINGS Whittaker Honda • PALMERSTON NORTH Dave @ Phil Turnbill M/C, Anza M/C • LOWER HUTT TSS Motorcycles • WELLINGTON Maidstone M/C, Motorad • NELSON Filco Farm & Sport • CHRISTCHURCH Grant @ Sportzone Suzuki • DUNEDIN Honda Otago • INVERCARGILL Southern Suzuki
150 KIWI RIDER
NEW FOR
VX3 Wingflame Blue
VX3 Millsaps Red
‘08
VX3 Wingflame Red
VX3 Millsaps Blue
ADVENTURE MOHAKA ADV RIDE
If you’ve ever ridden over the Napier-Taupo road and thought to yourself, ‘man there must be some good terrain in there….’ this Jacqui Madelin story is for you. WORDS & PICS: Jacqui Madelin
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19-20 September 2009 ASB SHOWGROUNDS GREENLANE AUCKLAND 152 KIWI RIDER
www.speedshow.co.nz
ADVENTURE MOHAKA ADV RIDE
T
ake a look at the cliffs past the limestone quarry, he’d said. It’s a six million year-old fossilized reef now sitting at 800 metres and it’s studded with ancient shells. What organizer Mike Britton had failed to mention was that the other side featured an almost sheer descent, and getting distracted really wasn’t an option. In fact the whole Mohaka Adventure ride was like that; with jaw-dropping scenery surrounding technical little stretches that offered something for everyone. Everyone except the truly big bikes, that is, and there were no humungous BMW twins this time around. There was just about everything else though, and everyone else – from kids on a recent licence to a couple of seemingly ageless regulars. A STUNNING TWO DAYS The Brittons and their Yamaha-mounted crew – Alan Hall, Mikaere, Bruce, and locals Bernie and Richard – had set a stunning two days. Had it been wet the story (and the route) might have been different, but the rain held off, while high cloud put paid to the hard frosts of a few days earlier. This was a fairly trail-oriented event, with instructions like ‘follow 23km arrows, caution steep cliffs, holes, rocks’, and with bail-out points for those getting
tired or late and wishing to head straight home. But the tracks had been carefully chosen. Novices wouldn’t find the rocky ascents, the rutted or bulldozed fourwheel-drive tracks easy. But neither were they impassable, after all, the folk manning the four stations and countless private farms we traversed use most of these trails to get about. So the slower folk picked their way above and across those views, while the faster riders had just as much fun pushing the pace over the hummocks and rises, without getting caught out by the many, many cliffs and holes. THE ESK RIVER… They also enjoyed the Esk River... The logical route was straight across, but we’d been warned of its depth. The sweeping loop above the rapids was shallowest but studded with round, moss-covered rocks. The confident blasted through; the less confident footed it; the less able dropped their bikes. Given the depth that meant a simple restart wasn’t in order, and some entertaining stories resulted. But it was the forestry loops that had everyone fizzing. They’d deliberately been set as loops, so the quick riders could repeat them as long as their second round began before the sweeps locked the gate.
WOO HAA! There were sandy climbs and steep descents; slippery segments and unexpected woodfalls; sinuous wriggles through trees and thickets rendered tricky by head-high branches, and interspersed with dramatic slashes across open hillsides revealing misty depths – Woo haa! And enduro ace Spence McLintock’s mighty KTM swept past a second time, en route to lunch supplied by the Tutira Early Childhood group. Lunch isn’t usually a focus of the day but this one had to be seen to be believed; some almost genuflected (defined as ‘To bend the knee or touch one knee to the floor or ground, as in worship. Ed) before the laden tables, and despite our best efforts, there was plenty left behind. Still, we worked it off, climbing so high that we swept past the ‘Cliff Dancer’ – a sheer drop that’s the focus of keen abseilers, though empty today. EMPTY & OTHER-WORLDLY This whole landscape seemed empty – and other-worldly. It was easy to get lost in the huge paddocks with their hills and gullies. Swoop down a cut and you’d emerge in a strange land of waving grasses and water-etched bluffs, searching for a fence line to lead to the right gate and, like as not, meeting other riders swooping about for the hell of it. KIWI RIDER 153
ADVENTURE MOHAKA ADV RIDE
By day’s end we’d climbed again, carving the tops of windswept, ca tussock-clad hills so bare that Alan tu had h had to spray his arrows on the grass, for there was nothing to fasten them to.
Such riding offered a stark contrast to the tangled hills and farms co below, and injected an exhilaration be that carried through to the next, more tha open day with its stretches of sweeping gravel roads that weren’t as quick as they looked, for the stones were like marbles and even the experts were careful. TIP OF A SCENIC ICEBERG We finished on Waitara station, tipped as a wind farm, and still we’d barely touched the tip of the scenic iceberg round here. A scenic iceberg rarely accessible to riders without people like Mike and Ange Britton, who go the extra mile to get the permits and permissions required and find accommodation in obscure places – in this case, at Mountain Valley Lodge, a river-rafting, horse-trekking, out-doorsy place some 8km up an obscure gravel road. Given the surfeit of trails and the helpful landowners – one left 15km-worth of gates open for us – the Brittons have promised another Mohaka ride next year. Put it in your diary.
YOUR TURN NEXT YEAR? If this ride sounds a bit like you, Mike and Angela have already locked in the dates for their 2010 event. It will again be based at the Mountain Valley Adventure Lodge, this time over the April 17-18 weekend. The variety of terrain includes private farm stations, pine forests, native bush and back-country roads and the trails can be steep and sometimes challenging so in this case the event is not suitable for big Dual Purpose bikes or pillion passengers. The price is $335 if you want a cabin, $250 if you are happy camping and includes breakfast and lunches both days and dinner on Saturday night. For more information go to www.adventurerides.co.nz KR
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Mohaka ride took Jacqui and co deep into the back country adjacent the NapierTaupo Rd. Base was the Mountain Valley Adventure Lodge beside the mighty Mohaka River. The two-day ride covered every type of terrain and was aimed at riders with some experience on suitable bikes.
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KIWI RIDER 155
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WORDS & PICS: Racing Dave
TRAIL RIDING TIPS OF THE TRADE
That’s Racing Dave’s WR450F Yamaha stripped and ready for the work to begin (main pic) followed by the plastics removed and ready for their separate wash. We then have the bike leaned right over so that RD can access all those hard-to-get nooks and crannies and finally the chain gets a good old scrub before relubing….and the job is done.
WASHING YOUR BIKE It seems such a given, doesn’t it? You know, cleaning your bike. But there’s way more to it than a quick flick with the hose as Racing Dave reveals. STRIP DOWN Firstly, strip off all the plastics: the seat, tank, radiator shrouds, side covers, air box lid, and sometimes the fork slider protectors. Remove the air filter, plug the intake boot with a rag, and remove the air box drain plug. Water blast, wash, and rinse all these removed parts separately, and put aside to dry in the shade.
My favourite compliment at a trail ride is when I am asked if my bike is new. It might be about to be covered in mud, but I think it is important to maintain it to the highest possible standard, and that starts with cleanliness. My WR450F is now six years old, but does not look it. I allow four hours after every ride and use that time not only to make my bike sparkle, but to look for wear on any consumables, and find any hidden damage. The tools I use are a water-blaster (not too powerful, mine is under 1000 psi), a spray bottle of laundry detergent (I use Dynamo), a box, some diesel and a nailbrush, and a bucket of hot soapy water (more Dynamo) and a sponge.
I have a tee-piece on my engine’s crankcase breather, with an extra hose leading up to the steering head (preventing the engine sucking water in a deep river crossing), so I blank that, as well as the muffler exit, and the fuel line to the carburettor. TIME FOR A LIE DOWN Water blast the bike upright on the side stand, and then lie it down on each side
‘I allow four hours after every ride and use that time not only to make my bike sparkle, but to look for wear on any consumables, and find any hidden damage’
in turn, to blast all the hidden crannies that hold dirt. Take care, of course, to avoid damage to wheel and steering head bearings, fork and rear shock seals, and gear – and kick start – lever oil seals. Then lift the bike on to the box and spray the whole machine with the dilute detergent, and leave it to soak for a few minutes. During this time, I scrub the chain and sprockets with the nailbrush and diesel, which does not harm the O-rings. THEN SOME ELBOW GREASE It is now time to put the effort in. Hot soapy water, a sponge, and hard work will remove the remaining dirt. Do a thorough job, not a quick flick. Afterwards, I rinse the bike with a hose until it is spotless. Back in the garage, I remove both wheels, clean and dry the axles, inspect the bearings for contamination and wear, lubricate everything with waterproof grease, and reassemble. Have a look at the brake pads – do they need replacing? With the bike still drip-drying I wash and relube the air filter, remove all the blanks, refit all the plastics, seat, and tank, check the tyre pressures, and take the bike on a short road ride to warm and dry it. Upon returning home, it is back on the box for a final wipe down and lube of the chain, and then it is all ready to be covered in mud again. KR KIWI RIDER 157
PRODUCT EVALUATION
AIROH STELT MX HELMET WORDS: Ollie PIC: Osborne
W When it comes to fitting your head with a helmet which provides the w be best quality and comfort with the leas least dent in your wallet it’s like taking a stab in the dark. There are just so many helmets in the market, all with varying features and varying price brackets. However if you are safety conscious and care about holding a proper conversation with your grandkids and you’re in the market for a premium helmet that will blow you away then the Airoh Stelt Senior from recently appointed New Zealand importer and distributor Forbes & Davies may just be your next best investment. Airoh Stelts are everywhere in Europe; almost every factory rider endorses one and it has just as much popularity in the amateur ranks. The Stelt is more than likely the lightest off-road helmet money can buy at a featherlight 1,000grams – almost half the weight of competing brands, its anatomical shell created from multi-axial fibres of carbon and aeronautical Kevlar composites and
available in sizes XS-S-M-L-XL-XXL. The inner foam system features crush zone channels that also provide unparalleled breathability and moisture wicking. All inner linings are completely removable and replaceable while the trim protection is made from rubber and includes an actual functional nose guard. On first impression I thought I might need to upscale to a size Large Stelt due to the very firm padding around the cheeks and head (I’m usually a Medium). However with some initial reservation I wore the helmet for a good couple of hours and its fit is now perfect. The super-light shell is nirvana on my neck muscles and the incredibly cool paint will dazzle your competition into a cartwheel – or at least when you hit the podium you’ll be the envy of every pit racer in the country. It’s a super trick-looking helmet that performs every bit as well as it looks. RRP of $949 incl GST for a lid this exotic is a steal. The Stelt Senior range from Airoh, shipping dependent, will be available in stores from the first week of July. KR
Ollie wearing his new Airoh Stelt MX helmet.
OPEN LATE
EVERY THURSDAY
Woodhill Forest, Rimmers Rd entrance, SH16, Helensville
Ph (09) 420 8879 www.thesandpit.co.nz NOW OPEN Wednesday to Sunday 9am-5pm 158 KIWI RIDER
HOT PRODUCTS DIRT
1 AIROH DOME HELMET $389 Distributor: Forbes & Davies Ltd Renowned for their strong focus on technology, style, weight, raw materials, comfort, and ventilation, Italian helmet brand Airoh will become widely available throughout New Zealand around early July. The Dome is Airoh’s mid-priced helmet that represents excellent bang for your buck. Features include a tough lightweight thermoplastic shell, removable washable comfort inner, removable cheek pads, ventilation aplenty, nose protection, adjustable peak, double D-ring retention, and ECE22.05 safety rating. The Dome is available in twp very cool graphic options – Party (model shown) or Fear. Sizing ranges from XS to XL.
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ZETA LAUNCH CONTROL $159 Dis2 tributor: Northern Accessories Take the holeshot with this great new Zeta product. Hinge-style clamp body, integration of the lower fork guard and lock pin unit for an easy installation with no modifications.
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SPECTRO MUD RELEASE $25/739ml 3 Distributor: Darbi Accessories A spray-on mud release coating which helps prevent mud and dirt from sticking to your bike, helping it to perform at its best and making clean up easier. Fast, easy, convenient applications – just spray on and allow to dry (two hours), no need to wait overnight! Formulated with a mild pH to be gentle on surfaces. Use on road and off-road motorcycles, ATVs, race cars/trucks.
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MUC-OFF BIKE SPRAY DUO PACK 4 $40 Distributor: Forbes & Davies Ltd Save time and money washing and protecting your bike with Muc-Off’s Duo Pack. Containing a 1L NANO TECH CLEANER to quickly, effectively and safely remove dirt, grime and oil to leave your whole bike sparkling clean. Once clean it’s time to protect with the BIKE PROTECT SPRAY which has a high oil content so is a perfect after-clean corrosion inhibitor which can also penetrate seized parts, drive out moisture and leaves a non-sticky protective layer on frame, drive chain, metal parts, plastics, rubber and paint. SIDI MONZA SOCKS $27 Distributor: 5 Darbi Accessories These socks are long, thin and will suck the sweat off your feet. Made from CoolMax to keep your feet from over heating, they are also cheap enough to leave you with some lunch money..... or enough to buy two pairs. One size fits all. EVS WEB KNEE BRACE $599 each. 6 Distributor: Northern Accessories In the intense sport of motocross, the knees take a mean beating. To keep them as safe as possible, EVS designed the Web knee brace to deflect, divert and absorb energy that is normally placed on the leg and knee joints during an impact or other excessive stress. The brace is made from 100% carbon fibre and with full coverage of the knee, thigh, and shin, the Web makes sure that your leg is completely protected. Hyperextension stops at mean your leg will be protected from over extension, but will also be comfortable
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8 on those long days. The EVS Web knee brace is top of the line protection for your knees. Sold separately as left or right. CO2 PUNCTURE REPAIR KIT 7 $47 Distributor: Forbes & Davies Ltd Genuine Innovations are world leaders in CO2 inflation and puncture repair kits. This particular kit (MX/Enduro) contains an easy to use Air Chuck CO2 inflator, three 16 gram threaded CO2 cartridges, tyre reamer tool, five plug sticks, tube and tyre patch assortment, and glue, all in a handy nylon zippered storage bag. Ensure your days riding isn’t wasted
5 stuck with a puncture, and carry one of these with you. DRC WIDE FOOT PEGS 8 $70 Distributor: Northern Accessories Forget those standard OEM pegs your bike arrived with, if you are serious about enjoying our sport then you should consider the all-new DRC Wide Foot Pegs. These durable steel foot pegs are available for most popular dirt bikes, they are sold in pairs and provide a far better foot grip than OEM foot pegs providing you with more grip and sure footed placement. KIWI RIDER 159
Show ShowCase
JULY 09 Useful Stuff... In your local Dealers now.
FFM Matrix
Maxima Maxum4 Range
Stand out from the crowd with FFM’s new Adventure Helmet – The Matrix. Constructed from tough and lightweight polycarbonate, the Matrix is designed for riders of Adventure Bikes and Motards. The Matrix has a plush lining for great fit, an anti-scratch visor, ample venting, double D-ring fastening, and ECE22.05 safety standard. Available in a cool skull graphic on a white or black base for those who prefer something a little different, or solid black for the traditionalists. Suggested retail is $205.00 and they can be found at your local FFM Stockist. Sizes range from S to XXL, and you can pick up replacement tinted visors as well.
To maintain peak engine performance, regular oil changes with a quality oil are a must for your bike. Maxima’s Maxum4 Oils are a superior range of engine oils designed to offer maximum protection for all 4-stroke engines – from farm bikes to the latest high-revving MX weapons. Whether your fun is racing or trail riding, Maxima’s extreme pressure and anti-wear additives are the safety nets of your engine’s oil. Don’t sacrifice protection, head down to your local dealer and pick up your Maxima Maxum4 Oil today! Maxima – The Fastest Oils on the Planet!
Muc-Off MucOff Helmet & Goggle Care Muc-Off’s Rider Care Series has been designed to keep your riding gear in tip-top condition. Muc-Off Eyewear and Goggle Cleaner will quickly and safely remove dust, dirt, grime, snow, sweat & oily residue from your goggles after a hard days ride. The biodegradable formula leaves a streak free, sparkling finish to help increase your vision and safety. A must for looking after your expensive goggles, Eyewear & Goggle Cleaner is available in a compact 35ml bottle priced at a very reasonable $11.90.
MAXUM4 PREMIUM Petroleum Based 1L $18.90 3.8L $61.90
It’s amazing how quickly helmet liners can become dirty, and if left too long, a little on the nose. Muc-Off Foam Fresh is a highly effective, easy to use foam cleaner which is ideal for all helmet liners. Foam Fresh has an instant foaming action, which gently agitates dirt and grime away from the surface leaving a fresh Citric Burst fragrance. Even the cleanest looking helmet benefits from this uniquely formulated product. Available in a 200ml can at a cost of just $22.90. Grab some today from your friendly Muc-Off Stockist.
Forma Terrain TX Boot New for ’09, The Terrain TX Boot from bootmaker Forma, represents Italian design at its best. Constructed from Leather and synthetic material, with injected moulded plastic protections, the TX will keep you protected no matter what sort of off road riding you’re into. Comfort too, is paramount to the entire Forma range, and the TX doesn’t disappoint with its hinged ‘Stitched Flex Control System’ that provides the rider with superb feel and flexibility. Cost is around $499.00, and they come in black in Euro sizes 42 to 47.
MAXUM4 EXTRA 100% Synthetic 1L $25.90 3.8L $91.90
MAXUM4 SYN BLEND Synthetic Blend 1L $22.90 3.8L $74.90
MAXUM4 530MX 100% Synthetic Race 1L $37.90
Genuine Innov Innov.. Tyre Repair Kit There’s no need to get stranded! Genuine Innovations has a range of puncture repair kits to get you back out on the track FAST should the dreaded puncture occur. Their MX/Enduro puncture repair & inflate kit comes complete with all the bits needed – patches, vulcanising glue, and Co2 cartridges with an Air Chuck – to Fix, Inflate & Go, in one compact storage pouch! Don’t get stranded – carry one of these! Priced at around $46.95 it’s cheap insurance to ensure your days riding isn’t wasted sitting beside the track.
#1 in Co2 Inflators
160 KIWI RIDER If your dealer doesn’t have these fine products on their shelves, tell them to get some for you from Forbes & Davies Ltd.
HOT PRODUCTS DIRT
1 SILICONE WATER-GUARD $18/300g Distributor: Dold Industries This is the highest quality water repellent available. Safe to use on all types of fabric, suede and brushed leather. Environmentally safe. No chlorinated solvents or propellants. 2
PERMANENT WATER-GUARD
$40/500mls Distributor: Dold Industries Solvent free, water based fluorocarbon polymer water and stain repellent. Dries odour free and without U-V brighteners Guaranteed to remain effective even after 25 washes in Sport-Wash. Engineered for natural absorbent materials e.g. Cotton, Wool, Down, Canvas, Suede
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SPORT-WASH $17/532 mls, $28/1L, 3 $40/2L Distributor: Dold Industries The laundry detergent that is safe for all washable fabrics yet powerful enough to remove all odours and stains, such as blood, grass, oil etc. The secret is that SPORT-WASH contains no UV brighteners, bleach, phosphates or fabric softeners and rinses out completely. Available 3 sizes
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U-V-KILLER $39 Distributor: Dold 4 Industries U-V-Killer blocks ultraviolet reflection and luminescence. For all fabric, camouflage and blaze orange. One bottle will treat two sets of hunting clothes. Use only with Sport-Wash, U-V-Killer will make your camouflage almost invisible to the keen eyes of deer and other game
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5 YAMAHA RACING TEAM JACKETS $209 Distributor: Yamaha Motors NZ Keep warm and look cool in a Yamaha Racing Jacket is a top quality nylon garment with a full polar fleece lining, Velcro adjustable cuffs and draw string around the waist. Along with internal cell phone and security pockets, this fully embroidered Jacket makes a statement at a very reasonable price. Available in blue/black or red/black in XS-4X. 6 FFM TX10 $209 Distributor: Forbes & Davies Ltd The awesome TX-10 from FFM, features an aerodynamic lightweight strong polycarbonate shell, adjustable peak, removable and washable Coolmax comfort lining, goggle grippers, double D-ring fastening, stylish graphics and ECE22.05 safety. Representing great value, the TX-10 comes in sizes XS to XXL in Red/ Slv, Blu/Slv and Gunmetal/Slv graphics as well as Matt Black solid. 7 PARK TOOL PORTABLE WORKBENCH $249 Distributor: Forbes & Davies Ltd The Park Tool Portable Workbench is a work table that folds for easy transport and storage,
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making it perfect for taking to race meetings or for garages where space is a little tight. There is a large surface (91.5cm x 58.5cm) with specially sized slots, holes and recesses to hold tools, lubes, beverages and just about anything else you can think of. The folding steel legs also provide a solid base for a toolbox and supplies. 8
PARK TOOL TYRE LEVERS
$34/pair Distributor: Forbes & Davies Ltd
5
If you’re after some quality tools for your workshop, be it home or professional, you can’t go past the Park Tool range. Have a look at this handy TL-5 Tyre Lever Set. Ideal for tough tyre and rim combinations, these levers are made from forged steel and are strong enough for shop use and compact enough (20cm long) to take along on trail rides. They also feature a specially designed tip that engages the tyre bead and helps prevent pinched tubes. KIWI RIDER 161
162 KIWI RIDER
The unique blend of grease cutters and pH balanced cleaning agents powers off dirt, grease grime, bugs, brake dust and road film, and yet is gentle enough to use every day without fading or stripping wax, decals, pin striping or custom paint jobs. Spray XL-1 on the entire bike and thoroughly rinse for a sparkling streak free clean that leaves bikes looking new.
HOT PRODUCTS DIRT
1 SPECTRO XL-1 BIKE WASH $24/L Distributor: Darbi Accessories
5 4
2 NEMESES ELBOW GUARDS From $42 Distributor: Forbes & Davies Ltd These hinged elbow guards from leading MX apparel brand Nemeses feature a unique ‘Y’ plate design providing the user with extreme protection and mobility. 8mm embossed EVA foam allows for breathable comfort and protection, while 3 velcro straps offer a secure fit. Finished in a high tech carbon fibre look.
6
3 MAXIMA FFT FOAM FILTER TREATMENT From $15 Distributor: Forbes & Davies Ltd Maxima’s FFT is a race proven synthetic foam filter treatment that provides unequalled protection against the elements. Unlike other foam filter oils, FFT will not plug foam cells or migrate off filters. FFT’s protective coating catches dirt and fine dust without restricting airflow. Don’t rob your bike of valuable horsepower, pick up some FFT today. Available in 1L and 470ml packs.
2 3
1
4 MCR GOGGLES From $25 Distributor: Forbes & Davies Ltd The MCR budget priced goggle range is ideal for trail riding and club motocross. These goggles are well featured for the price being fully vented with a padded frame and a wide adjustable strap. Available in 3 frame sizes – Junior, Teen and Adult. They come in a range of colours and there’s also replacement tint lenses available to suit all models. 5 MICHELIN S12 XC TYRE Distributor: Northern Accessories New Zealand’s favourite Michelin dirt tyre has been improved for 2009. Every aspect of MICHELIN XC-series tyres has been designed to maximize traction. Now a new rear rubber mixture improves durability by at least 25% compared with previous versions. Redesigned casing construction helps improve traction, feedback and feel, and speeds warm-up time. The new S12 XC tyre is highly versatile and excels in a variety of terrain. 6 RK 520XMO CHAIN From $134 (100 link) Distributed by White’s Powersports An all new RK 520XMO premium quality X-Ring chain for non-competition motorcycles up to 400cc which is lighter and narrower than its predecessor but gives the same overall performance. X-Ring technology means better long term sealing and less maintenance and a longer wear life is the result! Available in 100, 108, 110, 112, 114, 116 & 120 link options. Genuine X-Ring quality chain at an attractive price. 7
RK GB520MXU CHAIN From $239 (114
7 link) Distributed by White’s Powersports MXU is the lightest sealed-ring motocross chain available on the market today. Made for the professional MX racer and weekend warrior the GB520MXU features RK’s new UW-sealing rings. Designed to provide the most consistent power delivery and increased chain life. All components are heat treated using RK’S exclusive HIT (Heat Induction Transfer) process. The GB520MXU has a maximum tensile strength rated at 9,000lbs/ft and weighs a mere 3 lbs/100 links. Designed for any MX race application from 125 ~ 500cc. Available 114, 116 & 120 link.
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8 SHINKO 540 TYRES From $77/ front, 100/rear Distributed by White’s Powersports Shinko’s 540 Motocross Tyre should be your only choice now that the winter months are here! Specifically designed for soft terrain; wide spaced knobs with directional scoops shed mud quickly and the tall aggressive tread pattern offers increased traction in the nastiest conditions. Sizes available: Front – 70/100-17, 70/10019, 80/100-21. Rear – 90/100-14, 90/10016, 100/100-18, 110/100-18, 120/100-18, 100/90-19, 110/90-19, 120/90-19. KIWI RIDER 163
HANDY ANDY ANDY MCGEEHAN
KEEP ON BATTLING The eyes of the world will be on New Zealand in August so we better make sure we comb our hair and brush our teeth. Yes, with the world Junior Motocross Championships being staged here, it is vitally important that we look our best, not to mention that our riders also shine. There have been a few moans from young riders and parents about the seemingly drawn-out process of selecting which of our riders might be good enough to match a few of the visiting Euros, Yanks and Aussies, but it had to be done. We need to be well prepared to host and even better prepared to race against the best young riders in the world. These are, after all, the same young men (and possibly a few women too) who will soon be filling in spots in GP teams or factory line-ups in the United States. Do we want a few of our Kiwis to also be considered to earn jobs on these teams? You bet we do. Was the training and coaching that our riders underwent worth all the time, effort and money? Yes. Even if you didn’t make the final Kiwi squad, I guarantee you got plenty worthwhile out
of all the hard work. Did you learn a few new fitness techniques or a bit about nutrition? Did you fine tune your riding style or learn about picking lines? Even if you didn’t get chosen to represent New Zealand, I bet you still got your money’s worth. Maybe next year, or the year after that, is when you will peak. Everyone develops and matures at different times in their lives. In fact some of you possibly won’t reach your peak until you’re 17, 21, or 32 … that’s just the way life is. And to be perfectly honest, I doubt more than four or fi ve of those riders representing New Zealand in the qualification process for the Junior World Championship meeting will actually make it to the start line for the GP proper. Yet I’m not saying that those who didn’t make the grade (this time at least) should give up. Quite the contrary; keep on battling. Neither am I saying that those who did make the grade (this time around), and who don’t go on to score big points in August, should abandon hope either. Quite the contrary; keep on battling. You don’t see Josh Coppins giving up do you? Josh didn’t head to Europe
‘Yet I’m not saying that those who didn’t make the grade (this time at least) should give up. Quite the contrary; keep on battling’
for a full season until he was 18. He didn’t get on to a factory team until five years after that. He didn’t win his first GP until he was aged 27 (Isle of Wight in 2004). Five years later and he’s still racing for a factory and still loves the sport and would probably still ride if he wasn’t in a factory team. The World Junior Motocross Championships at Taupo this August will be the best ever chance for New Zealanders to impress the factory team bosses. But it won’t be the end of the world if they don’t. KR
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KR KIDS KIDS’ BIKES TEST
Y
amaha’s stonking range of three electric start TT-R 4-stroke models and two trusty 2-stroke Pee Wees is sure to impress. The extensive Yamaha range couldn’t be completely covered by the KR Kids’ Crew on test day but with five models from their full line up available the kids certainly couldn’t n’t complain.
For years Yamaha dominated early motorcycle experiences with the infamous PW50 and PW80 models. Any rider who begun their off-road experience at a tender age will almost always have a story or two to share about coming to grips with life on two wheels riding a Pee Wee. In fact it’s incredible to think that after almost 25 years of Pee Wees they’re still the same household name and relatively unchanged from the first legendary model. The big move now, of course, is to 4-stroke technology with Yamaha creating a new line of youth models in the TT-R series all with electric start and a mix of automatic gearboxes, aggressive styled body work, low seat-heights and generous ground clearances. BLUE GENES With five models on offer throughout the course of the day, the kids had a real opportunity to swing a leg over each bike amidst the flurry of activity buzzing around the wet grass track. The PW50 and PW80, as mentioned earlier, are legends of the youth market and fly the flag as possibly the only remaining novice-orientated 2-stroke kids’ bikes on the market.
KIDS’ BIKES YAMAHA’S TT-Rs & PWs
Half the country’s bike-riding kids got their twowheel start on a PW50…but these days the wee Pee Wee is only one of a number of practical, costeffective models in Yamaha Motor NZ’s kids’ range WORDS: Ollie S & the KR Kids’ Crew PICS: Geoff O.
The PW50 is powered by a 49cc automatic 3-speed engine. The front and rear brakes are handlebar controlled so the basics of twisting a throttle and learning brake control at a young age are kept very basic. A very low seat height of 485cm means even the smallest rider can put both feet down for added confidence. In a similar fashion the larger PW80 (powered by a 2-stroke, 79cc, automatic, 3-speed engine) has the same centrifugal clutch twist-and-go drive system but uses a foot operated rear brake lever to develop a novice rider’s grasp of throttle, front brake and rear brake control and coordination. The PW80 is slightly larger in physical size and has slightly more ground clearance. The seat height is a KIWI RIDER 167
KR KIDS KIDS’ BIKES TEST (Clockwise from top) Yamaha Kids’ range covers all ages from under fives through to teens. Evergreen Pee Wee 50 remains staple of range but it and similar 2-stroke Pee Wee 80 now joined by a 50cc 4-stroke and 110 and 125cc 4-strokes (and facing page clockwise from top) Yamaha offerings put through their paces by the full KR Kids’ crew consisting of Zak Fuller, Dylan White, Ryan Sutherland, Emma Draper, Damon Ottaway, Jimmy Mancer, Beni Hall and Tommy Buxton. Age, size and skill levels ranged from eager young novices to hardened bush and club MX riders.
mere 150mm higher than the PW50 to offer the novice the same confidence in touching the ground with both feet. Both Pee Wees feature safe but zippy little 2-stroke motors, but the PW80 has an exhaust restrictor that can be removed by the supervisor to increase power output as skills improve. For many would-be-buyers the thought of 2-strokes may be daunting in the important area of pre-mix oil ratio to fuel.
168 KIWI RIDER
But Yamaha have taken the guess work out of the equation by installing an exclusive Autolube oil injection system that eliminates any difficulty with fuel/ oil pre-mixing – simply keep the Autolube tank topped up, fill the fuel tank with petrol and twist the throttle. It may also be important to highlight that, unlike their TT-R 4-stroke counterparts, the Pee Wee 50 and 80 are kick start only, but do have a very
light starting mechanism which even the smallest rider can manage. QUARTER TICKING The three Yamaha electric-start 4-stroke TT-Rs up for paddock-bashing were every bit as sought after by the kids as the nippy half-ticking oil-burning 2-stroke PWs. The smallest TT-R 4-stroke on offer, the TT-R50E, is the latest electric start fun bike to join the
Yamaha line up. KR KIDS KIDS’ BIKES TEST
The tough little TT-R50E contains a torquey 49cc 4-stroke engine that features a low seat height of 555mm, a 3-speed gearbox controlled by an automatic centrifugal clutch, saucy big bike styling and a foot operated rear brake – the PW50 has a hand operated rear brake. Next inline is the slightly bigger TTR110E that boasts slightly more power and torque and has a bigger motorbike feel with similar trimmings as the TT-R50. The 110cc 4-stroke engine is fed through a 4-speed centrifugal clutch and with a seat height of 670mm, caters for a slightly taller novice rider. The TT-R110E bridges the gap between the small wheeled TT-R50 or PW50 and larger youth bikes or even the TT-R125LWE whilst providing a fantastic alternative to the slightly smaller PW80. Finally we come to the TT-R125LWE, which is another electric start 4-stroke. Being the biggest of the range on offer for the kids, only the slightly taller, more experienced kids found themselves
ripping up the lush green grass on it. With a manual 5-speed gearbox, front disc brake and large diameter wheels the TT-R125LWE is a focused fun bike for the youth rider looking to take their skills above and beyond, and maybe even considering a little competitive riding in the process. SPOILT FOR CHOICE Ultimately the kids in charge of testing the Yamahas on the day had the final say over the finer details. There were a fair cross-section of kids taking the opportunity to straddle a brand new off-road motorcycle and convey their thoughts on that experience. With some encouragement we even managed to convince a couple of the smaller, younger riders to ride a one of the TT-Rs or PWs they would usually find a little too big to handle. One of the brave-to-try-something-
new was little Zak Fuller, who after pasting the grass into his old man’s gumboots on the PW50, jumped straight onto the TT-R110E and loved the 4-stroke power and ease of control – with little concern about the extra physical size over his usual PW50 steed. The Yamaha range gathered a pretty impressive response from Zak Fuller, Dylan White, Ryan Sutherland, Emma Draper, Damon Ottaway, Jimmy Mancer, Beni Hall and Tommy Buxton. As with last month’s Honda kids range review, we used the same 1 – 5 rating system for the Yamahas, taking into account areas of brakes, suspension, fun factor, looks, power and overall quality. Crunching the numbers the most favoured TT-R of the lot was the middle of the row TT-R110E. Dylan, Emma and Zak more often than not rated all areas on the questionnaire a healthy 4 out of 5 and sometimes even hitting maximum points
KIWI RIDER 169
KR KIDS KIDS’ BIKES TEST
poi points in all areas. Frequent praise was w given to the TT-R110E’s great looks, easy electric start, smooth lo power and low seat height. p
received very little attention. We did have some performance problems with it – relating to the restrictor in the exhaust – and I’m certain if we had removed the restrictor (if we’d known about it at the time) the kids would have spent more time aboard the uncharacteristically torquey Pee Wee 80 as it’s the perfect 2-stoke alternative to any small capacity 4-stroke in the market.
Both Dylan and Zak are seven-years-old and a little shorter in height to Emma. s Emma’s confi dence grew E surprisingly quickly compared to su the boys on the grass the more she rode the TT-R110E, as she heavily favoured its taller ride height and manageable mellow power. The bigger TT-R125LWE was hammered by the older more experienced boys who had great joy in pasting copious amounts of shredded wet grass all over anyone unfortunate enough to be in the fi ring line.
TREND SETTING Last month’s review of the Honda range revealed that the Honda CRF100F was the clear favourite from the Honda bunch in the kids’ comments and fi nal ratings. It appears, like the Honda CRF100F 4-stroke, the Yamaha TT-R110E is the pick of the gang from the Yamaha range. Good looks, smooth power, plush suspension and electric start were more popular than a 1990’s British boy band in the wet, slippery conditions on the Buxton’s property and the high ratings from the Zak, Emma and Dylan were proof of this.
Beni, Tommy and Jimmy, all between 11 and 13 years old, loved the taller ergonomics and plush suspension but only rated the TTR125LWE modestly with an average of 3 from 5 in most areas of the questionnaire. Those same three boys are usually more accustomed to riding slightly more aggressive, lighter and more powerful bikes so it was little wonder the TT-R125LWE copped slightly harsh reviews from them.
Across the board the Yamaha range of fun bikes is made to exceptionally high standards. Quality of parts, bullet proof design, build reputation and integration of modern thinking, like electric start in the TT-R range, makes the Yamaha TT-Rs highly sought after youth trail bikes for novice riders to grow into and improve on. If Yamaha is your preferred brand, then hopefully you can take some of the information provided by the kids and use it to choose the right Yamaha from their extensive range. KR
The little TT-R50E was a smash hit with younger Damon Ottaway and Ryan Sutherland. Both boys loved the aggressive body styling and electric start. The performance of the TT-R50E 4-stroke engine was much preferred in the wet grassy conditions over the PW50 although like I mentioned earlier Zak Fuller cut several laps on the PW50 and simply loved riding it even though he has his own PW50 at home. Unfortunately the elegant PW80
TT-R110 COMPARISON Each tester had to fill in a form to help quantify what they felt about the bikes they rode. In the table this month we outline the way three of them, Dylan, Zak and Emma rated the TT-R110. Dylan White
Zak Fuller
Brakes
4
5
4
4.33
Suspension
4
5
3
4
Balance
4
3
5
4
Power
4
5
4
4.67
$1,799
Engine: Air-cooled 2-stroke reed valve Gearbox: 3-speed automatic Starter: Kick Wheelbase: 855mm Seat Height: 485mm Kerb weight: 40kg Fuel tank capacity: 2L
YAMAHA PW80
$2,299
Engine: Air-cooled 2-stroke reed valve Gearbox: 3-speed automatic Wheelbase: 1055mm Seat Height: 635mm Kerb weight: 60kg Fuel tank capacity: 4.9L
YAMAHA TT-R50E
$2,099
Engine: Air-cooled 4-stroke SOHC Gearbox: 3-speed auto centrifugal clutch Starter: Electric Wheelbase: 925mm Seat Height: 555mm Kerb weight: 57kg Fuel tank capacity: 3L
YAMAHA TT-R110E
$4,199
Engine: Air-cooled 4-stroke SOHC Gearbox: 4-speed Starter: Electric & kick Wheelbase: 1080mm Seat Height: 670mm Kerb weight: 73kg Fuel tank capacity: 3.8L
YAMAHA TT-R125LWE $5,599
Emma Draper Average
Fun Factor
4
5
5
5
Looks
5
5
5
5
Overall Quality
4
5
5
4.67
Total
29
33
31
31.7
170 KIWI RIDER
YAMAHA PW50
Engine: Air-cooled 4-stroke SOHC 2-valve Gearbox: 5-speed Starter: Electric & kick Wheelbase: 1270mm Seat Height: 805mm Kerb weight: 89kg Fuel tank capacity: 6L
KIWI RIDER 171
WORDS: William Eyre PICS: Mum & Dad
KR KIDS RIDDEN
We enjoyed young William Eyre’s story (KR June 09) on the Honda Kids Camp Out so much we d asked him if he would like to do some more riding and writing for KR Kids…’Of course’ was the answer so we dispatched a couple of Kawasaki kids’ bikes for him to test!
KAWASAKI COMBO Earlier this year when Vege rung up and asked if I would like to trial a few bikes, I thought he was pulling my leg. Well, when he arrived last week with two BRAND NEW Kawasaki bikes on the back of his Ute I thought I must have been dreaming. With instructions to ‘ride the wheels off them’ I had a mission to fulfill! Fast as lightning I was geared up and ready to go. I asked Dad which was going to get the first hammering (did I really just write that? I mean ‘testing’) and the Kawasaki 110 was lined up. I am only nine-years old and am used to riding a Honda CRF70 so the 110 was always going to seem more powerful. I rode around in our front paddock for a bit (the track has its share of bends, jumps and plenty of uphill, downhill straights) to put it through its paces. It didn’t seem to be running very well and I didn’t think it had anything to do with my riding (or hoped not) so into the workshop it went for an overhaul by Dad. In the meantime I eyed up the KX65. CLUTCH & POWERBAND I had never ridden a two-stroke before so I was pretty keen to get on the KX65 and trial a bike that had a clutch (and power band!) It took a bit of practice to master the clutch but I found a roll start got
me going in the right direction. Man, did this bike feel good! The noise seemed to send everyone running for the hills (including mum’s horse which jumped the fence out of the paddock!) And I noticed that it wasn’t as big on power as my 70 UNTIL the power band kicked in – then it gave me whiplash! I spent quite a bit of time putting the KX65 through its paces and came to the conclusion that it is a great MX bike. Its frame was well built for my size (I’m not a big kid), its suspension was perfect, it was easy to start (kick start) and its brakes were effective (although they didn’t get much use).
Later in the week, after riding both bikes all day (and nearly all night) I concluded the KX65 would be my pick. The only question I have though is; Why can’t somebody make a 65 frame and 65 suspension but with a 110 motor in it (and preferably with a stand)? KR
That’s young William with the two Kawasakis, the KLX110 4-stroke and KX65 2-stroke.
The only thing I didn’t like about the bike was that there is no stand, which made it difficult opening gates on the farm, and the cattle didn’t appreciate being disturbed by the loud noise. Also a little bloke like me finds it hard to mix up the petrol and oil by myself. After fixing the petrol problems with the 110, Dad got me on my way. I liked riding the 110, which is a great farm bike and would be much more practical when out on a trail ride. What I did notice though was that the frame was pretty much the same size as my 70 but the handlebars were set quite far back, which made it hard to reach the brake. I managed to ride the 110 very well and liked the bike a lot, however I didn’t feel I had stepped up significantly from my 70. KIWI RIDER 173
Hi everyone, and welcome back to my column. The last few months have been very busy. I have been competing in a lot of events which is great! THE NATIONALS To start us off I am going to talk a wee bit about the 2009 NZ Junior MX Nationals held at Taupo in April. The Taupo MX Club did a fantastic job over the weekend with watering the track and every other little thing. My class was very tough. We had about 56 riders so that meant we had to qualify. I qualified in third place. My best two races were both third place as well. Unfortunately my consistency was not great putting me back to eighth overall. Micah McGoldrick cleaned up my class. Brandon and Logan rode awesomely as well banging bars all weekend. Brandon finally got the better of Logan in the last race putting the overall like that. Congratulations to Cameron Dillon, Dion Picard, Campbell King, Micah McGoldrick, Dylan Walsh and Josiah Natzke. I would like to say a big thanks to Grant Cuthbertson from Dunedin for putting in a lot of effort to get my bike ready for the Nationals and the Meikles for the support, cheers.
KR KIDS HAMISH DOBBYN
JUNIOR MX WITH COURTNEY DUNCAN BIKE CHANGE Recently I have changed brands of bikes and am now riding Yamaha. They are awesome. My Hondas were worn out and they actually don’t make 85s anymore, so my next step, we decided, was to go blue. I would just like to thank Honda and Davidson Honda for supporting me and say a HUGE thanks to John and Jeremy and the team at Timaru Honda for supporting me over the last couple of years. You guys have been really awesome and I enjoyed being on the team.
the way home we called in to Foxton for the Wellington Champs. The weather wasn’t very good to us, but you get those days. I managed a fourth and second, for fourth overall. The overall was as close as I had ever seen before with first to fourth split by one point. Dion won overall and also cleaned up the 125s.
OTHER RACING My first outing on the blue bike was the first round of the Sandpit series in Invercargill where I managed three wins from three starts, which was good. The following weekend I travelled to Christchurch for the first round of TTs. The weather was awesome. Micah, Campbell and I had some close races. I won two races with Campbell winning the other, so I just sit in front on points. I went to the Junior Worlds training squad on the eighth and ninth of May, which was a full-on couple of days on and off the bike. On
NEW SPONSOR Finally I have been extremely lucky and am rapt to have a new sponsor, Sportspro with their Fox and Scott products. Thanks a lot guys for taking me on board the team. Sportspro have already sent me down new Fox racing gear, Fox gear bag, Scott goggle case, new goggles, stickers and everything. Thanks again to everyone who has helped out over the last couple of months. See ya’ at the track soon. Courtney Duncan #8
Paul Whibley
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Progression in Suspension
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176 KIWI RIDER
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Hi Everyone, This month I have decided to share with you what my thoughts are on the dreaded words ‘Arm Pump.’ Like most of you, I have at some time or another suffered from this and as you may already know, it’s not a nice feeling. Do you feel or have you felt that annoying burning sensation or consistent cramping in your forearms during or after riding a moto? Does it make you ease up on the gas when this happens?
KR KIDS HAMISH DOBBYN
MOTOCROSS WITH HAMISH DOBBYN If you answered yes – read on! ARM PUMP EXPLAINED Arm pump has plagued dirt bike riders for years so rest assured you are not alone. Phew! Basically Arm Pump is a result of contractions, which prevent the blood flowing into the muscles, resulting in the build up of potassium and inorganic phosphate which, apparently, cannot be flushed away from the muscle by your blood. The main muscles used to flex the wrist are also used when flexing the fingers, so when you’re gripping the handlebars and repeatedly pulling the clutch, the muscles are working overtime and tire very quickly.
2. Ride regularly 3. Relax as much as possible whilst riding the bike AND remember to breath evenly. 4. Wear a quality brand of good fitting gloves, not too tight as this may restrict your blood flow (I use and can recommend Fox gloves). 5. Fit slightly smaller hand grips as it is generally easier to grip a smaller diameter one rather than a bigger one. Try experimenting with different sizes to find out which ones work for you the best.
HOW TO STOP IT
6. DON’T whatever you do grip TOO TIGHT – the so-called ‘Death Grip” is not good!! (this is where the smaller grips may help).
Now here is what I think helps to stop it!!
Quite often you can see me doing my arm stretches on the start line, anywhere is better than none!
1. Remember to stretch your forearms before you ride (in nearly every other sport people do warm ups before hand – even golfers!!)
I hope this may be of some help to you. UPDATE ON MY KNEE INJURY Most of you will know by now that I have suffered a serious knee injury. If you didn’t know, here’s what the problem is. My knee surgeon has confirmed that I had broken both the ACL and the MCL ligaments in my knee. However the good news is that the MCL has already healed itself, but the ACL is taking a bit longer to heal as it’s the bigger of the two ligaments, so another two weeks of daily gym exercises will see me 100% fit and back to my old self again. Until next time stay safe and ride well. Hamish Dobbyn #3
KIWI RIDER 177
LOOKING BACK 5/10/15 YEARS AGO
FIVE FIV YEARS AGO – JULY 2004 It was announced that ex-pat Kiwi film-maker Roger Donaldson was gearing up to make a film about g speed legend Burt Munro and his equally legendary exploits. Donaldson s made the announcement at the Cannes Film Festival and said the C working title would be ‘The World’s wo Fastest Indian’ and that it would star Fas Anthony Hopkins.
The country’s first Mini-Moto race was held at the Amisfield Karting track in Tokoroa and saw close action among the knee and elbow-bending pilots of the pocketrockets. The event consisted of 10 eightlap races and there was action aplenty as Chris Baylis noted. “The sight of a pocket bike cartwheeling through the air is quite spectacular, however as the speeds are low serious injuries are rare.” The long recovery of seriously injured road racer Jason McEwen took a major step forward with his return home from a long stay in hospital. McEwen had been left with terrible injuries after a high-speed crash at the fifth round of the road race championships at Taupo in March. His leg, back and internal injuries meant a prognosis of at least nine months recuperation. Motueka’s Josh Coppins realised a lifelong ambition by winning his first-ever World MX GP at the Isle of Wight. The win was the culmination of a decade’s hard racing since joining the world MX circus as a struggling privateer. “I’ve had so many second places, too many to remember. It’s taken so long, too long, but I had a good feeling all weekend.” KR
The guy with the buzz cut is long-time contributing photographer Andy McGechan
178 KIWI RIDER
TEN YEARS AGO – JULY 1999
FIFTEEN YEARS AGO – JULY 1994
The mechanical rigours of building and running a GP500 race bike continued to confront the hard-working and optimistic BSL team. The slick-looking all-Kiwi-built V3 was sidelined at the opening round of the World Championships in Malaysia after a series of annoying and niggling problems prevented Aussie rider Mark Willis from qualifying.
The newly appointed president of Motorcycling New Zealand, Errol Conaghan, told a two-day conference that motorcycling was in good shape but he looked forward to the challenge of taking on work needed to ‘bring it into the 90s.’
There had been much speculation and the usual array of ‘secret’ photos and leaked diagrams, but Italian company Cagiva finally rolled out the spectacular MV Agusta 750... to the delight of KR’s European test rider Bruno De Prato and the rest of the salivating sports bike world. With five rounds run and eight to go, Ducati’s Carl Fogarty was able to relax a little with a solid 55 point lead in the 1999 Superbike World Championships. The man Fogarty had most feared, Kiwi Aaron Slight, had slipped to fifth in the title chase after being knocked off by Colin Edwards at Donington, and then posting a dnf at the following Monza round. It was a rather successful day’s work for former 600 Sports Production and F2 champion Ray Clee at the second round of the Suzuki Road Race Series staged at Manfeild. Clee showed the benefit of his foray across the Tasman by picking up five wins from six starts on his Castrol Honda CBR900. Hard-riding Ross Bird on his XR400 ensured Honda completely dominated the RK Chains New Zealand Cross Country Championships. The previous year Wayne Jennings on a Yamaha WR400F spoiled the Honda clean-sweep but Bird made sure the flying wing triumphed.
That’s former Ed Jonathan Bentman on a Suzuki Hayabusa on the cover plus an inset of Suzuki’s latest 150s, one a 2-stroke, the other a four.
One of the first changes which emerged from the conference was the dropping of the Supersport 600 class due to what was called ‘a lack of rider support.’ But the glamour Superbike class was opened up to include bikes larger than 750s in a bid to increase entries. It was announced that the 1994 Isle of Man TT races would feature the largest contingent of New Zealand riders since the event began in 1904. The Kiwi effort was to be spearheaded by the Britten team, fresh from victory at Daytona – although leading British riders Mark Farmer and Nick Jefferies were given the rides. Included in the big Kiwi line-up were Robert Holden, Russell Josiah, Jason McEwan, Anthony Young, Blair Degerholm, Nathan Spargo, Doug Bell, Paul Williams and Hugh Reynolds. Some highly promising youngsters popped up during the running of the 1992 New Zealand Junior MX Champs staged at Mosgiel in Otago. In the 8-11 years class for 80cc bikes Jonathan Burkhart, Luke Burkhart, Cody Cooper, Adam Reeves and Ben Townley shone out. All shared wins and top placings during the two-day event. Buoyed by their first successful New Zealand race season, Harley Davidson 883 Twin Sport series converts Steve Crosby and Glenn Williams declared they would be taking it to the Aussies at the first round of the Aussie twin sports series at Eastern Creek.
Ducati got the cover in July 1994 and the Kawasaki KDX200 featured in the dirt pages
SEEV CTEN IO TS N !
Dirt bikes cut loose downtown Britomart. Redbull City Scramble 2009. Photo: Ollie Sharp.
m os Inc t c lu om de pr s N eh Z’ en s si ve
ISSUE 146 • BIKES FOR SALE • EVENTS
HOLESHOT
NEW SPEEDMASTERS & AMERICAS From $16,790 Dep $4200. DEMO HERE
NEW TRIUMPH THUNDERBIRD Order yours now to secure earliest delivery
Come for a test ride now.
2009 NEW BONNIEVILLE/BONNIEVILLE SE
NEW TRIUMPH STREET TRIPLE R
Here now, from $14400 dep $4000
$16,990 Dep $4200 Tough-looking, high-spec version
MORE REASONS TO GET OUT ON THE HIGHWAY
HOLESHOT 65 Barrys Point Road, Takapuna, Auckland Telephone: (09) 486 5187 steve.holeshot@xtra.co.nz
UNBELIEVABLE!
now $15995
New GSX-R750K9 Deposit $4000. Plus on road costs. Very limited numbers.
now $17995
New GSX-R1000K8 Deposit $4300. Plus on road costs. Very limited numbers.
HOLESHOT 65 Barrys Point Road, Takapuna, Auckland Telephone: (09) 486 5187 steve.holeshot@xtra.co.nz
Great Shops ~ For Great Bikes
BIGBIKES IMPORTERS OF TOP QUALITY, LATE MODEL PERFORMANCE MOTORCYCLES
23 Grasslands Place, Hamilton Phone: 07 846 6991 Grant 0274 94 77 85 grant@bigbikes.co.nz or Alan 021 327 771 alan@bigbikes.co.nz Hours: Mon-Fri 8.30-5 Sat 9-3 All our imported bikes are serviced and include on road costs
www. bigbik es.co. nz
Check out our awesome new website. Shop online, lookk att our bikes, or join our mailing list!
450 CLEARANCE SALE
WOFs • Servicing • Tyres • Repairs
2003 Honda CRF450R $4995
$6,590
$13,990
2005 Honda XR250 Great commuter
1999 Ducati 996 Monopost
and weekend trail bike, 4,700kms
Cool superbike, 7,400kms
From
$7,695
$12,990
+orc
2009 Hyosung GT250R
2004 Ducati Monster 800SIE
Two year wty. Five colours to choose from.
Termignoni mufflers fitted. 14,100kms
TYRES We stock Pirelli, Dunlop & Michelin Tyres. WE CAN FIT A SET ON YOUR BIKE FROM AS LITTLE AS $499
Keep your bike in great condition with Muc-off’s bike care products.
2006 Yamaha YZF450F $5995
Spirit of TT Jackets CE approved armor, removable liner, 100% waterproof. Several styles to choose from.
Were $499 Now $199
LATE MODEL BIKES WANTED Call us now! All makes & models considered Ph: Alan 021 327 771
2004 Honda CRF450R $5495
HONDA HAMILTON 10-14 Willoughby St (op. Countdown)
Great Shops ~ For Great Bikes -
2007 Honda CRF450X $7495
WINTER SPECIALS
09 Suzuki SV650K9 Limited edition $12,200
09 Suzuki GSX-R1000K9 Completly new model $20,995
09 Suzuki GSX-R750K9 Special price was $19,995 now $15,995
09 Suzuki M90 Boulevard 1500cc sports cruiser $16,995
2006 Kawasaki KXF450 $6495
07 Suzuki GSX1400 Incudes free Yoshi muffler $12,995
09 Suzuki SFV650 Gladius Low, light & zippy $11,995
2007 Honda CRF450r $7495
450 CLEARANCE SALE HONDA HAMILTON Ph 07 838 9299 Jayd 021 284 6632 sales@hondahamilton.co.nz
09 Suzuki RM-Z450 Fuel injected MX $11,495
09 Suzuki DR650 Dual sport value $9,100
403 Te Rapa Rd, Hamilton Ph 07 838 1209 Fax 07 838 1208 A/H Greg 0274 916 532 Glenn 0274 479 5998 sales@boyds.co.nz www.boydmotorcycles.co.nz
NORMAL LENDING CRITERIA APPLY. ALL PRICES EXCLUDE ON ROAD COSTS
VICTORIAN
MOTORCYCLE WRECKERS LMCT 9537 Grey Import specialists
Wrecking only late model Japanese road bikes
52-54 Mologa Rd, Heidelberg West, 3081 Australia Ph + 61 3 9457 1733 Fax + 61 3 9457 1866 Email vicwreck@vicwreck.com.au
VN1600, WRECKING ONLY
250 NINJA, WRECKING ONLY
GS500, WRECKING ONLY
R6 ’08, WRECKING ONLY
CBR1000RR ’08, WRECKING ONLY
GSXR750 ‘K8, WRECKING ONLY
GSXR1000 K2, WRECKING ONLY
CBR250R, WRECKING ONLY
GSX1300E ’04, WRECKING ONLY
VN250, WRECKING ONLY
GSXR750 K2, WRECKING ONLY
GPX250, WRECKING ONLY
You know you want it
TE250 & TE310 - in stock now 2 year manufacturers warranty www.husqvarnamotorcycles.co.nz
NEW ZEALAND’S BIGGEST SELLING MOTORCYCLE TYRE Distrubted by Nationwide Accessories (W/S) Ltd, Hamilton North Island Stockists Auckland: Botany Honda Motorcycles 09 Coleman’s Suzuki 09 Corsa Motorcycle Dismantlers 09 Cycletreads 09 Glen Eden Motorcycles 09 Haldane Motorcycles 09 Henderson Motorcycles 09 Holeshot Motorcycles 09 JFK Motorcycles & Jetskis 09 Motoworld Powersports 09 Moto Xtreme 09 Triple X Motocycles 09 Mt. Eden Motorcycles 09 Papakura M/C Services 09 Silverfern Imports 09 Wild West Honda 09 Cambridge: Blackwood Yamaha 07 Cambridge Motorcycles 07 Peter Glidden Honda 07 Dannevirke: Hewitts Motorcycles 06 Dargaville: Dargaville Honda 09 Drury: Drury Perfromance Centre 09 Gisborne: C.G.M Motorcycles 06 Hamilton: Big Bikes 07 Boyd Motorcycles 07 Hamilton M/C Centre 07 Honda Hamilton 07 Road and Sport Motorcycles 07 Speed Tech Limited 07 Supacross Cycles 07 Waikato Yamaha 07 Hastings: Barry’s Motorcycles 06 Hastings Honda 06 Hawera: Northwest Motorcycles Ltd 06 Huntly: Huntly Honda 07 Lower Hutt: Moto Mart 04 TSS Motorcycles 04 Masterton: Dave Anderson Limited 06 Maungatoroto: Maungatoroto M/C Ltd 09 Matamata: Phil’s Motorcycle Centre 07 Morrinsville: Phil’s Motorcycle Centre 07 Mount Maunganui: GP Motorcycles 07 Moto GB 07 Strada Motorcycles 07 Napier: Ericksen Honda 06 Pro Cycle Ltd 06 Five Star Suzuki 06 New Plymouth: Mach 1 Yamaha 06 New Plymouth M/C Centre 06 Perfromance Factory 06 North Harbour: Motoworld Powersports Ltd 09 Ngatea: Central Motors Ltd 07 Otorohanga: Bike Torque 07 Otorohonda 07 Opunake: Triple Fourensics 06 Paeroa: Whyteline 07 Palmerston North: AFCM Motorcycles 06 Anza Parts & Accessories 06 Phil Turnbull Motorcycles 06 Pahiatua: Simon’s Motorcycle Repairs 06 Tony Jury Motorcycles 06 Paraparaumu: Bike Clinic 04 Twin Cam Motor Cycles 04 Pukekohe: Mr Motorcycles 09 Putaruru: Peter Glidden Motorcycles 07 Phil’s Motorcycle Centre 07 Rotorua: Bike Force 07 Patterson O’Connor M/C’s 07 Rowlinson Honda 07 Shannon:
186 KIWI RIDER
274 303 570 486 813 303 838 486 262 442 298 265 303 299 299 825
2727 1786 2982 2472 0354 0624 5899 5187 4285 5052 4900 2135 1960 8420 1006 0011
827 7066 827 4196 823 5522 374 7701 439 1089 294 7995 867 6638 846 838 849 838 958 847 850 850
6990 1209 1919 9299 1400 8944 6390 5044
876 6323 878 4152 278 4160 828 9687 589 5106 569 3989 370 0033 431 8555 888 7604 889 7686 574 6688 574 0146 572 1500 836 6298 842 0915 842 0010 757 9747 758 4449 756 6117 442 5052 867 7524 873 8196 873 7273 761 8289 862 8783 357 8043 358 7082 358 8788 376 8288 376 7163 298 6419 298 3556 238 3176 883 3310 883 7602 348 9171 345 5654 348 4100
Shield Motor Repairs 06 Stratford: Cooks Honda 06 Taihape: Taihape Honda 06 Taumarunui: Bike Torque 07 Honda First 07 Taupo: Promoto 07 Daryll August Motorcycles 07 Huka Honda 07 Tauranga: Bayride Motorcycles 07 Bay City Motorcycles 07 Makz Gear 07 Smiths Motorcycles Ltd 07 Te Aroha: Te Aroha M/C Centre 07 Te Awamutu: Peter Glidden Motorcycles 07 Farm and Trail Motorcycles 07 Te Puke: Te Puke Farm & Trail 07 Thames: Wheels of Thames 07 Tokoroa: Craig Stevens Motorcycles 07 Upper Hutt: Maidstone M/C Centre 04 Waipukarua: Five Star Suzuki 06 Wanganui: Joe Lett Motorcycles 06 Warkworth: Warkworth Motorcycles 09 Wellington: Harley Speed and Custom 04 Motorad 04 Richards M/C Services 04 Wellington Motorcycles 04 Whakatane: Bay Honda 07 Tony Rees Motorcycles 07 Underwood & Wilkins 07 Whangarei: Maunder Suzuki 09 Shaw Motorcycles 09 Whangarei Yamaha 09 Whitianga: Coastal Tyres 07
362 7347 765 8028 388 1211 895 7994 895 8998 378 2453 378 8342 378 5508 571 578 571 578
3040 3169 1161 6062
884 8044 871 7317 871 7321 573 3999 868 9363 889 1014 528 9395 858 8983
KURATAU
Community
Trail Ride Kuratau Community invites all those people who own, can get a hold of, or can hire dirt bikes (2 and 4 wheels) to our annual trail ride. WHEN:
345 8599 425 8535 239 382 477 384
9272 8011 2322 4149
307 0502 307 1050 308 6166 430 3097 438 1183 438 0804 866 2310
South Island Stockists Alexandra: Davidson Honda Centre 03 448 6374 Two Wheels Unlimited 03 448 6207 Amberley: Arthur Burke Limited 03 314 8121 Ashburton: Honda Country 03 308 2030 Jeff Marshall Motorcycles 03 308 2055 Balclutha: Balclutha Motocycles Ltd 03 418 0626 Powerzone Suzuki 03 418 4672 Blenheim: Peter Grinter Motorcycles 03 578 1213 Nelson Marlborough Trials Cnt 03 579 2500 Christchurch: Budget Motorcycle Spares 03 377 1881 Pitlane Motorcycles 03 379 7382 Superior Motorcycles 03 366 7793 Te Waipounanu M/C’s 03 372 3537 Trevor Pierce Motorcycles 03 366 6563 Cromwell: Cromwell Motorcycles 03 445 4486 Dunedin: McIver & Veitch 03 477 0236 SPV Kawasaki 03 474 1920 Gore: Ewan Allan Honda 03 208 0174 Murray Kawasaki 03 208 6653 Invercargill: Bike Stuff 03 215 9002 Motorcycle Services 03 214 4886 Moto South Ltd 03 214 4482 Top Cars and Commercials 03 214 1997 Motueka: Murray Thorn Motorcycles 03 528 9992 Nelson: Filco Farm & Sport 03 547 2420 Morley Motorcycle & Marine03 544 8703 Nelson Motorcycle Centre 03 548 3786 Oamaru: Young Motors 03 434 5354 Tapanui: Dwains Service Centre 03 204 8455 Timaru: Southern Motorcycle World 03 688 4225 Winton: Brent Scammell Honda 03 236 7993
Saturday 20th June (11.30am start) AND Sunday 21st June (9.30 am start)
WHERE: Kuratau Community Hall Junction of State Highways 41 and 32 COST:
$25 for All on Day One (no lunch provided) $40 for Adults on Day Two, this includes lunch $20 for under age 15 on Day Two, includes lunch $ 55 for both Days, includes lunch on the Sunday Paddock available for camping
NB: Helmets and sturdy footwear Compulsory All tracks are clearly arrowed DAY 1: 20 JUNE 2009 LOOP 1: Moerangi – approx 55km over open farmland of moderate contour and native bush. AAA – AA – main track. Sign on from 10:30am. Loop opens 11.30 am, closes 2.00pm. DAY 2: 21 JUNE 2009 LOOP 1: Kuratau – am – approx 55 km over open farmland of moderate contour and native bush. Main + A tracks. Sign on from 8:00am. Loop opens 9.30am, closes 12.00 noon. LOOP 2: Moerangi - pm. Loop opens 12 noon, closes 2.30 pm. Loop details as day 1. On Day 2 there will be an ESCORTED CHILDREN’S LOOP of approximately 30 km which departs at 10am and returns at midday. FOR MORE DETAILS CONTACT: Barry Pope: 07 386 5752, Joe Steel: 07 386 6186, For more information, weather and track conditions www.kuratau.school.nz (updated daily). Our thanks go to our major sponsors;
KIDS BIKE SALE
SAVE
SAVE
$400
$400
SAVE
$200 GREAT DEALS ON LIFAN KIDS BIKES & QUADS JUNE ONLY
www.lifanmc.co.nz LIFAN MOTORCYCLES NZ LTD Ph 09 570 4402 165 Morrin Road, Panmure, Auckland
EVENTS
ers). Sign on 8.30, Start 10am. Contact Mike Ross 021527299
Rockie Ellmers 06 8679342 (day) or Mike Sharp 0274436463
ADVENTURE RIDES NOVEMBER - 13/15, Mid North Adventure Trail Ride, at Trounson Kauri Park, Northland, located 30 kms north of Dargarville, same venue, different trails. Inquiries to Des Trubshoe on 0272836613 or email destrubshoe@xtra.co.nz APRIL 2010 - 17/18, Yamaha Mohaka Adventure Ride, with Britton Motorcycle Adventures. Cost: Cabin with bedding supplied $335, bunkhouse $305 (own bedding required) or camping $250 each of these options includes Sat and Sun breakfasts, Sat and Sun lunches, Sat dinner. NOT suitable for big dual purpose bikes or pillion passengers. Need good riding skills and reasonable level of fitness. Based from Mountain Valley Adventure Lodge beside the mighty Mohaka River.
BEACH RACING JULY - 11, Beach Racing Series Round 3 at Makarori Beach, Gisborne, approx 5 kms north of Gisborne on SH35, sign in starts 12.30, riders briefing 1pm, start time 1.30pm. Seniors open 800 metre straights; ATVs open 300 metre straights, mini 50s, Mini 65s, Junior B, and Junior A, on very hard sand. MNZ run event, riders must have full licence, no day licences issued. One practice and 3 races in all weather conditions. Minimum 6 bikes to make a class. Entry fee $25, please be on time. Organised by Gisborne Motorcycle Sports Club, contact
AUGUST - 22, Beach Racing Series East Coast Challenge at Makarori Beach, Gisborne, approx 5 kms north of Gisborne on SH35, sign in starts 11 am, riders briefing 11.30, start time 12.00. Seniors open 800 metre straights; ATVs open 300 metre straights, mini 50s, Mini 65s, Junior B, and Junior A, on very hard sand. MNZ run event, riders must have full licence, no day licences issued. One practice and 3 races in all weather conditions. Minimum 6 bikes to make a class. Entry fee $25, please be on time. Organised by Gisborne Motorcycle Sports Club, contact Rockie Ellmers 06 8679342 (day) or Mike Sharp 0274436463
ENDURO JUNE - 14, Yamaha Top Trail rider Central Enduro Series, Round 5, Martinborough, Wairarapa MNZ or day licence required, 5 of 6 rounds count towards class placings. Classes Expert & Intermediate, Vet Intermediate 40-49yo, Vet Intermediate 50+ yo, Vet Expert 40+yo, Juniors 12 yrs or older, Novice (first time enduro riders). Sign on 8.30, Start 10am. Contact Wayne Finlayson 06 3069526 JULY - 26, Yamaha Top Trail rider Central Enduro Series, Round 6, Santoft, Palmerston North MNZ or day licence required, 5 of 6 rounds count towards class placings. Classes Expert & Intermediate, Vet Intermediate 40-49yr, Vet Intermediate 50+ yo, Vet Expert 40+yr, Juniors 12 yrs or older, Novice (first time enduro rid-
DECEMBER - 3/4/5, M3DE is a multi day enduro run along international lines like the ISDE, only half as long. So if you missed the ISD and want to have a go, keep an eye out for advertising and registration forms We also need helpers at the M3DE so contact us at M3DE@poweradventures.co.nz, or call 0274454429 or visit www. poweradventures.co.nz
MOTARD/MINIATURE ROAD RACING AUGUST - 9, Taupo Motard Series at Taupo Motorsport Park, a completely new track for motards. 60/40 split between tar seal and dirt. Dirt section includes jumps, berms and whoops. No MNZ license required. Classes: S1 - 450 cc, S2 451cc and over. Stock 1, standard MX/ Trail/Enduro 0 - 250 cc, Stock 2, 251 cc and over.15 riders per class. 1 practice session of 3 laps, 1 qualifying session of 2 laps, 3 races of 5 laps. 7-8am sign on, 8 am riders briefing, 8.15 to 9.45 practice, 9.45 to 11.15 qualifying, 11.30-4.30 racing. S1 and S2 - slicks or road tyres, Stock 1 and 2 - dual purpose tyres or worn knobblies on standard rims. S1 and S2 helmet, one or two piece leathers, boots and gloves, Stock 1 and 2, helmet boots gloves one or two piece leathers or MX pants with knee pads and a pressure suit, not just a chest protector. Pre event registration $50, or $65 with a share and use of a pit garage. On the day, registration will be $100, and only if class space permits. Entry: rob@hrcnz.co.nz.
AMAZING ITALIAN HELMETS Double Visor/Pilot Style. Our helmets have a 5-star SHARP safety rating - the highest rating available. How safe is your helmet? Please do a quick check. Go to http://sharp.direct.gov.uk, and click ratings. Contact our traveling salesperson on 027 272 8269 or email caberg@xtra.co.nz. Dealer enquiries welcome. FLIP F A
FLIP F A
CE
V2R $495 black/blue
$395 Tripp (Rhyno) black
LE
LE
188 KIWI RIDER
V2R $495 black/red
Y ST
Y ST
V2R $495 Essence
CE
$395 Tripp (Rhyno) silver
Carbon $TBC
Prizes for top 3 in each class plus spot prizes. Special prizes for riders using Michelin tyres. Food and coffee will be available from stalls at track. Spectator admission by gold coin donation. For more info call Steven Croad on 021485655 or Rob Edwards on 07 3774215 or 021408901 SEPTEMBER - 12, Taupo Motard Series at Taupo Motorsport Park, a completely new track for motards. 60/40 split between tar seal and dirt. Dirt section includes jumps, berms and whoops. No MNZ license required. Classes: S1 - 450 cc, S2 451cc and over. Stock 1, standard MX/ Trail/Enduro 0 - 250 cc, Stock 2, 251 cc and over.15 riders per class. 1 practice session of 3 laps, 1 qualifying session of 2 laps, 3 races of 5 laps. 7-8am sign on, 8 am riders briefing, 8.15 to 9.45 practice, 9.45 to 11.15 qualifying, 11.30-4.30 racing. S1 and S2 - slicks or road tyres, Stock 1 and 2 - dual purpose tyres or worn knobblies on standard rims. S1 and S2 helmet, one or two piece leathers, boots and gloves, Stock 1 and 2, helmet boots gloves one or two piece leathers or MX pants with knee pads and a pressure suit, not just a chest protector. Pre event registration $50, or $65 with a share and use of a pit garage. On the day, registration will be $100, and only if class space permits. Entry: rob@hrcnz.co.nz. Prizes for top 3 in each class plus spot prizes. Special prizes for riders using Michelin tyres. Food and coffee will be available from stalls at track. Spectator admission by gold coin donation. For more info call Steven Croad on 021485655 or Rob Edwards on 07 3774215 or 021408901
HLD Double Visor $195
Cnell Sports Boots $150
HLD Helmet $99
EVENTS
MOTOCROSS JUNE - 14, Round 2, 2009 ZM Valley MX Magic Series organised by Hawkes Bay Motorcycle Club, 5 rounds in total, all mini, junior and senior classes. Senior $30 per class, $10 extra class, Junior $25 per class, Mini $20 per class. Contact Club 0275222032 and www.hbmc. org.nz or 06 8430458E JULY - 12, Round 3, 2009 ZM Valley MX Magic Series organised by Hawkes Bay Motorcycle Club, 5 rounds in total, all mini, junior and senior classes. Senior $30 per class, $10 extra class, Junior $25 per class, Mini $20 per class. Contact Club 0275222032 and www.hbmc. org.nz or 06 8430458 AUGUST - 9, Round 4, 2009 ZM Valley MX Magic Series organised by Hawkes Bay Motorcycle Club, 5 rounds in total, all mini, junior and senior classes. Senior $30 per class, $10 extra class, Junior $25 per class, Mini $20 per class. Contact Club 0275222032 and www.hbmc. org.nz or 06 8430458 - 16, Fun-day MX, at Awakaponga MX Track, Matata, in Whakatane. Sign in 7.45, riders briefing 8.45 start time 9. Classes: minis, juniors, seniors, veterans, ladies. Organised by Bay of Plentry MCC, contact them on bopmcc@bopmcc.co.nz or BOPMC, P O Box 2073, Whakatane SEPTEMBER - 13, Round 5, 2009 ZM Valley MX Magic Series organised by Hawkes Bay Motorcycle Club, 5 rounds in total, all mini, junior and senior classes. Senior $30 per class, $10 extra class,
Cnell Top Box (M)$60,(L)$70
Junior $25 per class, Mini $20 per class. Contact Club 0275222032 and www.hbmc. org.nz or 06 8430458 NOVEMBER - 15, Fun-day MX, at Awakaponga MX Track, Matata, in Whakatane. Sign in 7.45, riders briefing 8.45 start time 9. Classes: minis, juniors, seniors, veterans, ladies. Organised by Bay of Plentry MCC, contact them on bopmcc@bopmcc.co.nz or BOPMC, P O Box 2073, Whakatane DECEMBER - 27/28, Summercross â&#x20AC;&#x2DC;09, at Awakaponga MX Track, Matata, Whakatane. Sign in at 7am, riders briefing 7.45, start time 8. Mins, juniors, seniors, veterans, ladies. Organised by BOPMCC - contact bopmcc@bopmcc.co.nz
RALLIES, RUNS & RIDES Attention all Aprilia Riders: Wanted to form a small & relaxing club for touring, racing & club meetings every week. Contact: Vincent 021 682 823 or aprilia_NZ@hotmail.com SEPTEMBER - 26/27, Globetrotter Challenge Rally, starts from Timaru. The timaru Bronz Club annual Road Trial Rally involves navigating an easy short timed road trial to get to the otherwise unknown rally site destination. Entry fee includes rally badge, evening meal and breakfast, contact Morris Jones on 03 6848207 or email mdjones@ihug.co.nz OCTOBER - 20, Tuesday BRONZ 56th Bi-Annual Blood
YOHE Helmet $150
HLD Open Face $99
Cnell Touring Boots $200
SIZES:Helmets XS-2XL Pants/jackets XS-4XL Cnell Joker Scooter $2500
Nerve Touring Jackets $140
Nerve Sports Jackets $140
Nerve Heavy Duty Pants $150
Nerve Airstar Pants $135
Cnell Scooter www.cnell.com 39B Neilson St Onehunga Ph 09 634 3196 mob 021 151 7754 email ss.products@gmail.com HOURS: Mon-Fri 10am-5pm. Sat 10am-4pm. Wholesale enquiries welcome KIWI RIDER 189
EVENTS
co.nz or email Sue Futter at golfergirl@paradise.net.nz
Run 6-8pm. Blood Donor Centre – 71 Great South Road, Epsom. Yes this is our 56th Blood Run, how many badges do you have. Main attractions - chocolate biscuits and the great feeling that you have helped someone. Any motorcyclist/scooterist/triker welcome to donate blood with us, no charge, bookings not essential, badges $10 For more info Ph Peggy 09 638 9227 or 021 523 976 or bronzauckland@hotmail.com - 23/24/25, South Canterbury Motorcycle Club commemorates their Centenary. Details and registration forms at www.100yearsouthcanterbury.co.nz DECEMBER - 5, Saturday BRONZ 27th Annual Toy Run 10am.BMW Pacific Rise Mt Wellington to The Warehouse 26 Warehouse Way Northcote. Main attractions – to be part of one of the greatest/biggest rides in Auckland and the great feeling that you have helped children have a brighter Christmas. No Charge but please bring a toy and also do not forget there are also older children when selecting your toy. Toys collected by the Salvation Army who will distribute them to children in need. Any motorcyclist/scooterist/triker welcome to ride with us, no charge, bookings not essential, badges $10 For more info call Lars 09 442 5679 or 021 361 312 or Finn: 027 484 6326 or 09 625 5533 bronzauckland@hotmail.com
ROAD RACING JUNE - 20/21, Manfield Full Circuit , Victoria Motorcycle Club Actrix Winter Series Road Racing, Round 2. Classes consist of F1 Superbikes, F2 Supersport, F3 Superlite, 650 Pro Twins, Clubmans, Post Classic, 125G, Streetstock, and Motard. Check www.vicclub.
JULY - 25, Manfield Short Circuit, Victoria Motorcycle Club Actrix Winter Series Road Racing, Round 3. Classes consist of F1 Superbikes, F2 Supersport, F3 Superlite, 650 Pro Twins, Clubmans, Post Classic, 125G, Streetstock, and Motard. Check www.vicclub.co.nz or email Sue Futter at golfergirl@paradise.net.nz AUGUST - 22, Manfield Full Circuit, Victoria Motorcycle Club Actrix Winter Series Road Racing, Round 4. Classes consist of F1 Superbikes, F2 Supersport, F3 Superlite, 650 Pro Twins, Clubmans, Post Classic, 125G, Streetstock, and Motard. Check www.vicclub.co.nz or email Sue Futter at golfergirl@paradise.net.nz SEPTEMBER - 26/27, Manfield Short Circuit, Victoria Motorcycle Club Actrix Winter Series Road Racing, Round 5. Classes consist of F1 Superbikes, F2 Supersport, F3 Superlite, 650 Pro Twins, Clubmans, Post Classic, 125G, Streetstock, and Motard. Check www.vicclub. co.nz or email Sue Futter at golfergirl@paradise.net.nz OCTOBER - 17, Manfield Short Circuit, Victoria Motorcycle Club Actrix Winter Series Road Racing, Round 6. Classes consist of F1 Superbikes, F2 Supersport, F3 Superlite, 650 Pro Twins, Clubmans, Post Classic, 125G, Streetstock, and Motard. Check www.vicclub.co.nz or email Sue Futter at golfergirl@paradise.net.nz
TOURING OCTOBER - 2, 16 day tour of Northern Thailand on rented 250-1000cc Hondas, includes airfares, hotels, meals, bike costs, support vehicle and local guide. Just $5950 all up. Contact Martin
Santoft Two Day Trail Ride 1 & 2 August 2009
Lenart on 0212489452 or email martin@ maloo.co.nz - 16, 16 day tour of Northern Thailand on rented 250-1000cc Hondas, includes airfares, hotels, meals, bike costs, support vehicle and local guide. Just $5950 all up. Contact Martin Lenart on 0212489452 or email martin@ maloo.co.nz NOVEMBER - 6, 16 day tour of Northern Thailand on rented 250-1000cc Hondas, includes airfares, hotels, meals, bike costs, support vehicle and local guide. Just $5950 all up. Contact Martin Lenart on 0212489452 or email martin@ maloo.co.nz
TRAIL RIDES “The Kawasaki Sandpit”, Woodhill Forest, Rimmers Rd entrance, SH16, Helensville. The ultimate offroad motorcycle playground. Come & ride, we are open Wednesday to Sunday 9-5pm with a late night on Thursday. Ph: 09 420 8879 or for more information go to www. thesandpit.co.nz JUNE - 14, Suzuki Trail Blazer, go to www.epicevents. co.nz for details - 20/21, Kuratau Community Trail Ride Fun, South Waikato, at Kauratau Community Hall, cnr SH 41 and 32, 2 wheelers, 4 wheelers and children, 2 loops thro farmland and bush, organised by Taumaranui Motorcycle Club, contact Barry Pope on 07 3865752 and check www.kuratau.school.nz - 21, Oroua Downs School trail ride, at Oroua Downs school, Manawatu, SH 1 north of Foxton. Sign in starts 8am, riders briefing 9.45, start 10am. Loop track dairy country farms and forest tracks, entry fee $25. Sausage sizzle, lunch at half time. Check silver bullet website for details. - 21, Yamaha MX Series 2009, Round 3, Awakaponga MX Track, Matata, Whakatane.
× Sign-on from 0800hrs daily × Food stall on-site × $40 a day or $65 for 2 days × Family concession: × 2 adults+2 children under 15 = $100/day or $160 for 2 days × Signposted from Bulls main intersection × Rideable in all conditions × Kids track × Toilets
Sand based forest tracks Fantastic winter riding whatever the weather! Supported by:
× Sheltered camping – free × Register on the day Organised by: Linton Multisports More information × Bendon
AFC: 06-357-8043 AH: 021-324-727
× Mike Ross: www.afc.co.nz 190 KIWI RIDER
021 527 299 www.offlimits.co.nz
Sign in starts 7.45, riders briefing 8.45, start 9am. Minis, juniors, seniors, veterans, ladies. Organised by Bay of Plenty MCC, email bopmcc@bopmcc.co.nz - 21, Dirt Guide Trail Ride Fun, at Whakamaru 2kms back to Tokoroa from Dam, South Waikato, signposted from Whakamaru Tokoroa and Atimuri, 2 and 4 wheelers welcome. 30 kms main loop, 10 kms short loop part of main track. 1 km kids track. Sign on 8.30, ride starts 9.30, entry fees over 16 yrs $35, under 16yrs $20 (includes free sausage) food for sale throughout day. Forestry based trails, phone Sean Clarke 0275996045 or 07 8865918 - 21, Suzuki Trails, Waipara Trailride at Red Oaks, Weka Pass, signposted from Weka Pass Loop Rd, SH 7, Waipara, sign on and scrutineering from 9.30, cost $40 per rider, $60 per family (parents and children 15 yrs and under), mini/peewee riders free, parents supervision. Boots helmet and spark arrestor muffler compulsory, no dogs please. Hill country tracks and farmland, suitable for trailbikes and quadbikes, childrenâ&#x20AC;&#x2122;s and beginnerâ&#x20AC;&#x2122;s shortcuts, bbq and refreshments available, knobbly tyres essential, fundraising for St Andrews College 1st XV Rugby, enquiries to Grenville or Chris 0274510584 or email trailrides@xtra.co.nz - 28, Te Arai Forest trail ride, at Te Arai forest, Rodney, north of Wellsford, signposted from Mangawhai Road, sign in starts 9am, start 9am, sand based trail ride, contact Kaiwaka Suzuki 09 4312123 or email kaiwakasuzuki@ xtra.co.nz. Organised by Maungaturoto Motor Cycle Club. JULY - 18/19, Suzuki Trail Blazer, 2 day, visit www. epicevents.co.nz for details - 19, Yamaha MX Series 2009, Round 4, Awakaponga MX Track, Matata, Whakatane.
Sign in starts 7.45, riders briefing 8.45, start 9am. Minis, juniors, seniors, veterans, ladies. Organised by Bay of Plenty MCC, email bopmcc@bopmcc.co.nz - 19, Dirt Guide Trail Ride Fun, at Tar Hill 15 kms south of Tokoroa, South Waikato. Sign posted from SH1, south of Tokoroa. 2 and 4 wheelers welcome. 30 kms main loop, 10 kms short loop part of main track. 1 km kids track. Sign on 8.30, ride starts 9.30, entry fees over 16 yrs $35, under 16yrs $20 (includes free sausage) food for sale throughout day. Forestry based trails, phone Sean Clarke 0275996045 or 07 8865918 AUGUST - 1/2, Santoft Two Day Trail Ride Supported by Linton Multi Sport Sign on from 8:00 hrs Lunch provided and food stall on site $40 per day or $60 for two days. Family concession: 2 adults and 2 children under 15 yrs $160 for 2 days or $100 per day. Signposted from Bulls main intersection. Rideable all conditions. Kids track Free camping. Toilets available. Venue: 383 Main Street, Palmerston North Ph: 06 3578043 Contact Brendon 021324727 Mike Ross 021527299 www.afc.co.nz - 9, Suzuki Trail Blazer, visit www.epicevents.co. nz for details SEPTEMBER - 12/13, Suzuki Pumice Blast, visit www. epicevents.co.nz for details - 20, Yamaha MX Series 2009, Round 4, Awakaponga MX Track, Matata, Whakatane. Sign in starts 7.45, riders briefing 8.45, start 9am. Minis, juniors, seniors, veterans, ladies. Organised by Bay of Plenty MCC, email bopmcc@bopmcc.co.nz - 26/27, Norsewood Mud Fest Trail Ride 2 Day Event, at Rakatutahi Road, Norsewood, Southern Hawkes Bay. Signposted from Snee Rd off SH2 and north of Norsewood Jens
EVENTS
Andersen Rd, off SH2. Sign in 8.45, riders briefing 9.45, start time 10. Suitable for Quads and bikes, helmets and sturdy boots compulsory, no gumboots, minis track provided for young ones. Loop about 25kms with some mud. Contact Rex Rosacker 0274862538 or Craig Rosacker 0272878344 or Angela 06 3740427. $20 per day, bbq lunch provided. Non riders $5 includes lunch. Camping available. Camp fees $10 per adult per night. $5 per child per night. Need to bring own water and some food. Toilets supplied. OCTOBER - 11, Suzuki Trail Blazer, visit www.epicevents.co. nz for details NOVEMBER - 7, Herbertville Trail Ride, Weber Rd, Herbertville, Cape Turnagain, Tararua. 65kms east of Dannevirke, Sign posted from Millers Road, Dannevirke, opposite BP. Sign in 9, riders briefing 9.45, start time 10. Suitable for quads and bikes, no helmet no ride. Rode over 2 large coastal stations. Contact Lui 06 3746310 or 06 3743610 or Sue 06 3743560 at Burnview Station. Entry fee $20, bbq lunch provided. - 14, Bush Bash 09, at Waitawhiti Station, Tiraumea, Pahiatua, Tararua. Signed from BP Pahiatua, follow arrows. Senior quads, senior 2 wheelers, junior two wheelers, rolling to steep hill country, farm tracks, some bush. Organised by Bush Riders MCC, contact Stu Sowry at stusowry@bushriders.co.nz. Info sheets, supplementary regs and entryform available in downloads section at www.bushriders.co.nz website soon. Quads race Sat, two wheelers Sun. - 21, Raetihi Ripper, Raetihi-Old Mangaeturoa
+ TWO CHANCES TO WIN YOUR MONEY BACK International bike & rider travel & accomodation shipments from Auckland & Christchurch
Now taking bookings for IoM TT 2011 2011 is the 100th anniversary of racing on the Mountain Circuit we have a very limited amount of accommodation
Call Bill on NZ 03 377 1881 or Dave on AUS 03 9331 0947 Email: dave@getrouted.com.au
KIWI RIDER 191
EVENTS
School Grounds, Ruapehu. Itâ&#x20AC;&#x2122;s their 15th year anniversary - more details to follow - email raetihiripper@yahoo.com or visit www.raetihiripper.com - 28, Maungaturoto Country club trail ride, 80 kms over 2 loops, quad friendly, food available, $30 adult, $20 children (under 16), $70 family, $5 mini track, track open 9-2.30, Golden Stairs Rd, Manugaturoto, queries to Shay 09 4316698 - 29, Freedom Suzuki Halcombe School Trail Ride at Abbiss Woolshed, Tokorangi Road, Halcombe, Manawatu. 2 mins out of Halcombe sign posted from Halcombe Village. Sign in at 8.30, riders briefing 10, start time 10.10. Flat and rolling hills. Contact Mark Heap 0212602766. Bikes over 65cc on main ride. Experienced and competent riders. Not suited to beginner riders. Supervised kids track available. Helmets and boots compulsory. No passengers.
TRACK DAYS JUNE - 20, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 4.
Email ride@motott.co.nz JULY - 24, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz AUGUST - 28, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz SEPTEMBER - 25, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food
and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz OCTOBER - 9, Redline TrackDays, at Taupo Motorsport Park, Track 1 (full track) email info@redlinetrackdays.co.nz - 16, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz NOVEMBER - 14, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz - 15, Redline TrackDays, atTaupo Motorsport Park, Track 1 (full track) email info@redlinetrackdays.co.nz
BMW 2004 Dakar 650cc 58,000km. Good condition. Many Touratec parts included, ABS, heated grips, single seat available, full BMW luggage system and engine protection bars. Fitted with TKC80s plus a spare set of off road tyres. Comfortable and reliable adventure touring bike. This bike will take you around the whole country in comfort and style. Discuss options by contacting John on 021 981 399 or after 7pm on 09 8322836. $8990
O 192 KIWI RIDER
S
DECEMBER - 5, At Taupo international race track. Fun, non competitive environment to test your bike and your riding skills. Go as fast or slow as you like. Riders are given sessions catering for experts thro to trackday first timers and novice riders. Spaces are limited, pre registration is required and early booking is recommended. Free trackday prizes drawn on the day. Food and coffee vendors on site. Spectators welcome. Four groups for riding depending on experience and ability. MotoTT staff circulate to assist beginners and novices. On track 1. Email ride@motott.co.nz - 6, Redline TrackDays, at Taupo Motorsport Park, Track 1 (full track) email info@redlinetrackdays.co.nz
TRAINING DAYS Scooter Training at Auckland Kart Track, Avondale, sessions coming up over the next few months, $99 per person for a whole days training, lunch and the loan of a scooter and gear if you don’t have your own. Contact dione@triumphnz.co.nz for details or see www.euroscooter.co.nz Ride Right Ride Safe training days
EVENTS
at Whenuapai Air Base, Brighams Creek Road, Whenuapai third Sunday of every month except December and February (days for 2009 18 January, 15 March, 19 April, 17 May, 21 June, 19 July, 16 August, 20 September, 18 October, 15 November). Suitable for initial or refresher training. Cost $50. Download registration form www.rrrs.org. nz or contact Finn Nielsen 09 625 5533 or 0274846326 Basic Motorcycle Maintenance Course - each Wednesday in May at Barrys Point Road on North Shore, this course will get your bike in tip top shape for winter riding. Costs: $140 for the 4 Wednesdays and covers brakes, clutch and pedal adjustments, tyres and tubes etc. Contact Greg on greg@ poweradventures.co.nz or 0274454429 CLUB SECRETARIES: If you want your event listed here FREE, as it has always been for our Events pages, please fax the details to KR EVENTS, (09) 416-5308 or email admin@ kiwirider.co.nz
Harley Davidson FXRS/SP 1990 Reconditioned motor. New cases. $15,000
Harley Davidson Heritage Softail 1988 2000 miles on new motor. Immaculate. $15,500
Harley Davidson Sportster Custom 1200cc, 3470 kms $15,500
Ducati 750 SS 1995, 45,383 kms, $7000
Ducati 125cc Black/Silver, rare model $5000
Harley Davidson Fatboy Softail 300 series, rear end, $40,000
MORE BIKES FOR SALE: Harley Davidson FXR 1986 113 cu S& S $18000 • Triumph Bonneville 750cc 1974 Red/Gold $7995 Harley Davidson Lowrider 1988 $16000 • Aprilia RS 250 1999 $6995
Full restoration work available Vintage Classic & Modern
Trevor Hall Motorcycles
LMVD
503 Sloane St, Te Awamutu. Phone/Fax 07 870 3423 thmotorcycles@xtra.co.nz www.trevorhallmotorcycles.co.nz
KIWI RIDER 193
1998 Honda XR250 wrecking now (sample photo)
99 Husqvarna 410 wrecking now
1999 Yamaha YZF-R6 wrecking now
Suzuki GSX1100F wrecking now
03 Honda CRF230F wrecking now
78 Honda CB sohc 750 $900
Honda VF750 wrecking now
88-90s Kawasaki GPX250 wrecking now
1990 Honda NC22 CBR250 wrecking now (sample photo)
1999 Yamaha YZ125 wrecking now
(sample photo)
ALSO WRECKING: 91 Suzuki RM250 • Suzuki LT80 sports quad • Early 90s CR125
2008 YZ 450F Tidy condition $8995
2008 WR 250 with YZ 250F forks & shock, new brakes, chain & sprockets, tidy condition $9995
2006 YZ85 small wheel, tidy $2995 2001 YZ80 big wheel tidy $1895
YZ250F 2008, 22 hrs, full spares kit $7995
2002 DRZ125, good kids trail bike $2695
KTM125 ’03 New piston & rings, tidy for age $2995
CRAIG STEVENS MOTORCYCLES LTD 30 Main Road, Tokoroa. Ph 07 886 1014 Craig 0272 442 662 Email: teamcsm@xtra.co.nz * Weekly payments based on 10% deposit and 36 monthly payments. To approved purchasers.
194 KIWI RIDER
BOSS ENGINEERING SERVICES • • • • • •
Cylinder Resleeving Cylinder Reboring Crank Rebuilds (All jet skis included) Shock Rebuilds Shafts Manufactured Gear Dog Undercutting
196 Taupo Quay, Wanganui, New Zealand Phone: (06) 348 9516 Fax:(06)348 9517 Email: bossengservices@xtra.co.nz
2008 YAMAHA YZ450F New tyres, chain & sprockets. Ex demo unit, only done 30 hours. Suspension and engine have just been serviced & everything has been greased $8600
2009 YZ250F New tyres, just been serviced, done 6 hours Ex demo unit $9250
CUSTOM SPORTS TRIKES CREATED INDIVIDUALLY
by MS Coombes Limited Based on the Suzuki Boulevard M109R We can trike any bike DVD available 344 St Asaph St Christchurch. Ph: 03 3667463 Fax: 03 3667462 Email: mscoombesltd@clear.net.nz Web: www.mscoombes.co.nz Web: www.customsportstrike.co.nz
Central Motors 2001 LTD Ngatea www.centralmotors.co.nz 60 orchard Rd, Ngatea
Ph 07 867 7524 Fax 07 867 7526 A/hrs: Orrin 027 293 0420 orrin@centralmotors.co.nz KIWI RIDER 195
NOW WRECKING 1999 1991 1989 1987 1986 2002 2006 1990 1988 1994 2001 2002 1999 1991 1992 1996 1999 2007 1997 2002 2008 2005 2006 2002 2006 2007 2002 2000 1998 2004 2005 1988 1990 2004 2003 1989 2002
MOTORCYCLE
LMVD
HONDA CB250 Hornet CBR250 MC22 CBR250 MC19 CBR250 MC17 CBR250 MC14 VTR250 VTR250 VFR400NC30 GB400 RVF400 CBR600 CBR600 CBR600 VFR750 CBR900 Fireblade VFR750FL VFR800 CB900 Hornet CBR900 CBR900 Fireblade CBR1000 VTR1000 CBR1100 Blackbird CBR1100 Blackbird ST1300 SUZUKI SJ50 EN125 FXR150 RG150 GN250 GN250 GN250 GSF250 Bandit GSX250 GSX250 GSXR250RR GZ250
GZ250 NZ250 SG350 Goose RF400 GS500E GS500E GSF600 Bandit GSX600F Katana GSXR600K1 RF600 DL650K4 SV650 GSX750F GSXR750J GSXR750 GSX750FW GSX750F VS750 VN800 VN800 VS800 (S50) RF900 SV1000 SV1000 TL1000S GSXR1000K4 GSXR1000K7 GSXR1000K8 GSXR1100 GSXR1100 GS1200SS GS1200SS GSF1200 Bandit GSF1200 GSX1300R GSX1300R GSX1400 KAWASAKI EX250 Ninja
2005 1987 2004 1993 1990 2007 1998 2006 2001 1993 2004 2003 1999 1988 2005 2000 1989 1990 1998 1991 2007 1998 2003 2006 1998 2003 2007 2008 1998 1994 2003 2004 1998 2007 2004 2003 2002 2008
GPX250 GPX250R ZXR250A ZXR250B ZXR250C ZZR250 400 Zepher GPZ500 GPZ500 (ER5) GPZ600R ZZR600 ZXR750A ZXR750B GPZ900 ZX9R ZX9R ZX9R ZX10R ZZR1100 ZZR1100 ZX14R YAMAHA SX-4 (225) Scorpio FZR250 2KR FZR250 3LN SR250 Viagro 250 FZR400 3TJ XJ600 YZF600 R6 FZR600 FZR750 FZ1 YZF1000 R1 YZF1000 R1 YZF1000 R1 FZR1000 Exup FZR1000T FJR1200
BIKE BUSTERS
1990 2007 1989 1990 1992 1993 1993 1995 2006 1985 2002 1989 1990 1986 2003 1998 1994 2006 1991 1995 2006 2007 1988 1990 1987 1998 1990 1997 1999 1995 1987 2007 1999 2001 2005 1991 1987 1987
BIKES FOR SALE New Bikes GasGas EC250 09 Six Day . . . . .$12790 GasGas EC300 09 Six Day . . . . .$12790 Yamaha YZ250F 09 save $500 . $11699 Yamaha YZ450F SE 2009 save $1000 . . . . . . . . . . . . . . . . . . . . . . NOW $12199 Yamaha YZ450F 08 save $2000 $10595 Yamaha WR250 save $1000 . . .$12199 Yamaha AG100 save $400 . . . . . .$3599 Yamaha AG200 save $400 . . . . . .$5799 Yamaha YZ450F new 08 . . . . . . .$10595 Yamaha YXR700 Rhino demo. . $17999 Yamaha YFM450 4x4 . . . . . . . . . $13999 Yamaha YFM350 Grizzly . . from $8999 YFM550 Grizzly . . . . . . . . from $15199 YFM400 Grizzly demo . . . . . . . . $10495 Yamaha TTR125 new big whl . . $5295 Yamaha SX-4 225 new . . . +orc $3499 Yamaha YZ250F 08 demo . . . . . . $8995 Yamaha PW80 new . . . . . . . . . . $2195 Yamaha PW50 new . . . . . . . . . . . $1695 Yamaha TTR50E new. . . . . . . . . . $1995 Yamaha TTR230 new. . . . $7099 $6795
Used Bikes Yamaha YZ250F 06 . . . . . . . . . . . .$5995 Yamaha AG100 2006 . . . . . . . . . . $2495 GasGas MC250 2006 . . . . . . . . . . $4495 Suzuki LT50 1990. . . . . . . . . . . . . . . $795 Suzuki DR200 farm 04 . . . . . . . . . $2495 Kawasaki KLF300 4x4 1998. . . . . $2295 Kawasaki KX250 07 . . . . . . . $6695 $5995
WRECKING:
YAMAHA AG100 1973-95 (MP & R) AG200ER 2003 (MP & R) DT175 1977-93 (MP) DT200R 1988 (NM) IT200 1984-85 (MP) OT50 (MP) PS50 11 1985 (MP) TT250 1986-90 (MP) WR250 1991 (MP) XT250 1981-85 (MP) XT550 1983 (MP) YFM225 1989 (NM & R) YFM350 4X4 87-94 (R & MP) YFM400FA 2002 (MP) YTM200 1982 (MP) YZ250 1989 (MP) YZ400F 1999 (MP) YZ80 1983-85 (MP) HONDA ATC185S (MP) CR125 1986-97 (MP) CT110 1984 (MP) CT200 Auto 1984 (MP) NO50 1984 (MP) TRX300 4X4 88-97 (R & MP) TRX350 4X4 2002 (MP) XL125 1977 (MP) XLR250R 1985-87 (MP) XR100 1993 (MP) XR200R 1991-94 (NM) XR350 1984 (NM) SUZUKI CI-50J Carna 1987 (MP)
DF200 1999 (MP) DR400 1981 (MP) ER125 1979-90 (MP) LT50 (MP) LT185 1983 (MP) LTF250 4X4 87-94 (MP & R) LTF500 4X4 1998-2000 (R) PE250T (MP) RM125 1991 (NM) RM125 1993-99 (MP) RM465 1982 (MP) TC185 (MP) TF185 (MP) KAWASAKI KDX200 H1 1995-96 (MP) KDX200R 1991 (MP) KLF185 1986 (MP) KLF300B 1990 (MP) KLR250 1986 (MP) KLX650 1993 (MP) KV250 (MP) KX125 1984-87 (MP) KX250 K1 1994 (MP) Kazuma/Marshin MH200 (MP) ATV110 Oryx Gas Gas EC200 2002 (MP) FSE400 2002 (MP) EC300 2002 (MP) Water Craft JS300 Jet Ski 1989 (MP) JS550 Jet Ski 88-90 (MP & R)
(R) = running motor (NM) = no motor (MP) = motor in parts
309 SOUTH RD, HAWERA PH 06 278 4726
WRECKERS
Wayne Parry, 21 Hakarimata Rd, Ngaruawahia, Nth Hamilton
MOB 0274 540 073 A/H 06 278 5938 baileymotorcycles@xtra.co.nz
PH 0800 846 2020 or 07 824 7705 A/H 0274 29 444 38 Fax: 07 824 7745
EMAIL ORDERS wayne@bikebusters.co.nz DEALER HOTLINE 0800 846 2020
SECOND HAND PARTS
WRECKING NOW!!! 04 GN250 • HONDA DIO • HONDA PAL • CB400 NC3 • GS1100GK • GSX1135 • 89 GSXR750J • 91 XJR400 • 97 Triumph T595 • 92 GSX750F FXR150 • GPZ750 86 • TT600 00 • PGO Comet50 • 04 SJ50QT • ZX7R97 • 96 VZ800 • 91 KX125 blown mtr 91 GSX-R1100L • 89 GSXR1100 mtr sold • 91 Kawasaki Balius • 03 Burgman 250 • 01 GSX750FY • 1990 ZZR250 • 05 Burgman 250 • GS1100
MOTORCYCLE WOFs BIKES WANTED NOW WRECKING HUGE RANGE OF LEVERS • BATTERIES • BRAKE PADS IN STORE
Broken cable specialists
WE’RE THE BEST FOR SPARE PARTS • EXPERT STAFF FRIENDLY SERVICE • USED TYRES road $50, off-road $20
65 BARRYS POINT RD TAKAPUNA Tel: (09) 486 2342 Fax: (09) 489 7529
Email: spencer@atomicbikes.co.nz Web: www.atomicbikes.co.nz
196 KIWI RIDER
ZZR400 CX400 Euro GPX250 '07 KX125F '98
ZX9-R VFR400NC23 XJ750 CB250RS
RH250 SJ125 GPZ750A3 PAL
MINT STARDUST ZXR250C
62a Barrys Point Rd, Takapuna, Auckland Ph/Fax (09) 489 7987 actionbikewreckers@clear.net.nz
MOTORCYCLE EXHAUSTS LEO VINCE MUFFLER SPECIALS
Normally $800 & over NOW $585
Triumph Speed Triple TT600 GSXR1000 Honda VTR1000 (each) Suzuki GSF650 Bandit
CUSTOM CHAMBERS EXHAUSTS $997 Triumph Bonnie SE SS mufflers Triumph Speedmaster/America /SS Triumph T100/Bonneville SS
AGENTS FOR TWO BROTHERS MUFFLERS
Custom Chambers Making motorcycle exhausts since 1978 30A Kerwyn Ave, East Tamaki. Ph 09 2741155 www.mcstuff.co.nz exhausts@hotmail.com
Do your aching wrists, back or neck or knees interfere with the pleasure of your ride?
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Fro RSV1000 98-08 K1200GT, RS, R1150 XB9, XB12 1098/848, 748/998, 749/999, 750S, 800SS 900SSei, 1000DS, Monster, 1000 Sport Classic Honda - ST1300, CBR1000F, CBR1100XX, VFR800, VTR 1000, CBR600, Fireblade 98-06 Kawasaki - ZX9, ZZR11/12, ZX6R,12R, ZX636 02-05, ZX14, GPX Suzuki - TL1000R/S, GSXR 6/7/10 97-08, GSXR1100, RF900/6/4, GS1200, SV650/1000, Katana Triumph - Sprint ST, RS, T595, T955, Trophy, Thruxton Yamaha - R1 98-08, R6, YZF1000, FJR1300, MT-01 Your bike not listed? NO PROBLEM - we custom make to order Risers From $245 We have to date catered for the riders of;
Aprilia BMW Buell Ducati
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Clip-ons From $335
Adjustable Rear Sets From $650
Metric nuts bolts & washers
$350
Crash Protection From $169
Hi-tensile steel with bright zinc coating Dome head cap screw (e.g. fairing fastener kits)
Hex bolts
Hex cap screws (e.g. engine cases)
Hex nylon nuts www.rapidartnz.com Ph: 07 849 6110 steve@rapidartnz.com Fax 07 849 6330 Note: new address 2/59 Vickery Street, Te Rapa, Hamilton
Hi-tensile anodised alloy (4 colours) Engine bolts, frame bolts, fairing and screen screws. In fact every type of fastener for motorcycles. The right type and finish. From 4mm to 10mm diameter, up to 100mm long. For full details of types and sizes, e-mail eurobike@xtra.co.nz Available individually or in kits. From $150 to $290 Distributed by Eurobike Wholesale.
Panel screws Nylon washers KIWI RIDER 197
SERVICES
Services ads from a trifling $45. Contact Todd Sutherland NOW on 09 416 5307. Sound, looks and performance from the original
Motorcycle Exhaust Specialists
‘Zorsts’ tuneable Sports Silencers and Replica Silencers in stainless & vintage & off-road Harris pipes licenced manufacturuers Private Bag 55004, Christchurch. Phone/Fax 03 315 7988
www.MotorcycleExhausts.co.nz BIKE TRAILERS WITH PURPOSE
Exhausts
The three bike racking is removable so you can get your tree prunings to the tip, take all that stuff on holiday, collect the beer fridge…
If you want it we can make it.
Removable three bike racking, 7x5 trailer
$1899
Custom Chambers 25 years plus making motorcycle exhausts. 30A Kerwyn Ave, East Tamaki. Ph 09 2741155.
including GST
PINTO TRAILERS Tel 09 486 3694 83 Barry’s Point Rd Auckland. www.pintotrailers.co.nz
$ CASH PAID $ LEATHER BIKE JACKETS & PANTS LARGE SELECTION OF NEW & USED LEATHERS TRADE INS WELCOME
ARMY & LEATHER SHOP 257 Onehunga Mall Road Auckland PH 09 636 5296
Off road suspension service and tuning. Race Tech Service Centre. Race Tech Gold Valves, springs & parts. Hi performance Synergy Seals. Ph 09 832 0153 greg@proride.co.nz www.proride.co.nz
PIT TENTS 0800 P i t T e n t s .com 7 4
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Darrin Wilsons Hotsuits, 107 Ikanui Road, Hastings. Ph 06 876 2710 email hotsuits@xtra.co.nz
198 KIWI RIDER
(NO HAMMER MARKS)
Quick turnaround Free return freight NZ wide Huntly Honda Ltd
LMVD
315 Great South Rd, Huntly. Ph/Fax 07 828 9687
The Budget Shop
Three sizes, any colour/s you want, made from PVC, can be signwritten. from around $800-$1,700 incl poles, pegs, carry bag, ropes, delivery & gst
CRANKSHAFT REBUILDS
Dealer enquiries welcome
CYLINDER RESTORATIONS
• Save $$$ • Rebores from $60 • 7 day turnaround • Exchange on most makes and models. • From KX85 – YZ250F’s – 950 Adventure • Save expensive barrel replacement / repair. • Detonation rings fitted to all types of 2 strokes • Compression ratios checked and changed to maximize hp. All work guaranteed FARM & TRAIL ENGINEERING WORKS ENGINEERING REPAIRS 113 Benson Rd, Te Awamutu Phone Paul on 07 871 7321 / 0275 754 488
ESTABLISHED 1976
Brian Meadowcroft Tel 07 826 6871
SERVICES
Services ads from a trifling $45. Contact Todd Sutherland NOW on 09 416 5307.
Trail Bike Specialists
EAR PROTECTION
• Suspension tuning. • 2 stroke tuning • Bash Plates • Stall prevention • Bush Bars
Certified SLC80 AS/NZ 1270/1999 Class 4 rating.
Custom ear plugs made on the spot. Can be fitted with stereo wires. See us at: Fieldays, Hamilton June 10-13th • Motomail, Auck, July 5th Speedshow Auck, Sept 19-20th Big Boys Toys Nov 13-15th Sue Rowles 027 659 1583 anytime
Expert or novice. We can help you get the best out of your machine. Dirt Action Service Centre 29 Saxon Street, Christchurch. 03 389 0080
TAUPO WOF & WORKSHOP We do mechanical repairs, servicing and WOFs
W.O.T. MOTORCYCLES 1 Miro Street, Taupo 07 3772535 • 027 2412775 wotcycles@xtra.co.nz
TRIKES R US Cambridge PH 07 827 2025 or 027 278 3865 Built to order. We can trike your bike: Goldwing, Harleys, Suzukis... We also do chains, sprockets & repairs
ROWES
ATV CHASSIS PARTS
53 Grove Road, Blenheim. Ph 03 579 2500 Mob 027 230 3151 montesa@trialsnz.co.nz www.trialsnz.com
Agents for GasGas Husqvarna Scorpa Montesa Aeon Cam-Am
NZ’s only full time trials shop
TYRES
West Auckland’s #1 Motorcycle Tyre Shop
• SPECIALISING IN HIGH PERFORMANCE STREET AND RACE MOTORCYCLE TYRES AT THE BEST PRICES • ALSO SPEEDWAY SIDECAR TYRES • DEALS IN TYRES FOR 4X4, VANS, CARS AND TRAILERS • FITTING AND BALANCING
FRAME SECTIONS TRX300 2 & 4WD, TRX 400, TRX350 from $400 A-ARMS (exchange)—TRX300 2& 4WD Upper & Lower, TRX400 Lower, TRX 350 Lower, TRX 450 Lower from $117 All prices include GST, Courier bag supplied for return of exchange A-Arm.
JUST GOOD DEALS - OPEN 7 DAYS
659 ROSEBANK ROAD, AVONDALE, PH 828 8132 FAX 828 8939 EMAIL cockpit@ihug.co.nz
BARNEY BUILT Ph 07 829 9999 Mobile 0274 828 045
Aluminium Arched Loading Ramps
IDEAL FOR ATVS & RIDE ON MOWERS Straight ramps $273. Folding ramps $450. Cargo carriers $478/set. All + freight. • • • •
Length 1.9m & 2.2m 460kg per pair capacity Folding ramps length 2.3m & 680kg per/pair Cargo carrier, box section tow hitch required
HIGHLINE EQUIPMENT LTD Alexandra Ph 03 448 9369 Fax 03 448 6144 Email highlineequip@xtra.co.nz www.highline.co.nz
KIWI RIDER 199
Cyclespot Honda on Auckland’s North Shores is on the move. The Barry’s Point Road shop in Takapuna has been operating out of the same premises for 32 years and is something of a landmark for motorcyclists. Proprietor Grant Woolford says “We want a whole new fresh look, so we’ll have some genuine great deals on a first-infirst-served basis as we ready ourselves for the big move” ylor
Grant Ta
New Honda VT750 $15450 $11495 3 only KTMSX85 2005 $2495
Sigma jacket rrp $549 $399
Grrant W oolford
New Honda CBR600 $20950 $14995 3 only KTM SX250 2006 $4995
up to
50% off Answer MX Gear
ST3 gloves rrp $160 $120
MASSIVE DISCOUNTS IN STORE
Jersey $35!
Pants $99!
73 Barry’s Point Rd, Takapuna, Auckland. Ph/Fax (09) 486 1136 @ y sales@cyclespot.co.nz www.cyclespot.co.nz