KIWIRIDER September 2009 by KIWI RIDER MAGAZINE

ATEST TECHNOLOGY FOR HARLEY DAVIDSON & CUSTOM BIKES

FORMANCE MEETS THE STREET.

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REGULARS ROAD

TRIUMPH THUNDERBIRD – 16 First full details and tech analysis on Triumph’s new parallel twin behemoth

ROAD NEWS ........................................ 8

ROAD FEATURES

PRODUCT EVALUATION .................. 61 Michelin tyres, Airoh helmet and hands-free comms

DUCATI STREETFIGHTER – 25 Ducati’s new Streeetﬁghter is an impressive and very rideable addition to the iconic Italian company’s range YAMAHA DIVERSION – 31 You’ve heard of motorcycling mythical ‘great allrounder?’ Yamaha’s new XJ6 Diversion is its little brother HONDA FORZA – 37 Hi-tech looks and transmission meets everyday scooter practicality in Honda’s new Forza 250 TECH TALK – 47 In which tech-head Michael Esdaile continues his series on this year’s Superbikes, his subject this month, the Ten Kate Hondas KTM’S KIWI CONNECTION - 55 There’s a Kiwi to thank if you like the way KTM’s new RC8 handles. His name is Rodney O’Connor and this is his story STH CANTY 100 YEARS PT 4 – 65 The South Canterbury Motorcycle Club has a strong heritage in motocross as well as road-racing as Robert Cochrane reveals.

DIRT FEATURES BEN TOWNLEY – THE KR INTERVIEW - 111 Former World MX2 and East Coast (US) SX Lites champ is back home plotting his return to the world stage. Ollie Sharp has the story LAUNCH REPORT - 2010 YAMAHA YZ250F – 116 Dirt Ed Ollie Sharp is on Aussie this time, getting the low-down on Yamaha’s all-new YZ250F MXer LAUNCH REPORT - HONDA BIG RED MUV – 123 It’s big and its red and Honda’s new MUV could well kick start a revolution of sorts on Kiwi farms. TEST YAMAHA YFZ450R ...............127 Just when the opposition thought it had Yamaha’s number, the tuning fork brand comes out with a leaner, meaner YFZ450R sport quad. LAUNCH REPORT - HUSQVARNA TE250 – 131 This time it’s ex Ed Bentman reporting from Italy on Husky’s all-new TE250, a 4-stroke Enduro machine TARAWERA – 135 It was wet and cold but that didn’t stop MXer Damien King winning this year’s Yamaha Tarawera 100 says Andy McGechan. SEAN’S SOUTHERN MAN MISSION – 145 All-round riding legend Sean Clarke recently hosted a group of good keen Southern Men eager to sample the best off-road riding the central North Island could offer.

RIDDEN ................................................43 Aprilia RS125

CONTENTS SEPTEMBER 2009

COVER STORY

PAGE 16

MORONEY .......................................... 73 Keep it simple eh guys NASH ................................................... 75 A deepness….in the saddle BORN AGAIN BIKER ......................... 77 Maco and his new mate BRONZ ................................................. 79 Law making gone mad

PAGE 25

CLASSICS ........................................... 81 Kawasaki’s Z1 GASTROM RIDER ..............................85 In his ﬁrst column for KR Dave Wyatt visits the Great Dessert Co. Café at Mahurangi, north of Auckland. ROAD COMPETITION ....................... 87 Road racing, MotoGP and Superbikes ROAD PRODUCTS ............................ 93 See it, want it, must have it

PAGE 31

REGULARS DIRT DIRT NEWS ......................................105 World Junior MX countdown RIDDEN .............................................. 121 Kawasaki KLR650 TRAIL TIPS ........................................149 Racing Dave explains how to set up your suspension DIRT PRODUCTS ............................ 151 Need it, want it, must have it HANDY ANDY...................................155 NZ’s ‘Band of Brothers’

PAGE 43

KR KIDS .............................................159 It’s time for KTM plus columns from Hamish Dobbyn & Courtney Duncan LOOKING BACK ...............................165 Five, ten & ﬁfteen years ago today! BIKE MART ..................................... 167

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)

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KIWI RIDER 7

FIRST WORD ROSS MACKAY

OF BIKIES, BOY RACERS & MEDIA BEAT-UPS

I don’t know about you but last month’s BRONZ column certainly struck a chord with me. It wasn’t THAT long ago, for instance, that the media portrayed motorcycle riders as the scourge – rather than the accountants, lawyers and prosperous business owners – of the community. Like today’s so-called Boy Racers, motorcycle riders were characterized by newspapers, radio and TV as nihilistic young trouble-makers who couldn’t be trusted – with your car let alone your daughter. These days I don’t think anyone would look twice at an 18-year-old kid making his first epic journey round the South Island on a trail bike. But as that kid I found myself tarred with the same brush as the Triumph and BSA-riding ‘bikies’ of the era, mistrusted and mistreated by camping ground staff, moteliers, service station proprietors and attendants and the like. The nadir was in Nelson, when the pompous Basil Fawlty-type running the Tahunanui camping ground made me PUSH my (heavily laden) bike all of 50-60 metres from the office to the unit I was paying good money for because ‘there are children playing over there!’ Fast forward 30 years and – particularly if I’m riding a Harley-Davidson or similar big, shiny custom-style bike – I’m treated very differently. And I’m sure 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

I’m not alone. Which is a good thing. What’s always struck me as odd about a lot of these media-driven beat-ups, the ‘Boy Racer’ one being the latest, is that like motorcycle riders, every kid doing a harmless skid in his Skyline has a loving Mum and hard-working Dad and a tribe of brothers, sisters, cousins, aunts, uncles, friends etc. All have gone to school, played sports, mixed and mingled with hundreds of other kids (as have their parents with other parents) and generally lived as part of a community. Which comes out, as it did in Invercargill recently, when three hapless teenage boys were killed in a crash in the middle of town in the early hours of the morning. Whether they were ‘Boy Racers’ had about as much to do with the tragedy of their deaths as whether an apprentice riding a Triumph Bonneville back in the day was a ‘Bikie’ but what did the bloody TV news do? That’s right, asked the cops what they were going to do about ‘the Boy Racer’ problem in Invercargill. Now I happen to know a bit about being a kid growing up in Southland and I can tell you for a fact that kids have been hooning around Invercargill’s inner-city for as long as I can remember and, from what older, wiser heads tell me, a long time before that. And a week’s worth of sanctimonious

‘However the way the media reacted was, sadly, typical and provides us with a salient example of the sort of scrutiny the two-wheel community could again face’ sensationalism isn’t going to change a thing. However the way the media reacted was, sadly, typical and provides us with a salient example of the sort of scrutiny the two-wheel community could again face if someone, somewhere in TV or on a newspaper decides – for whatever reason – that’s it’s our turn. The answer? As our BRONZ columnist says; ‘we can’t do much to change the Mugwumps but we can, individually and collectively, conduct ourselves circumspectly when in Mugwump territory. Keep the throttle rolled back around town, watch the noise, keep the stunts for deserted parts. Be discrete, in fact. Be sensible.” KR

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

AP APRILIA RS4 HERE! Leading off our Shorts section se this month is a pic of Aprilia’s new RSV4 R which was being launched here at a special function in Auckland as this issue of KR was on the presses. From what our ‘spy’ saw the bike is tiny – he initially thought it w was a 600 – and as stunning looking as the race ra bike on which Italian Max Biaggi scored a debut d WSB win recently. We’ll get to ride it at the t launch so you’ll be getting some ‘scoop’ info on the day of the launch on www.kiwirider. co.nz and a full launch report in the October issue of Kiwi Rider.

HARLEY-DAVIDSON 2010 MODEL LINEUP WORDS: Staff PICS: Harley-Davidson

Harley-Davidson roars into 2010 with six new motorcycle models, one of the most expansive new-product introductions in the history of Milwaukee’s famous ‘Motor Company.’ Highlights of the 2010 Harley-Davidson line include;

HONDA CELEBRATES 50 YEARS IN THE US Hard to believe it may be but it has been 50 years since Honda set up shop in the United States. The company’s began with a single shop opened in Los Angeles on June 11, 1959. Since then Honda has steadily expanded its U.S. presence and today employs more than 27,000 U.S. associates engaged in the design, development, manufacturing, sale and servicing of Honda and Acura products including automobiles, motorcycles, ATVs, personal water craft, power equipment, and an advanced light jet. Honda operates 10 U.S. manufacturing plants with two more under construction, plus 14 R&D facilities and 12 sales, parts, service and ﬁnance ofﬁces.

ANOTHER BMW HEADING OUR WAY There’s another stripped-down R-series BMW on the way here, this time based on the new F-series parallel twin. The F 800 series was launched in 2006 and struck out a new segment in the mid-size category with the sporty F 800 S, the F 800 ST with its touring capabilities and then in 2007 the series was supplemented with the F 650 GS and more recently with the F 800 GS – two dynamic adventure models in keeping with BMW GS tradition. With the new F 800 R, BMW now takes the logical step of expanding the F 800 model series – designed for a high level of dynamic riding with maximum riding fun.

10 KIWI RIDER

the local launch of the Iron 883 ($12,750)

a price check on the other XL Sportster models which sees all ﬁve (XL883 Custom, XL1200 Custom, XL1200 Nightster, and XR1200 and XR 1200X) retailing at under $17,250

the arrival of the much anticipated Tri Glide threewheeler priced at $49,750

the introduction of a new satin chrome and denim black Fat Boy Lo ($28,995)

the return of the Wide Glide as an all-new Dyna model done in old-school chopper style ($27,250)

the customizing of the Street Glide with a larger front wheel, slimmed-down exhaust and a new tail light assembly ($30,250)

and last but by no means least the upgrading to Twin Cam 103 cu in power of the king of the Touring line the Electra Glide Ultra Limited (with a projected local retail of $37,750).

Despite major drops in both sales and revenues which have forced the company to trim the size of its workforce, it is all systems go as far as the 2010 model year release is concerned. As Bill Davidson, the company’s vice-president of core customer marketing; ‘like everyone, we are working and living in a challenging environment these days, but out passion for creating and riding great bikes is still at full throttle.” KR

New Harley-Davidson models for 2010 are (top to bottom) the FLHTK Electraglide Ultra Ltd, the FXDWG Dyna Wide Glide, FLSTFB Fat Boy Special and XR1200X Black and XL883N Custom.

SW11062009

ROAD NEWS AND BRIEFS

HIG PRAISE FROM JAPAN Meanwhile, HIGH Triumph Tri has received the highest possible praise from Japan where magazine pr ‘Motorcyclist’ ‘ has awarding its ﬁrst ever perfect score to the unique three-cylinder Triumph in its regular feature ‘Ride with Edge’. Ride with Edge has appeared in the t magazine January 2001, producing a comprehensive evaluation on a set road route co and race track, as well as bench for power and torque. torq Never before has a motorcycle received perfect 100 out of 100. Tester Kei Nashimoto, a pe a world class racer who has competed in the Suzuka Eight-hour event, said of the Triumph: “The Daytona 675 provides a riding pleasure that cannot be felt in other bikes. The speciﬁcations are classleading and the Daytona 675 has great potential for racing too. The Triumph is king of the middleweight sports bikes.”

G8 SUMMIT DUCATI TO BE AUCTIONED While it didn’t make the newspapers or TV here Ducati earned incomparable publicity at home recently when controversial Prime Minister Silvio Berlusconi asked the company to create a special Ducati Desmosedici RR for display at the recent G8 world leaders summit at L’Aquila and to be auctioned afterwards for charity. The idea was to showcase ‘Made in Italy’ excellence, and by all accounts it did. One of the reasons the summit was held in L’Aquila was to inject money into the local economy as it recovers from the disastrous earthquake which struck the Abruzzo region earlier in the year. And the bike will now be auctioned to raise even more money for the region at the international EICMA motorcycle trade show in November.

WORDS: Staff PICS: Speedshow

MORE ON SPEEDSHOW Momentum continues to build, bikewise, as far as the big Speedshow (Auckland Showgrounds over the September 19-20 weekend) is concerned with confirmation that Suzuki, Yamaha, Honda, Triumph, BRP and Polaris are going to have a major presence displaying new models to supplement the already announced presence of the Britten V1000, the BSL, a replica of Kim Newcombe’s Konig 500cc GP bike and now three of multitime World Speedway champion Ivan Mauger’s speedway machines. “A number of fantastic motorbikes, in one form or another, have featured at Speedshow in its first two years,” says the event’s developer and organiser Keith Sharp. “For this, our third Speedshow, we wanted to expand this dimension of the event, so we have created Speedshow on 2 Wheels which fills hall one of the ASB Showgrounds. So if you’re thinking about buying a new motorcycle of any size or for any purpose, Speedshow on 2 Wheels offers a brilliant opportunity to see the newest models all in one space. And with dealers keen to make sales, you can be assured of some attractive deals

on offer throughout the weekend. Honda has also invited two special guests, former World Superbike Championship contender Aaron Slight and star young trials rider Jake Whitaker, who will be demonstrating his exceptional skill in the live action arena.” Then there will be the Battle Choppers built by Christchurch’s Garth Mitchell. “Described as rolling pieces of art with a purpose, these incredibly-detailed custom choppers are simply amazing,” says Sharp. Other exhibitors in the Speedshow on 2 Wheels area include Wing Trikes which converts Honda Goldwing motorcycles into a fully certified trike, Custom Choppers and Custom Mini Bikes. Among the four-wheeled attractions at Speedshow, fans will find the world’s fastest NASCAR and Roary the Racing car in his first-ever appearance in New Zealand as a special guest in the new Speedshow 4 Kids area. More details are updated on the website, www.speedshow.co.nz on a regular basis. KR

THEY’RE READING OUR MAG WHERE? WORDS: Staff: PIC: Alistair Haste NOW THE BAD NEWS It’s not all good news round the motorcycle traps however with HarleyDavidson hit hard in the US where with its second quarter sales dropping 35%, the ‘Motor Company is going to be trimming its ranks in order to stay aﬂoat. According to reports from the US H-D will trim its workforce by 700 hourly-wage workers and 300 salaried workers with possibly more joining them in the future. It’s a serious situation, these reductions coming on top of major ones earlier in the year which saw the company eliminating 1,4001,500 hourly production jobs in 2009-2010 along with 300 salaried positions.

12 KIWI RIDER

The list of places on the globe that KR gets to continues to rise, with Alistair Haste the latest reader to take a mag with him to . . . South America where he is pictured chilling out on a beach called Playas in Ecuador. Alistair told us he’s on a bit of a Tiki Tour of the continent but is keen, of course, to eventually get home and back on the bike. As they say in the Speights ads….. ‘good on you mate!’ KR

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ROAD NEWS AND BRIEFS

SU SUZUKI WINS SUZUKA 8 HOURS Yoshimura Yo Suzuki has h won this year’s Suzuka 8 hour race in Japan. The Suzuki Yoshimura tteam of Daisaku Sakai, S Kasuki To Tokudome and Nob Nobuatsu Aoki took victo victory with a one-lap gap over the Kawasaki Trick Star Racing of Hiloyasu Izutsu, Shinya Takeishi and Ryuji Tsuruta and the Honda Dream RT Sakurai ridden by Takumi Takahashi and Chojun Kameya, who ended in third place. The Suzuki Plot Faro Panthera of Osamu Deguchi and Koji Teramoto finished in fifth place, after competing in the top three for much of the race. RESULTS 2009 SUZUKA 8 HOUR 1. Yoshimura Suzuki with Jomo (JPN) D. Sakai, K. Tokudome, N. Aoki . 2. Trick Star Racing – Kawasaki (JPN) H. Izutsu, S. Takeishi, R. Tsuruta. 3. Honda Dream Sakurai – Honda (JPN) T. Takahashi, C. Kameya. 4. Yamaha Austria – Yamaha (AUT) I. Jerman, S. Martin, G. Giabbani. 5. Plot Faro Panthera – Suzuki (JPN) O. Deguchi, K. Teramoto. MOTOGP COMINGS AND GOINGS In the ‘in case you were wondering’ department….former MotoGP front-runner and recent returnee Sete Gibernau and his Ducati team are out. A statement from the team read: “This decision is down to the global economic situation, and Grupo Francisco Hernando have decided to focus their investment on their projects as promoters and constructors.” Meanwhile in a move also very much based on the straitened financial times, Hungarian Gabor Talmacsi has ousted Yuki Takahashi for the Team Scot Honda ride. The team tried to run two riders but Talmacsi’s ability to bring sponser funds saw him get the nod when finances ran short. Recent GP winner Andrea Dovizioso graduated for the Scot Honda team, finishing fifth last season. SUPERBIKE CHAMPS UPDATES With his broken leg healed hapless Team Suzuki Alstare Brux rider Max Neukirchner returned to testing duties only to suffer a high-speed crash at the official World Superbike test at Imola in Italy and has now damaged four vertebra. This was just as he was about to return to the World Superbike Championship after the accident (not of his making) at Monza where he was knocked from his bike while leading. Jonathon Rea (Honda) posted the fastest time of the tests with a lap of 1:48.670. Second was Michel Fabrizio (Ducati) with Ben Spies (Yamaha) third. Results-wise it was good to see World Superbike newbies Aprilia and BMW get some good results at the recent round in the Czech republic. BMW’s Troy Corser led the first couple of laps and went on to record the team’s best result with a fifth place. That said, while Corser was leading, his team-mate Ruben Xaus crashed out and sustained fractures to his right femur . . . To Aprilia now and Max Biaggi was the major benefactor of Michal Fabrizio’s accident in race one, Fabrizio taking out Ben Spies, and giving Biaggi a clear run to the RSV4’s first win. Claiming second in race two, Biaggi was the top points scorer of the round. Of course the Italian has numerous wins at the Brno circuit on everything from 250GP machines to MotoGP bikes.

CYCLESPOT’S NEW SUPERSTORE

That’s Cyclespot proprietor Grant Woolford outside the new shop. Head along to the ofﬁcial opening on Saturday September 5 and enter a draw to win a MotoGP trip to Phillip Island.

The next time any of you Aucklanders – or visitors to the Queen City for that matter – are on Barry’s Point Road in North Shore City you may well notice a couple of changes. The most recent change being the addition of a new/relocated Honda Superstore. Cyclespot Honda is taking a big step up, moving into their new premises at 63 Barrys Point Road with a massive opening on Saturday September 5. The new store will offer over 500 square metres of shop ﬂoor space packed with even more of Honda’s latest models and the usual selection of quality second-hand bikes. STEPPING UP Proprietor Grant Woolford and the team will be stepping up the accessories range as well and are excited about just how good the new store will be. “With the increased ﬂoor space, large range of bikes and gear (including AlpineStars, Revit, Teknic, Shoei. HJC, No Fear etc), we like to think we could, in time, be New Zealand’s premier motorcycle store.,” says Woolford.

EASY ACCESS With the new motorway layout allowing easy access north or south-bound and the store’s off-street parking, riders will certainly ﬁnd it easy to breeze in and have a good look around the country’s number one red carpet dealership. While Cyclespot will be giving away a trip for two to this year’s Phillip Island MotoGP at their opening on Saturday, September 5, you may notice some other changes, right next door at their competitors. HOLESHOT TOO Holeshot Motorcycles is also set to expand. Although not due for completion for some months Holeshot recently bought out the lease of Atomic Bike Wreckers, who have in turn moved in with Action Bike Wreckers at 62a Barrys Point Road. With ﬁve motorcycle businesses within half a kilometre, Barrys Point Road in North Shore City looks set to continue its place as a mecca for Auckland’s motorcyclists. KR

MEANWHILE IN CHRISTCHURCH… WORDS & PIC: Racing Dave Meanwhile in Christchurch it is often a big deal when a bike shop shifts to a new site, and for SportZone Suzuki in Christchurch the adjective big certainly applies. Their new workshop alone is bigger than the entire previous shop plus their two lock-ups. There is a vastly larger showroom, and a spacious dedicated accessory and clothing area with an expanded range of product. Owner Tony Holtham purchased the building at 50 Manchester Street (just along the street from the former premis-

14 KIWI RIDER

WORDS & PIC: Todd S.

es), meaning that SportZone Suzuki is still in the heart of Christchurch’s motorcycle zone. The phone number remains the same at (03) 366-0893. OFFICIAL OPENING The ofﬁcial opening on a crisp winter’s day brought out the big guns. Literally, in the form of a battle tank in the car park and ﬁguratively with stars Shayne King, Dennis Charlotte, and Andrew Stroud attending. Suzuki New Zealand was also represented. The Ulysses Club ran a sausage

THIS MONTH ON THE WEBSITE This month on www.kiwirider.co.nz you’ll see we’ve split the KR news feeds off as a separate feed to the KR Blogs and ‘Zine content on the site. If we see something newsworthy or are sent a local Press Release of interest, it now goes straight on the news feed. Any new model info we glean is also going up, virtually live. Our ‘Zine feed is constantly updated with Blogs and Magazine articles. BLOGGERS’ CORNER Roger Moroney has joined the team of regular bloggers and is now the pilot of our long term Rocket III test bike. Be sure to log on for his unique take on the big unit and life in general. Every Kiwi Rider needs their Mom, and she’s blogging for us as well. Click over and meet her soon. LONG TERM TEST BIKES Big Dave has the long term Kawasaki KLR test bike and has put a large photo set on our Flickr photo pages. There is a full set of the Victory 8-ball too. SLIDE SHOW We love the way the slide shows work and we are even building a collection of print resolution bike portraits. These are suitable to download and print as enlargements for your Garage or Workshop. KR ON YOU TUBE

Our You Tube Channel started as Big Dave’s pages and we’ve added more content to the big fellow’s work and have more than 650,000 videos viewed. There’s even a playlist with some episodes of Chips for a walk down so-hokeyit’s-funny lane. LAST MONTH’S POLL Last month’s poll asked ‘What will your next motorcycle be?’ Scooter 3% Commuter 3% Super Sports (600) 10% Sports (1000) 15% Tourer 11% Cruiser 12% Adventure/Dual Sport 31% Off Road 6% Track Bike 0% Undecided 3% Other: 5% We’ve forwarded this info to some of the distributors with a cryptic note about their Adventure bike ranges and expansion thereof. THIS MONTH’S QUESTION? This month’s question is simply ‘How many motorcycles do you own?’ Log on and let us know. At the time of going to press ‘two’ is the most popular answer. Plus there are all the usual features, games page, cartoon and the very popular Calendar pages to click through. Log on now. www. kiwirider.co.nz KR

Check out our latest Long Termers plus photo sets of bikes like Victory’s eyecatching 8-Ball on www.kiwirider.co.nz

sizzle in the parking area, keeping the riders warm as they took in the traderelated displays. THE RIGHT MOVE With Suzuki the dominant seller, Tony told me that the decision to develop the property was the right move, and they now have the room to concentrate equally on dirt as well as road bikes.

Proprietor Tony Holtham with a client in the new, bigger SportZone Suzuki premises in Christchurch’s Manchester St.

ROAD NEWS AND BRIEFS

WORDS & PIC: Big Dave

MEANWHILE, A LITTLE CLOSER TO HOME The Board of Motorcycling N.Z. Inc iss pleased to announce that former Road Race commissioner Paul Stewart has agreed to be seconded on to the Board. With his depth of experience and direct involvement with the Motorcycle Distributors Association, Paul will be a great asset to in this new role. For a time it looked like Paul uld was going to be lost to the sport, which would have been poorer without him. But as a true enthusiast, he is now back in the fold. PROVISIONAL ROAD-RACE DATES ANNOUNCED Talking about road-racing, M.N.Z. has also published a provisional calendar of major events. Last season, the championship series kicked off in the South Island, working its way up the island and, finally, wrapping up at Pukekohe. This year the championship trail heads in the opposite direction. NZ ROAD RACE CALENDAR Provisional dates: NZ Champs Rnd 1: Dec 12/13 2009 Pukekohe Park Raceway, Rnd 2 NZ Champs: Jan 17/18 Christchurch. Rnd 3 NZ Champs: Jan 24/25 Invercargill. Rnd 4 NZ Champs: Jan 31/Feb 1 Timaru. Rnd 5 NZ Champs: Feb 14/15 Manfeild Park Tri Series Rnd 1: Dec 19 2009 Manfeild. Tri Series Rnd 2: Dec 26 Wanganui. Tri Series Rnd 3: Dec 27/28 Taupo Raceway. CASTROL HONDA LEADS THE WAY WORDS: Todd S PIC: Avalon Wagener Castrol Honda continues to feature at the 2009 Victoria Motorcycle Club (VMCC) Actrix Winter Series, with riders Craig Shirriffs claiming the latest round and team-mate Hayden Fitzgerald retaining the series lead. The third round of the series was run Manfeild on July 25. For the first time in the series it was a three-way battle at the front with Honda team-mates Shirriffs and Fitzgerald sharing the F1 class wins and LG Suzuki’s Sloan (Chopper) Frost separating the pair in the first race. On which subject check out photographer Avalon Wagener’s great pic of Frost (#6) and Galway (#155) sandwiching series leader Hayden Fitzgerald (below). Despite the conditions (try 9°C), Shirriffs managed to break the club short circuit, lap record (1:07.440). Glen Skachill (GSXR600) was again best of the rest with two fourths in the all in F1 Superbike class races. Skachill also took both race wins in the F2 class. Ashley Payne (SV650) won the 650 ProTwins class from Geoff Booth and Dean Bentley while Avalon Biddle cleaned up in the 125GP class. The fourth round of the series is at Manfeild on the 22nd of August. RESULTS RND 3 VMCC ACTRIX WINTER SERIES MANFEILD JULY 25 F1 1, Craig Shirriffs 1-2 (CBR1000RR); 2, Hayden Fitzgerald 3-1 (CBR1000RR); 3, Sloan Frost 2-3(GSX-R1000K8);. F2 1 Glen Skachill 1-1 (GSX-R600), 2 BJ Cawthorn 4-2 (R6), 3. Bryce Meads 3-3 (R6). 650 Pro Twins (first race split, half points) 1, Ashley Payne 1-1-2 (SV650); 2, Geoff Booth 2-3-1 (SV650); 3, Dean Bentley 3-2-3 (SV650). Full results www.mylaps.com

Riders of a certain age appreciated the lines of the GS1000S and T500 on show, and those classic machines made a stark contrast to the modern Suzuki street bikes alongside – skinny wheels, ﬂimsy forks, and feeble brakes are no more. KR KIWI RIDER 15

RETURN OF T Trust Triumph. Just when the market was getting used to the 2.3 litre inline three cylinder Rocket III, the barnstorming British company comes up with a second larger-than-life all-rounder, the 1.6 litre parallel twin Thunderbird. Michael Esdaile has the story.

16 KIWI RIDER

THE T-BIRD! ue to the fact that every manufacturer currently building what we call ‘cruiser’ motorcycles has decided to mimic Harley-Davidson by using narrow angle V-twin engines, many will think that is the way it has always been.

appeared on the market in 1950 and was popularised by Marlon Brando’s character Johnny in the movie The Wild One. Five years later, Ford Motor Company introduced a Thunderbird of its own, powered by a 292 cubic inch overhead valve V8 engine.

However, back in the 1950s and ‘60s, there were plenty of young Americans who got hold of large V-twins, stripped them down, chopped the rear guard (fender) shorter and had what they called ‘bobbers’, which predate the ‘chopper’ look.

This shows there was a much greater generosity of spirit in board rooms of the time. Today such a move would be headed off by platoons of corporate lawyers arguing ‘trading off’ or some such.

In Americanese, a motorcycle that had been bobbed was one shorn of excess weight by removing parts with the intent of making it lighter and thus faster. But that was probably secondary to the real intent of ‘bobbing’ which was to produce a minimalist look. Returning servicemen from World War II were keen on this stripped down look, which was also evocative of dirt-track racers. Thus they removed all parts deemed too big, heavy, ugly or not absolutely essential to the bike’s basic function, such as mudguards, lights, mirrors (sometimes replaced with minimalist versions) and even in some extreme cases, the front brake. Some bought ex-military bikes and removed windshields and saddlebags to minimise weight. In other words, they wanted to produce a look totally at odds with what American-built bikes represented. STRIPPED DOWN This stripped down look was also a form of rebellion against the large stock Harley-Davidson motorcycles, not to mention the over-sized, softly sprung American cars of the era. The four-wheeled counter-part of the bobber was the hot-rod. Many decided to take this route with British 650cc twins, deciding that to produce a truly minimalist look, the best thing to do was start with something that was already light and slim compared with Indians or Harleys. WORDS: Michael Esdaile PICS: Triumph

At the time, the most popular British bike in the USA was the Triumph Thunderbird, which ﬁrst

THE NAME RETURNS By the time Ford Thunderbirds ceased production many years later, Triumph had gone belly-up. Some years later, the brand was resurrected by British property developer John Bloor: this is the Hinckley Triumph operation, named after the English town it is based in. After re-establishing the company and selling motorcycles in most European markets, as well as Down Under, the re-born Triumph operation decided it was time to reestablish itself in the USA. One of the key models it developed for this was the 1995 three cylinder Thunderbird, a chromed-up model that not only proved popular in the USA, but sold well in New Zealand too. The three cylinder Triumph Thunderbird remained in production for a decade before disappearing from the range in 2004. By then Triumph had resurrected the Bonneville and added Bonneville America and Speedmaster variants. But there was a demand for a larger capacity version of the 865cc parallel twin. Never mind that the new Bonneville was already 200cc bigger in displacement than the original – Baby Boomers wanted more! Four years after the disappearance of the three cylinder Thunderbird, Triumph showed off an entirely new version at the Cologne Show in late 2008. This was the daddy of all parallel twins – all 1597cc of it. A FIRST FOR TRIUMPH In a ﬁrst for Triumph since the 1920s, it uses belt ﬁnal drive rather than chain KIWI RIDER 17

COVER STORY TRIUMPH THUNDERBIRD Combination of understated sports/ cruiser looks and unique large capacity parallel twin engine gives Triumph’s new Thunderbird an authenticity likely to have strong sales appeal around the world

drive, most probably because a belt is quieter and to get a big twin to meet noise regulations Triumph needed to consider all sources of noise – transmission and engine combined. Triumph says its design team worked hard to eliminate any high-pitched mechanical sounds from the engine and designed the twin mufﬂers to provide as much low frequency ‘boom’ as possible under the noise regulations. Thus the new Thunderbird twin is also water-cooled and has helical cut gears in the six-speed gearbox for second through sixth gears. First still uses straight-cut gears. To arrive at the almost 1600cc capacity, Triumph has gone for the biggest cylinder bores it has ever used, 103.8mm, matching them with a stroke of almost Harley Sportster proportions, 94.3mm, Adopting such a large bore size, the motor is wider than any previous parallel twin, but Triumph clearly wanted its own look. Although this required quite a long crankshaft, Triumph has made the engine look fairly compact by tucking the water 18 KIWI RIDER

pump and associated pipe work inside the cases.

with this layout, reporting much smoother running than the old 360° crankpin layout.

To ensure the top-end is in proportion to the bottom-end, Triumph has used a half engine speed gear above the centre of the crankshaft to drive the cam chain so that there is no need for large diameter cam sprockets.

However, with the long crankshaft required by the big-bore cylinders in the new Thunderbird engine, Triumph has also ﬁtted twin gear-driven counterbalance shafts – one in front and one behind the crankshaft. In addition, there is a ‘torque compensator’ on the right-hand end of the crankshaft. All are aimed at eliminating any harsh vibration from the engine.

The long vertical runs of the cam chain feature tensioners front and rear, as well as one between the camshafts. Rather than the 360 degree crankpin layout traditionally used by British twins, Triumph has phased the big-ends at 90 degrees to each other (or 270 degrees if you prefer to measure the long way around) as it did on the earlier Bonneville America and Speedmasters. This results in identical firing intervals to a 90° V-twin, 270 and 450 degrees, providing an irregular off-beat sound quite different to the regular 360° firing intervals of a traditional British twin and much more cruiser-like. Some owners of old push-rod Triumph twins have modified their crankshafts to phase the big-ends at 90° and fitted modified camshafts and ignitions to work

TORQUE OF THE TOWN Triumph says its engineers spent considerable time testing cruiser bikes from other manufacturers back-to-back with its new Thunderbird to ensure the new bike produced comparable or better performance. As a result, its new big twin produces an astounding 146 Newton metres (Nm) of torque at a lowly 2750 rpm with peak horsepower of 86 PS produced at 6500 rpm, at which point the average piston speed is 20 metres per second, well under the accepted 25 m/ sec limit. For those who believe Honda Gold

COVER STORY TRIUMPH THUNDERBIRD

Wing-like torque is not enough, Triumph is offering a fully road-legal big-bore kit that takes displacement up to 1700cc. This kit results in engine output of 156 Nm and almost 100 PS. The British manufacturer says it used experience gained from the development of the 2.3 litre Rocket III and the 865cc parallel twins in development of the new Thunderbird engine. As well as dual overhead camshafts that operate the four valves per cylinder via inverted bucket type cam followers, the 1597cc twin has two spark plugs in each combustion chamber and to give the electric starter an easier time, the exhaust camshaft has an automatic compression release. Fuelling is provided by electronic

Detail shots show attention to detail and authenticity lavished on big-bore Thunderbird. Engine is obviously the biggest talking point with headlight, tank, seat/tank interface and low-slung, bobbed rear end all part of the signature custom/cruiser look buyers around the world are both familiar with and have come to love.

injection with two 42mm throttle bodies. These are smaller than what would be ﬁtted to a sporting twin cylinder engine, most of which now feature throttle bodies well in excess of 50mm diameter. The 42mm units mated to cylinders of 800cc displacement mean intake gas velocity will be high, providing good cylinder ﬁlling at the lowish revs at which the Thunderbird runs and will be a major contributor to the strong low rev torque.

programmed to recognize the speed at which the throttle butterﬂies are opened so gentle application of throttle results in soft, smooth power delivery while rapid opening sees the ECU provide maximum available power.

GENTLY DOES IT

With abundant torque at low rpm and a 6500 rpm ceiling, Triumph could

The electronic control unit (ECU) is

There is an oxygen sensor in the exhaust of each cylinder, and each cylinder has its own fuel injection mapping. Catalytic converters ensure the big twin meets exhaust gas emission requirements.

KIWI RIDER 19

Triumph is leaving no stone unturned in providing no less than 100 optional extras for its new Thunderbird – including a new line of riding gear – and part of the available goodies package is a set of panniers and a choice of three quick-release screens to shield the touring rider from wind blast.

COVER STORY TRIUMPH THUNDERBIRD

bt have opted for a four-speed gearbox but no doubt the marketing department felt six was better. As a result, sixth (top) gear is an overdrive to maximise fuel economy on longer rides and with a generous 22 litre fuel tank, it should have decent range. Triumph claims 17 per cent better fuel economy than competitors’ models.

STYLING To ensure the Thunderbird has the required ‘look’, Triumph contracted American Tim Prentice to consider every aspect of the new bike’s styling. Work started in August 2004, with Prentice spending time on the project at Triumph’s Hinckley headquarters as well as at his Motonium Design company’s Los Angeles studio. The design brief was to create a modern cruiser built around a large displacement parallel twin. After a series of two-dimensional drawings were finalised, Triumph built three-dimensional clay models and eventually chose one to take to prototype stage, with Prentice on hand to make final touches to individual parts as the design moved from prototype to final pre-production stages. As part of the design brief was for understated styling cues, Prentice opted for small oval zinc Triumph badges on the sides of the fuel tank, the company’s trademark triangular design on the engine casings and instrument assembly and a small Thunderbird emblem on the large speedo. Instrumentation is packaged into a chrome nacelle with the speedo containing an integrated rev counter. At the touch of a switch on the right switch-block the rider can scroll through information on an LCD screen – fuel level, twin trip meters, a clock and a fuel rangeto-empty indicator. CHASSIS Although a Cruiser, Triumph wanted the bike to have good handling characteristics so it has come up with a composite steel tube and alloy plate frame that uses the big motor as a load-bearing component. Working with Japanese suspension manufacturer Showa, and Metzeler, the German tyre maker, Triumph opted for forks with beefy 47mm diameter stanchions offering 120mm travel while at the rear the chromed twin shocks have five available settings for spring preload to cater for solo and two-up riding.

CAD-CAM imaging shows how frame, engine and gearbox are put together. Liquid-cooled DOHC eight-valve engine comes complete with not one but two counter-rotating balancer shafts plus a torque compensator on end of crank. Six-speed gearbox hints at sports potential and features combination of straight cut (for ﬁrst) and helical cut (second through sixth) gears.

Metzeler produced tyres just for the Thunderbird, a 200 section 50 proﬁle 17-inch rear based on the ME880 Marathon while up front there is a 120/70 x 19-inch. These are mounted to 6.0 x 17-inch and 3.5 x 19-inch polished cast wheels. The tyres feature Metzeler’s zero-degree steel belt radial construction and have a high silica compound to reduce rolling resistance, provide long life and good wet weather performance. KIWI RIDER 21

COVER STORY TRIUMPH THUNDERBIRD Triumph sees rich pickings in America for Thunderbird based on marque’s success in that market in the ‘50s and ‘60s. Bike is seen as a distinctive alternative to the ubiquitous local V-twins of Harley-Davidson, Victory et al and lookalike metric models from Japan Inc.

The Showa forks are set at a 32° rake and combined with the beefy fork triple clamps, offer a solid 151mm of trail, which indicates the Thunderbird should have excellent straight line stability. All up weight ready to go is a not inconsiderable 300 kg, comparable to cruisers of similar displacement, but a world away from the minimalist look the American ‘bobbers’ were looking for 50 years ago. The new Thunderbird is due in New Zealand very soon. The first 50 already have deposits against them and dealers are confidently predicting the next batch will also be pre-sold. However the good news is that Triumph New Zealand has some demo bikes so if you hanker after a serious British cruiser, contact your local Triumph dealer to place your order, ogle the bike in the metal or put your name down for a test ride. The demonstrators will be fitted with accessories from the 96 available accessory items. Accessories for this model are available now along with the 2010 Thunderbird clothing range. The recommended retail price for the standard model is $23,990 + on road costs (single colour) and $24,590 + on road costs for the two-tone version. No pricing for the ABS model until later in the year. KR 22 KIWI RIDER

A range of genuine Triumph accessories has been developed in parallel with the Thunderbird so that they will be available the minute production models arrive on showroom ﬂoors around the world. Included are dress-up, luggage and performance items ranging from billet rear view mirrors through high and low windscreens, seats, carriers and pillion back-rests, leather panniers and stubby exhaust pipes.

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VICTORY MOTORCYCLES @ MACKAY VICTORY

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1300 721 360 | www.victorymotorcycles.com.au Overseas model shown with optional accessories.

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1700 VOYAGER Metallic Titanium/Metallic Diablo Black Special Edition colour shown.

Vulcan 1700

1700 Nomad

1700 Classic

State of the art cruiser design Phone 0800 4 Kawasaki (0800 452-9272) Get current prices & download the full information PDF from www.kawasaki.co.nz

(STREET) FIGHTING TALK

Ducati’s new Streetﬁghter shares more than its engine with the company’s original 1098 as Kiwi Rider Editor Ross MacKay discovered at the Australasian launch of the all-new ‘naked’ model last month.

ucati’s 1098 was universally lauded for the power of its Testastretta Evoluzione engine and handling prowess of the latest evolution of the Italian company’s signature trellis frame. Yet my abiding impression was – particularly in direct comparison with the largely unloved 999 model it replaced – of how easy it was to ride. In retrospect it really was a revelation of sorts; and in my humble opinion the recipe has been repeated with the Streetﬁghter.

LAUNCH REPORT DUCATI STREETFIGHTER

WORDS: Ross M MacKay acKay Importers PICS: Keith Muir/NF Importer er rs

When I ﬁrst read about it I don’t mind admitting that my ﬁrst thought was ‘what’s wrong with the current Monster lineup?’ Early publicity shots – all low light and accentuated angles – didn’t help, and when the invite to the Australasian launch outlined a quick ride up into Sydney’s Blue Mountains before a full afternoon at Eastern Creek, I prepared myself for what I thought was going to be the inevitable – an exhausting couple of hours juggling the demands of a rattly dry clutch, snappy on/off throttle and virtually non-existent steering lock. KIWI RIDER 25

LAUNCH REPORT DUCATI STREETFIGHTER

Up until this point I’d been tootling along the speed restricted western plains roads in fourth or fifth, at or very close to the speed limit. Sixth was obviously (and proved to be at Eastern Creek) more like an overdrive in these conditions. Sat quite flat on the super comfortable seat squab, with hardly any torso weight on the high-rise, onepiece aluminium handlebars, I was as comfortable as I was a year or so ago and a little further south on Ducati’s beautiful retro-look GT1000…which is some compliment considering the sharp modern lines and obvious sporting pretensions of the Streetfighter. The foothills gave us a chance to crank up the pace a little, yet still it was the smooth, compliant, and above-all relaxed composure of the Streetfighter that sticks in my mind.

New 1098-based Streetﬁghter ﬁlls the gap in Ducati range between naked Monster models and fully-faired Superbikes

A GOOD START

GREAT ENGINE

So you can imagine my surprise when, having found my allotted S (there are two models, a Showa-spec basic one which retails for $30,490, and an Ohlinsequipped S which will cost you $37,990) in the lineup of red, white and black models outside ride base at Eastern Creek’s Chiﬂey Hotel, the ﬁrst thing my brain registered was . . . how comfortable the seat was.

Over 100kw (155hp in this case) is all very well in a fairing-equipped sportsbike on a track. But in a lightlymodiﬁed ‘naked’ bike on the road it often translates into more trouble than its worth.

Seriously. I’ve sat on plenty of sportsbikespec squab-style seats before but the Streetﬁghter’s took the cake – being wide enough for full cheek support at the back, ﬂexible enough to provide a comfortable base without relying too much on the padding, and (as I found out at the adjacent track later in the day) narrow enough at the seat/tank interface to allow plenty of climbing from one side to the other in the interests of a good lap time. So. The seat stood out straight away. Better try the . . . (second pleasant surprise in as many minutes) steering lock. Yep, there’s plenty. Not as much, perhaps, as on something old skool like a Yamaha XJR1200 or Honda CB1300S. But enough to not make it an issue. Which just left the handlebarmounted mirrors....(which with a bit of tweaking revealed...so far, so good...the wall immediately behind me rather than my shoulders) and the engine. 26 KIWI RIDER

The Streetfighter? Not a bit of it, the first surprise in this case, the smooth, civilised idle that the lovely, liquid-cooled, DOHC eight desmodromically-operated valve engine settled into outside the hotel. To look at, for instance, the large diameter headers, fat secondary pipes and the twin siamesed mufflers shout raucous aftermarket rumble. Yet thumb the starter, blip the throttle, and though offering a definite hint of the potential therein, the exhaust note is an excellent compromise between the-neighboursdon’t-like-bikes and why-I-bought-aDucati! That’s a theme which recurred as the posse of Aussie and (two) Kiwi journos spent the morning rolling through the lower reaches of the Blue Mountains, our second photo stop providing as good an example as any of just how practical and flexible the Streetfighter is.

That and the fact that gearing is spot on with only the most fleeting dab of the clutch for the tightest uphill hairpin and plenty of hold in second and third gears for the rest of the snaky straights and more open curves further up the hill. ONTO THE TRACK Fast forward to Eastern Creek and with the track ours for the afternoon, plus some much-appreciated tuition from NF Importers’ Aussie Twins Series championship-winning dealer development manager Craig McMartin... the story just got better. That’s right. Incredible as it may seem having just written that the Streetfighter was such an accomplished open road bike, it also – with no change to the suspension settings and just a drop in tyre pressures – turned into the best non-faired sportsbike I’ve ridden round the fast, flowing west Sydney circuit. Despite an obvious lack of any sort of wind protection there was more than enough room to tuck down flat trackstyle on the long downhill straight not to mention enough space to move from side to side to get my body position just right in the corners. All this and not once did anything (foot peg, muffler bracket etc) touch down nor did I get even the slightest of hints of a crack in that outstanding composure.

INTO THE FOOTHILLS The section of road rose steeply via a couple of ﬁrst gear uphill hairpins and ﬂowing second and third gear linking sections.

WHAT A GREAT BIKE! Thinking that these superlative-inducing characteristics must be limited to

Incredible. All this of course while I’m revelling in the smooth (that word again), creamy roll-on and robust run to the red line (actually a row of red lines atop the digital bar-graph Ducati uses on its sportsbikes) and taking big chucks out of the braking distances of the riders around me by making full use of the 1098-spec (330mm diameter) front disc brake rotors and radially-mounted four-piston Brembo Monobloc calipers. Niggles? By stacking the mufﬂers on the right hand side (which looks great) Ducati has made it almost impossible for you to comfortably ride with the ball of your right foot on the peg as you tend to want to do when you’re on the track. I got used to it quite quickly but it’s something you notice early in any ride. Road or track Streetﬁghter combines pukka Superbike underpinnings with practical real-world dynamics.

SPOILT FOR CHOICE? You really are if you want a Streetfighter, a bike available in two different specs (Streetfighter and Streetfighter S) and three colours. There’s more to the colours than tank and bodywork as well with the basic Streetfighter available in either Ducati red or pearl white with black frame and grey 10-spoke wheels and nd the S available in either red or black with bronze-finished frames and lightweight, forged, five-spoke Marchesini wheels.

LAUNCH REPORT DUCATI STREETFIGHTER

the up-spec Ohlins-equipped S model (which I admit I had been hogging!) I swapped ‘my’ bike for one of the Showa-equipped standard models...and – believe it or not – decided I preferred it because what it lost (we’re talking gnats’ whiskers here) in mm-perfect steering and turn-in precision, it made up for it with an ever-so-slightly more forgiving ride!

Underneath the sharp, angular lines of the aggressive styling (which reminded me of Cagiva’s late, lamented Raptor) is a trellis-style frame to which is mounted a beautifully-crafted single-side aluminium swingarm and choice (depending on which model you plump for) of Showa or Ohlins forks. At 1475mm the wheelbase is a full 45mm longer than that of the 1098 Superbike on which it is based, the extra length a function of an extra 35mm in the swingarm as well as a degree more rake (from the Superbike’s 24.5° to a more relaxed 25.6°) and 20mm more trail (from the 94mm of the 1098 to 114mm). On one hand the difference is reflected in the Streetfighter’s peerless stability on the road and at the track, yet with less weight (dry the standard model tips the scales at just 169kg, the S at 167kg) and more and better leverage through the wider, taller handlebars, if anything, the front end feels livelier than that of the 1098 – particularly as the pace goes up at the track. It’s a compelling combination and I’ve been struggling to come up with something relevant to compare it with. Cagiva’s Suzuki TL1000-engined Raptor 1000 had similar bones yet must be at least 10 years old now, while contempory models like Suzuki’s (very good) B-King and even Yamaha’s new V-Max are variations on a broadly similar theme, but not really in the same overtly sporty league. MV-Agusta’s Brutale is probably the closest direct competitor but it is as hard and as uncompromising a ride as it is a design exercise. BMW’s K 12 and 1300 R models also plough a similar sort of furrow, but like Suzuki’s B-King, weigh considerably more. Where the Streetfighter really excels, is in its ability to combine what until very recently were polar opposites – a hardedged look and spec with practical, real world ergonomics and dynamics. Then, of course, there is DTC (Ducati Traction Control), which with the Ohlins forks and shock is part of the ‘S’ pack. At the flick of a switch (on the left-hand switchblock) you can scroll through the system’s eight profiles, one being suitable for Troy Corser at Phillip Island, eight for you or I on a wet, cold Track Day at the notoriously slippery Taupo track here in NZ. Each level has a programmed tolerance for wheel spin and if you’ve got a sensitive and experienced throttle hand like mine you hardly notice it. As well as DTC the ‘S’ model also comes complete with Ducati’s data analysis system DDA (Ducati Data Analyser). Buy the bike and with it you get software, a USB-ready data retrieval card and full instructions, allowing you to record, download and analyse (via a graphics package) all sorts of parameters including speed, engine rpm, engine temp, laps done, lap times and even DTC interaction during wheelspin!

KIWI RIDER 27

LAUNCH REPORT DUCATI STREETFIGHTER

SPECIFICATIONS DUCATI STREETFIGHTER

And if it was me I’d be upgrading the Pirelli Diablo Corsa 111s with something a bit stickier fairly early on in the piece. But that’s about it. In all other respects from the look, the feel, the ergos, the way the engine produces its power, the gear ratios etc etc, I think the Streetﬁghter is quite simply one of the best new bikes I’ve ridden in years. Oh, and in case you’re wondering, like I was, the answer is yes. You can enjoy a Track Day as much on a naked bike as you do on one with a full fairing. Or at least you can now that Ducati has added the Streetﬁghter to its range! KR Look is sharp-edged in a contemporary sort of way with enough distinctive design elements to distance it from both the Monster and Superbike ranges. Ergonomics are open and relaxed with plenty of room for the rider to move fore and aft and side by side yet dry weight is that of a middleweight sportsbike meaning a tantalising mix of featherlight-steering, ultraquick response to handlebar input yet peerless stability. Headlight is low slung but combines well with sleek, streamlined instrument cluster to channel airstream round rider rather than direct into his or her helmet.

28 KIWI RIDER

ENGINE Type: Liquid-cooled fuel-injected DOHC 4-desmodromically-operated valve 90° V-twin 4-stroke Displacement: 1099cc Compression ratio: 12.4:1 Peak power: 115.6kW (155hp) @ 9500rpm Peak torque: 115Nm @ 9500rpm Bore x stroke: 104 x 64.7mm Starting system: Electric Engine management & fuel system: Marelli electronic fuel injection Clutch: Dry multiplate with hydraulic control Transmission: 6-speed Final drive: Chain FRAME Type: Tubular steel trellis Swingarm: Aluminium single-sided Suspension: Front: Showa 43mm USD-type fully adjustable (S gets Ohlins). Rear: Progressive linkage with fully adjustable Showa monoshock (S gets Ohlins) Brakes: 2 x 330 semi-ﬂoating disc w/radiallymounted 4-piston Brembo monobloc calipers front & 1 x 245mm disc w/2-piston caliper rear Wheels: Cast aluminium 10-spoke 3.50 x 17 front & 6.00 x 17 rear (S gets lighter weight forged Marchesini 5-spoke) Tyres: Pirelli Diablo Corsa 111 120/70ZR17 front & 190/55 ZR17 rear DIMENSIONS Wheelbase: 1475mm Rake: 25.6° Trail: 114mm LxWxH: 2120 x 840 x 1114mm Seat height: 840mm Dry weight: 169kg (S is 167kg) Fuel tank capacity: 16.5l RRP: $30,490 (S $37,990) Test bike: NF Importers Pty Ltd GEAR Helmet: Airoh Leathers and boots: Teknic

IT’S STRICTLY LIMITED - REALLY - DON’T DELAY

SPEED TRIPLE 15th ANNIVERSARY EDITION - $21,990 + ON ROAD COSTS

AUTHORISED DEALERS: HOLESHOT TRIUMPH - AUCKLAND MOTORCYCLES & POWERSPORTS HAMILTON MOTORCYCLE CENTRE - BAYRIDE MOTORCYCLES - PROCYCLES NEW PLYMOUTH MOTORCYCLES - ANZA MOTORCYCLES - MOTORAD THUNDERBIKE POWERSPORTS - STREET & SPORT - McIVER & VEITCH - MOTOSOUTH The Speed Triple 15th Anniversary Edition is available in very limited numbers at your favourite Triumph dealer right now. Don’t delay, contact your nearest authorised dealer sooner rather than (too) later.

GO YOUR OWN WAY http://www.triumph.co.uk/newzealand/

ROAD TEST YAMAHA XJ6 DIVERSION

Looking for the perfect do-itall middleweight? Yamaha’s new XJ6 Diversion could well be it as KR Editor Ross MacKay reports.

YAMAHA’S DO-IT-ALL DIVERSION WORDS: Ross MacKay PICS: Geoff Osborne

KIWI RIDER 31

ROAD TEST YAMAHA XJ6 DIVERSION

XJ6 Diversion is latest addition to Yamaha Motor New Zealand’s middleweight lineup

espite supersport models like Yamaha’s own YZF-R6 claiming what is probably a disproportionate share of the headlines – and with it sales – there are plenty of other good middleweight offerings on the market. In fact I can’t remember a time when there were so many, Yamaha’s all-new XJ6 Diversion just the latest in a long line to arrive here. Over the past year or so we’ve had the pleasure of riding Kawasaki’s various ER-6n-based parallel twins, Yamaha’s own FZ6 models, Honda’s latest Hornet, Suzuki’s new Gladius and Hyosung’s various GT650 variants. Each has a place in the market, be it at the price-conscious end like the Hyosungs to the ‘bling’ end – the Hornet. With two perfectly good sportier FZN models, one naked, the other with a three-quarter fairing, the ﬁrst question I found myself asking about the XJ6 Diversion of course was why? The obvious answer, I suppose, is why not? But no doubt anticipating the question, in the press kit that came with the test bike, Yamaha put it down to market research. And as we recently saw with the unique XVS950 V-Star, Yamaha not only listens to what average, everyday punters want, it acts on what they say.

32 KIWI RIDER

So, now supplementing the $14,299 FZ6-N and $14,699 FZ6-S is the $13,699 XJS Diversion. So what’s it all about? I’ll go into the various technical bits and pieces in a minute but suffice to say the things I noticed first were . . . the low, low seat height, smooth, almost turbine-like quality of the eager engine, and peerless low-speed balance! IN DEMAND According to Yamaha the market for stylish and affordable middleweight motorcycles – in Europe at least – is growing. So there was room in the lineup for another model. In stark contrast to the YZF-R6 and FZ6 twins, which like Honda’s Hornet have a definite sporty edge to them, the XJ6 Diversion and its unfaired (just) XJS twin (which by the sounds of it we aren’t going to see here) are purpose-built as true all-rounders, for riders of all ages and experience levels, featuring, to quote Yamaha, ‘an ideal balance of controllability, performance and value.’

slim and narrow at the waist. That’s the way the frame has been designed with a strong internal (unseen) anchor to which the swingarm is bolted and the upper frame tubes are welded. LOW, LOW SEAT HEIGHT The result is a seat height almost 100mm lower than that of some similar sized Supersport models, a real bonus for those lagging in the inner leg dimension stakes. That said, the XJ6 is not a small bike as such, its 1440mm wheelbase is lineball with other, broadly similar middleweights and it tips the scales (wet) at just over 200kgs. As such I’d describe power and torque from the fuel-injected transverseframe four as adequate rather than impressive with a peak rating of 57 kW (78PS) at 10,000rpm and 59.5Nm of torque produced at 8,500rpm.

While it’s no, er, oil painting (being a bit long and disjointed), the sum of the new Diversion turns out to be way more than that of its parts, which start, for want of a better place, with the new diamond-style tubular steel frame.

What is truly impressive about the engine, however, is its smooth, almost imperceptible idle and all-round fuss-free nature, Yamaha proudly pointing out that it has been optimised (both internally, and via intake and exhaust mods) to achieve ‘brisk yet smooth characteristics that would be appreciated by new and experienced riders alike.’

Take a close look at the pics and it’s easy to see why the new XJ6 feels so

To which I can only say, ‘they’re right!’

The idea was to flatten the power and torque curves with special emphasis on the mid-range and, again, all I can say is that out there in the real world it not only works; like the light, progressive clutch action (which is the result of a major revision of the clutch and shifter mechanism), you notice the smooth, measured response and flexibility straight away. Dynamically there’s nothing much to get the pulse racing with conventional (i.e. non USD) telescopic forks up front and a simple linkage-type single shock suspension system at the back. But again, out on the road you really do notice what I’d describe as a combination of light, nimble middleweight steering and turn-in, and litre-plus big-bike stabililty. CONFIDENCE-INSPIRING With 26 degrees of rake and 103.5mm of trial it’s no surprise that the XJ6 has such a planted, confidence-inspiring feel to it. Sat amidships, with footpegs almost directly below your knee joint and a nice,

ROAD TEST YAMAHA XJ6 DIVERSION

To get those characteristics the company’s engineers took the FZ6 cylinder head and slimmed down the inlet ports to optimise the flow from the fuel injection system’s 32mm throttle bodies, ground up a model-specific set of camshafts, then fine-tuned the four-hole, two-direction fuel injection system and CDI ignition to suit.

Combination of new narrow-waisted diamond-type frame and smoother, torquier version of FZ6 engine makes for a compelling mix of practical, user-friendly ergos and dynamics.

relaxing reach to the tubular steel handlebar, you’re in an ideal position either to keep an eye on the trafﬁc around you on the motorway or settle in for a couple of hundred kilometres on the open road. Getting tucked in behind the fairing for a run down Pukekohe’s long back wasn’t exactly hard either though it’s fair to say that the riding position is better suited to the road, for no better reason than the conventional handlebars leave your elbows ﬂapping in the breeze and unless

SECOND OPINION When I saw the Diversion in the car park at Kiwirider H.Q, I was wowed. It’s immediately appealing with its clean, sharp, sporty lines. It also falls into my favourite category of bikes, offering comfort, practicality and accessible performance. The riding position is immediately comfortable and it’s an easy reach to the ground. The clocks are comprehensive, utilizing a proven combination of a large digital Speedo and an analogue Revcounter. The mirrors give a view of more than just your elbows and the fairing does a good job of keeping the elements at bay with a minimum of buffeting. The motor is smooth, giving continuous acceleration right up to the redline, with a bit of a kick in the upper third of the range. Power isn’t arm wrenching, but it will power stand in ﬁrst or clutch up in second. The gearbox is slick especially at pace, but

you go all geeky and use the pillion pegs there’s nowhere to tuck your feet! That said, suspension action remained compliant and controlled throughout and the triple disc brake set up held its own despite Todd’s best attempts to induce brake fade. On which point I would like to note that the fact the rider sits slap bang in the middle – not to mention quite low – in the bike means, that, like a cruiser the XJ6 is best slowed down using a combi-

By Campbell Rousselle

aggressive shifting isn’t necessary as the Diversion is happy to hold a gear, rev-ing out relatively slowly. This is a pleasant change, and a heavier ﬂywheel is probably the reason. The best quality of the new Diversion is the suspension. It’s plush without being soft and offers up controlled damping. Keep an eye on tyre pressures however, as slightly low pressures can adversely affect handling. My feeling is that the tyres as standard are a weak point and spending money on some stickier tyres with a sharper proﬁle would be money well spent. The brakes took a little getting used to. At speed they offer reasonable feel and power, but at speeds under 60kph that they feel vague and there’s more lever travel than I’d like. Yamaha’s Diversion compares favourably to other bikes in the category such as, Suzuki’s, Kawasaki’s

and Hyosung’s range of twins, but offers a point of difference with its in-line-4 experience. It’s the smart choice for riders stepping up from their ﬁrst or second learner bike and offers enough performance to improve your skills, whilst being a bike you can ride every day. The Diversion is a rolling statement that you care about learning your craft. Motorcycle riding returns a great deal of joy and freedom if you approach it responsibly and take the time to improve. Forget about your peers who’ve made the premature jump onto a Supersports bike. Whilst they’re struggling with huge horsepower and razor sharp handling, you’ll keep up without breaking a sweat or unnecessarily scaring yourself. The smart money is on the Diversion.

KIWI RIDER 33

ROAD TEST YAMAHA XJ6 DIVERSION

nation of front and rear brakes. Ground clearance eventually becomes an issue at the track too, despite the sterling work the engineers have done to accommodate both the under-engine ‘pre-mufﬂer’ and centre-stand. MOVIN’ ON UP

Speaking of which, if you wanted to pick holes in Yamaha’s efforts you’d probably start with the styling which could unkindly be described a ‘bit of a mish-mash of styles.’ Photographed from the left-hand side (missing the mufﬂer) as we did for the pic on page 36 it doesn’t look that bad, but from some angles . . . well I’d really rather not go there. Dynamically the XJ6 is not only an impressive new addition to the middleweight offerings currently available here, it is also quite possibly one of the best new ‘step-up’ bikes to be released in I don’t know how long. Traditionally it’s been hard to ﬁnd a bike, bar a Supersport-style sports model, to move up to once you’re done with your learner licence-issue 250. Now Yamaha has one which is literally purpose-built. KR

SPECIFICATIONS YAMAHA XJ6 DIVERSION ENGINE Type: Liquid-cooled, fuel-injected DOHC 16-bvalve forward-inclined 4-cylinder 4-stroke Displacement: 600cc Compression ratio: 12.2:1 Bore x stroke: 65.5 x 44.5mm Starting system: Electric Engine management system: TCI Fuel system: Fuel injection Clutch: Wet multiplate Transmission: 6-speed Final drive: Chain FRAME Type: Diamond-style tubular steel Swingarm: Box-section steel Suspension: Front: Conventional 41mm diameter telescopic forks. Rear: Yamaha Monocross linkage-type w/ single coil-over shock absorber Brakes: Twin 298mm rotor discs w/ twinpiston calipers front and single 245mm rotor disc w/ twin-piston caliper rear Wheels: Cast aluminium 17 in dia front & rear Tyres: 120/70ZR17 front & 160/60ZR17 rear

Not really a ‘naked’ bike but one which nevertheless will be lumped into the broader ‘non-Supersport’ part of the middleweight sector XJ6 Diversion is Yamaha’s answer to market research ﬁnding that despite two sporty FZ models there was still room for a true ‘all-round’ middleweight. Styling won’t win any awards but practical features like centre-stand will more than make up for that fact in the eye of many a potential buyer.

34 KIWI RIDER

DIMENSIONS Wheelbase: 1440mm Rake: 26° Trail: 103.5mm LxWxH: 2120 x 770 x 1210mm Seat height: 785mm Wet weight: 211kg Fuel tank capacity: 17.3l RRP: $13,699 Test bike: Yamaha Motor NZ GEAR Helmet: Arai (Todd) Shark (Ollie) Jacket & pants: Spidi (Todd) Ixon (Ollie) Boots: Styl Martin (Todd) TCX (Ollie)

IMPORTED AND DISTRIBUTED BY DARBI ACCESSORIES LTD. AUCKLAND, WELLINGTON, CHRISTCHURCH.

ROAD TEST HONDA FORZA

There’s more to Honda’s sleek, black Forza scooter than meets the eye as Michael Esdaile found out in the depths of winter... WORDS: Michael Esdaile PICS: Geoff Osborne

TOKYO TECHNO-LINER KIWI RIDER 37

ROAD TEST HONDA FORZA

Forza will burble into life.

Sleek, low-slung lines of Honda’s Forza are typical of top-selling domestic model scooters in Japan.

or some reason there is a perception that Japanese motorcyclists are still whizzing around on the racer replicas that spawned the present range of high performance sports bikes. Nothing could be further from the truth. Today maxi-scooters, dirt-track lookalike motorcycles and cruisers are what the Japanese are buying. Case in point is the long, low-slung Honda Forza 250 scooter now on sale here. Hop aboard and the immediate impression is one of luxurious accommodation. The low-slung laid-back riding position makes you feel almost as if you are in an armchair. Under the swoopy bodywork is a torquey, liquid-cooled, electronically fuel-injected SOHC four-valve 250cc single cylinder engine hooked up to an electronically controlled Honda S-Matic transmission. This offers the rider a choice of manually-operated transmission or two fully auto modes through its CVT drive system. Normal operation is auto (D), with the option of low range (S) for fast getaways at the flick of the rocker switch on the left switch block. The system is very similar in the way you operate it to that fitted to Suzuki’s 650 Burgman in that it also offers a manual mode that lets the rider choose when to shift. Doing this offers the choice of six ratios. To select manual mode, a switch on the front of the right switch-block is engaged with the index finger, 38 KIWI RIDER

immediately transforming the digital read-out fuel economy gauge into a gear position indicator. Once in manual, gears are changed by toggling the left-hand rocker switch up or down sending a signal to the Honda S-Matic transmission ECU which in turn instructs the control motor to change the diameter of the drive pulley, effecting ‘gear’ change. If you forget you are in manual mode when you stop at an intersection, the unit automatically shifts down to first gear ready for your next move. Clicking the switch on the front of the right switch-block puts it back into fully auto mode and the choice between D-mode and S-mode can be toggled with the same rocker switch used to change ‘gears’ in manual mode. After experimenting with the various modes we elected to leave it in normal auto (D) and click back to low range for fast getaways from the lights or for getting better acceleration up hills in the city. Out on the open road you can leave it in normal auto or, if you encounter a nice set of corners, switch to manual and toggle up and down through the gears with your left thumb. TECHNO TRICKERY To complete the techno-trickery, the Forza also employs the Honda Smart Card key system of vehicle security, which initially got us off-side with the Forza because there was no handbook with it. We ended up flattening the battery before we learned that both brake levers have to be squeezed quite firmly – not just a gentle grab – with the side-stand also retracted before the

You keep the Smart Card in your pocket and once you are within two metres of the ignition, you are able to push in the washing machine-like knob at the front of the cockpit. You know the ignition is operational because the ring around the knob lights up in blue (interesting concept) indicating the electronics have been activated. This means the seat lock, the front storage compartment lock and the ignition itself are ready to be operated. You may now turn the knob to the ignition ‘on’ position, squeeze both brake levers (making sure the sidestand is folded up), press the start button and the Forza burbles into life.. Still in the cockpit, but a little higher than the knob, we have the instrument panel which includes a fuel gauge and two digital trip meters along with an analogue tacho and speedo. Up the top of the dash is the fuel consumption readout, which is mildly entertaining as it varies enormously depending on the load and speed. If you stick to 80 km/h it indicates the Forza is quite frugal, but in the real world of varying speeds that is not the case, as we shall elaborate on later. The twin headlights are powerful and functional although the low beam cut-off is a bit savage. The faired in lights give the Forza a cool look, like a miniature spaceship, or something futuristic. With all these features, it is no wonder it is such a big hit in Tokyo. FIRST IMPRESSIONS First off the Forza felt quite comfortable with a lowish 710mm seat height. You sit down and into the Forza. Leg room is ﬁne for medium height people, but longlegged wading birds may feel cramped, which is surprising given the rangy look of the model. After stepping off the Vespa Super GS 300ie, the Forza initially felt a little sluggish, lethargic even, but that was before we learned some of the tricks of the transmission. That initial feeling made us wonder if the willing 250cc engine was hauling a bit of excess freight, so on to the Kiwi Rider scales it went. The readout showed 194 kg with a full (12 litre) load of petrol. That’s 34 kg more than the GTS 300ie… But by the time we gave the Forza back, we were enjoying it immensely. Unlike the Vespa, which seduced with its good looks, zappy motor and nimble handling, the Forza was more of an acquired taste.

Finding the opening mechanism for the fuel filler required a bit of work, but we eventually found it hiding inside the left storage compartment. This is a drawer-like container that pops out at the touch of a button exposing a yellow switch which is pressed to open the flap above the fuel filler between your feet.

Hi-tech trickery like switchable auto/manual transmission and Smart Card starting system are part and parcel of appeal of cutting edge models like the Forza. In typical Honda fashion chassis and engine dynamics are just as impressive.

BRAKING Getting the 280 kg mass of the Forza plus rider stopped is very easy. Just haul on the left brake lever to bring the caliper gripping the 240 mm rear disc into play and it quickly settles the big scooter down on its suspension, fairly evenly front and rear. Then pull on the front (right-hand) brake lever for a more rapid stop. Using the front brake on its own results in quite a bit of nose dive as the 33mm forks quickly use up most of their 100mm of travel and the Forza feels awkward. Like cruisers, the correct technique for scooters is to apply the rear brake fractionally before using the front. This sees the bike squat almost flat on its suspension with very little attitude change. HANDLING Around the city, the rather lengthy 1545mm wheelbase made the Forza feel a little ponderous, especially when doing feet-up U-turns. However, you soon get used to it and ride accordingly. Fortunately for the Forza, local importer Blue Wing Honda saw the sense in letting Kiwi Rider keep the machine for an extended period and as a consequence, some things that initially bugged us – like the starting system – we soon got used to and found quite normal. But back to the Forza. Its rather wide, almost ‘cow-horn’ type handlebars give quite a lot of leverage so you can attack the twisties with confidence. Once you get a feel for it, you will become more confident in snapping it over until it feels almost as if the

bodywork is going to start scraping. Large undulations in the road surface don’t unsettle it unduly, possibly due to the longish wheelbase, although it does pitch fore and aft a bit. One thing that was a little disconcerting at ﬁrst was the way the machine was affected by winds from the front quarters. At a little over the legal open road limit we felt the Forza moving around in a gentle weave in wind gusts from the front, so although it looks quite aerodynamic, there is a little more work to be done in that department. It wasn’t scary, just a little disconcerting at ﬁrst.

ROAD TEST HONDA FORZA

nt auto mode saw a slight improvement in economy – 4.25 litres/100 km (23.5 km/litre). A ﬁnal test in auto saw similar numbers: 4.39 l/100 (22.7 km/litre).

On that note (storage), the Honda Forza scores quite a few brownie points. It has a generous 62 litres of underseat storage space that runs right back under the pillion seat (only the rider’s part of the seat ﬂips open) and there’s that left-hand storage ‘drawer’ as well as a smaller compartment on the right. CONCLUSION The Forza is not without charm and the longer you spend with it the more you like it. Despite its bulk it can be cranked over into corners like a much smaller bike while managing to feel as comfortable as an armchair. On paper it seems low powered and heavy, yet by using the transmission

FUEL ECONOMY First ﬁll took 11.02 litres after 244.3 km of a mix of city and motorway running, averaging 4.51 litres/100 km (22.2 km/l). For this tankful the manually-operated option of transmission was used, which meant higher gears were selected as quickly as possible to get the scooter into sixth by the time it was doing 80 km/h. The idea was to see how that would compare with a second tankful, choosing the auto mode of transmission. Using the KIWI RIDER 39

ROAD TEST HONDA FORZA to its best and not being afraid to hold the throttle on the stop, it has a sporty side the specifications belie. The Forza is a big wide maxi scooter you can tour on and as mentioned, braking is a strong point while the suspension is adequate to the task, firm enough for some spirited riding yet compliant enough to soak up all but the harshest road imperfections. It is a very useable machine with generous storage volume, plenty of room on the back for a pillion passenger and would suit those who need a commuter that can easily maintain the open road speed limit and carry quite a lot of gear. KR Forza is popular mid-market model with look and feel of a large capacity ‘super-scooter’ but economical 250cc engine. Combination works well in both urban and open road environments, due, in large part to switchable S-Matic transmission. Honda’s Smart Card system (there’s no key, just a card tag you take with you whenever you want to go for a ride) takes a little getting used to but once you are familiar with it, it becomes second nature. Simply carry the Smart Card to within a metre or so of the sensor on the bike, then push in the control knob and the ring around it glows blue. You can now turn the key to the ignition ‘on’ position, or alternatively lock it up. Out on the road the feel is long and low, with sumptuous seat and well-placed handlebars. There’s also plenty of storage space and – of course – room for a pillion. Twin piston floating Nissin caliper provides decent bite on the front disc but as with most scooters, most of the braking is done with the rear brake. Note the trailing axle layout.

40 KIWI RIDER

SPECIFICATIONS HONDA 250 FORZA ENGINE Type: Liquid-cooled single-cylinder SOHC 4-valve 4-stroke with electronic fuelinjection Displacement: 249cc Bore x stroke: 72.7 x 60mm Starting system: Electric Fuel system: PGM-FI (programmed electronic fuel-injection). Clutch: Automatic centrifugal multi-plate dry clutch. Transmission: Continuously variable with electronic manual mode. FRAME Type: Tubular steel backbone chassis. Front suspension: Telescopic forks with 33mm stanchions Rear suspension: Dual shock absorbers with spring pre-load adjustment Brakes: Single 240mm disc with twin piston caliper front and rear Wheels/Tyres: Bridgestone 110/90 x 13inch front & 130/70 x 12-inch rear DIMENSIONS Wheelbase: 1545mm LxWxH: 2165 x 760 x 1180mm Seat height: 710mm Curb weight: 194 kg Fuel tank capacity: 12 litres RRP: $12,000 Test bike: Blue Wing Honda GEAR Helmet: Nolan Jacket: Spidi Pants: Triumph Boots: Stylmartin

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RIDDEN APRILIA RS125

No it’s not quite the RSV4 we thought we were getting but if Aprilia’s beautiful little RS125 is anything to go by, big brother’s going to be well worth the wait.

SMALL MERCIES WORDS: Ed PICS: Osborne

ho’s to know you’re not riding the latest Superbike? Not your average man or woman in the street. I know because everywhere I went riding Aprilia’s jewel-like little RS125, heads turned. Never mind that – as far as we are aware anyway – there isn’t a ‘125 supersports’ sector in this country. Nor, that there can be many potential buyers – be they current motorcyclists or not – who have $10K to spend on a road-going 125. No. Wherever I went the Aprilia attracted attention. Be it parked (on the footpath!!) at the local shopping centre, lined up at the local Shell servo or mid-corner, mid-photoshoot on a cold, wet winter’s afternoon. BIG FANS

We’ve always been big fans of exotic little 2-strokes like the RS125 of course so there was no risk of the test bike sitting in the shed waiting for some poor soul to take pity on it. Despite the weather I used it pretty much every day early in July while later in the month both BikeMart man Todd and tech contributor Esdaile (a bit of a student of 2-stroke development as it turns out) did their respective bits behind its trim, lowslung fairing and surprisingly large (18 litre) fuel tank.

On the surface the appeal of an exotic small capacity sportsbike like Aprilia’s RS125 might appear limited. But the more you ride it…

Of course ‘testing’ a bike like the RS125 is always going to be a compromise. As we’ve found over the years with Cagiva’s similar Mito and Japan Inc’s various 150s there are really only two ways to ride them – like your Nana (and risk the thing coking itself up like a ‘80s ad industry executive) or ‘on the pipe!’ Because we had to run the test bike in, the ﬁrst couple of hundred kilometres were

by the book, but once the trick little liquidcooled, crankcase reed-valve induction 124.8cc engine started to loosen up it was ridden in a manner the factory – which has dominated the World 125cc GP championship for as long as any of us can remember – intended. But before more on that, a little background to give you an idea why you’re being asked to pay serious money for a 125. SERIOUS STUFF The simple answer to that is that it’s a serious bike. A VERY serious one in fact. The closer you look in fact the more you start to appreciate just HOW serious. The frame, for instance, consists of a lovingly polished collection of cast aluminium alloy sections expertly welded together and mated to a box-section aluminium alloy swingarm, both of which look like they have come straight from the race shop. Drive, which might surprise you, is on the right-hand side not the (more usual) left with the Rotax-built engine and six-speed gearbox unit tucked so high there is enough room underneath it for the expansion chamber to be housed within the conﬁnes of the sleek wrap-around fairing. Turn the key, crank open the handlebarmounted choke lever, then thumb the electric starter, and after a couple of turns the trick little single rasps into life. Cold it chortles and smokes for a minute or two as it wakes up then it is a matter of letting it idle with the odd light blip of the throttle as you ease the choke back off. Once warm there’s a real silky smoothness to the engine, explained in part by the counter-rotating balancer shaft deep in its bowels, not to mention the efforts (which KIWI RIDER 43

RIDDEN APRILIA RS125

combination of precise, responsive steering and solid, stable tracking, both in a straight line and on the way into and out of corners. Brake action has a similarly mature and confidence-inspiring feel, the power of the 320mm floating disc and radially-mounted four-piston caliper (complete with braided fluid line) nicely balanced by a smooth, progressive feel at the lever. TO CONCLUDE

Combination of precise carburetion and catalytic converter has won Aprilia a stay of execution in Europe and around the world with RS125 easily meeting strict Euro 3 emission standards.

include a catalytic converter in the exhaust) the factory has gone to, to meet the tough Euro 3 emission standards. GETTING GOING To get it off the line you really do need to work the clutch in unison with the throttle, which is ﬁne for someone used to the task, but might well take a little bit of getting used to for those either with more tender sensibilities or experience only of more powerful and torquier large capacity machines. Once up and running though, even riders used to big touring machines would be surprised how well the RS125 keeps up

44 KIWI RIDER

with the traffic. With a nice broad spread of ratios in the six-speed ‘box it’s very easy to hook your way up to fifth or sixth then – incredible as it may seem – stay there, only dropping a gear or two (three at the most) if you end up in a slow-moving stream of sub80 km/h traffic. Other surprises are just how comfortable the ‘little’ RS is, with a nice broad base and sympathetically padded seat, easy reach to the clip-on handlebars and tight, but quite acceptable, bend to the knees. Dynamically the impression that lingers is one of light overall weight and a peerless

We really are lucky that companies like Aprilia continue to build and sell bikes like the RS125, and if you’re looking for something different look no further than your nearest dealer! KR

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KR TECH INSIDE WSB

Supersport masters Tan Kate Honda have only been in the main (Superbike) game since 2004 yet their bikes are already amongst the best in the paddock and on the track. KR Tech guru Michael Esdaile explains why.

DUTCHMEN RACING Words: Michael Esdaile PICS: Todd Sutherland Although it has an amazing history of domination in the Supersport World Championship, it was only relatively recently that Dutch team Hannspree Ten Kate Honda joined the Superbike World Championship. The Ten Kate team decided to get involved in SWC racing for the 2004 season, making that decision before the Japanese factories temporarily withdrew their support for the Superbike World Championship. “We decided to build something with the experience we had in Supersport,” says team manager Ronald Ten Kate. “We built the engine and learned while doing that. It was a hard way of ﬁnding out but a nice way – we were allowed some time to catch up with the game. But for sure if I take a look at that bike now, sometimes it is with a little smile looking at it and thinking ‘oh my god…’ we’ve learned a lot since then.” From being the only team making a serious effort with a Japanese motorcycle in 2004 with just one rider, Australian Chris Vermuelen, Ten Kate has come a long way in Superbike racing. With English rider James Toseland it clinched the title in 2007 and last year Spaniard Carlos Checa ﬁnished fourth in the title chase. Another year on and the competition has become more intense – often just one second separates the top 20 bikes in qualifying. Not only have all the Japanese factories

renewed their involvement, European makers BMW and Aprilia have also joined in. “I think the one tyre rule has deﬁnitely proved to be good, it has made the racing a better show,” Ronald Ten Kate says. “Even MotoGP has gone that way. Of course in World Superbike, the only question mark is, as always, between twin and multi-cylinder engines. RULES IN BALANCE “Even though Bayliss won it fair and square last year and almost made it look easy, I think that was more down to how Bayliss was riding and the big mistakes the competition was making. Troy was just doing his own thing. He was just so fast whereas other teams were either on their arses a lot, had technical failures or had off-weekends or whatever and did not score the points they should have. So I don’t think it was down to the supremacy of the (Ducati) twin. So I think as far as the technical regulations go, it is now balanced.” One of the big changes that came in for the 2008 season was the requirement that all bikes competing had to use the homologated crankshaft. Previously Ducati had opted for very expensive short-stroke cranks to get the power needed to make a 1000cc twin competitive with 1000cc multis. “Basically what Ducati was running up until last year was like a prototype engine. That made it very expensive for them, but it also made it possible to make really special stuff. Now everything is much closer to mass

Hannspree Ten Kate Honda’s Jonathan Rea has been the most successful of the team’s three riders, top qualifying at Phillip Island and ﬁnally breaking through for a race win at Misano. (Photo: Peter Geran).

production, which is the philosophy of the class anyway, but as usual there is always the small debate about the balance of the rules for twins and fours. For me it is just right. Last year when other people were having good weekends they could for sure challenge Troy (Bayliss) for the wins. Troy is retired now and I do not think Ducati will have things their own way this year.” Prior to the Ten Kate team’s involvement with the SWC, Honda had no problem running a 1000cc twin to compete against 750cc fours, nor did Aprilia. Both now run four cylinder Superbikes. RACE WHAT YOU SELL Ten Kate is in a unique position in the Superbike World Championship in that it is a retail dealership with its own customer workshop as well as having a racing arm. Thus it can see the whole philosophy of Superbike racing, the bigger picture, of racing modiﬁed road bikes. It races what it sells. “There is a lot of discussion which we have here (in the Superbike paddock): I can say we are a local dealer going racing. We have grown a lot since we started but I feel some others have forgotten what we have here. I say ‘whoa,’ don’t think about protoKIWI RIDER 47

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types, just stay with the core, the beauty of the class, which is that the bike we are racing comes from the dealer show room. The public can buy it, they can buy the accessories we have on the bike; basically they can make their bike look like our bike. I think that for us it keeps our feet firmly planted on the floor. We really know how much we have to do to sell the bikes, to give service to our customers and on the other hand for Honda, it is a very nice thing that they have a dealer with a racing squad behind it – I think we are actually the only team that has this – so if clients come they can have a look inside the showroom and then walk to the back and see our racing team. It is unique and it makes us what we are, which is people with their feet firmly on the ground.” Enquiries at Ten Kate Racing’s workshop have increased significantly over the last few years with privateer teams ordering specific race engines. The engineers working in the dedicated workshop in the north of Holland are continuously building engines for teams competing in national and international racing and for those who desire to ride the best machines on track days, or even road use. SHOWROOM TO RACE TRACK

KR TECH INSIDE WSB

For a motorcycle dealer, Ten Kate Honda presents as a very impressive racing operation. The Ten Kate men spend their budget wisely – you won’t ﬁnd any big hospitality suite attached to this Dutch team! Taiwanese TV and computer LCD screen manufacturer Hannspree is the major backer. It has just launched a laptop PC.

bikes of Riyuichi Kiyonari and Jonathan Rea while Carlos Checa uses an HRC swing-arm which looks like the standard item but it has different ﬂex characteristics.” The Superbike World Championship technical regulations mandate the use of the standard frame but allow a lot of modiﬁcation in terms of suspension. Thus the standard swing-arm may be replaced along with the suspension linkages and the rear suspension unit. The location of the rear suspension unit’s attachment point on the frame may all be altered. Although the Honda does not have a height adjustable swing-arm pivot, the Ten Kate team has come up with a solution that does not breach the rules but allows them to move the pivot point up or down.

The Hannspree Ten Kate Honda Superbike team CBR1000RR Fireblades are taken straight from the company’s Nieuwleusen showroom (literally), completely stripped and prepared for racing using ‘as many parts as you can replace so a lot of the standard stuff is left behind: we don’t race with the standard forks or swing-arm, for example.’

“We have created a system that even though the standard Fireblade does not have that adjustability (in the swing-arm pivot) we have made a system where we can change it. We do it on the inside.”

The fuel tank is also modiﬁed to hold 22 litres, up from the standard 17.7 litres.

Ten Kate Honda has also come up with steering head inserts that allow it to alter the angle of the steering axis (rake) and combines these with fork clamps with different off-sets to alter trail.

“The alloy swing-arm is the result of collaboration with the old crew of Kenny Roberts so we use KR swing-arms in the

This is a slightly more complicated solution but it achieves the desired result within the rules.

For years Ten Kate has had great success with the Dutch WP suspension and started 2009 with WP once again. “We have had factory support from WP. We employed one engineer with the team who was with us for six or seven years and we have our own dyno room for suspension as well. So development has been partly in-house and partly in the WP factory. And at the races we always had WP engineers with us. Everything we want to develop was possible with WP guys because they were only 45 minutes away from our workshop and being a Dutch company it made communication easier.” On that point, observers note that when the tightly knit Ten Kate team wants to have an in-depth discussion at the track, they revert to their native Dutch – which makes it very hard for anyone to eavesdrop on their conversations. However, following the re-organisation of WP, with the factory moving from Malden in the Netherlands to Munderﬁng in Austria with the loss of some of the Dutch workers, Ten Kate Honda reluctantly switched to the Swedish-made Ohlins suspension at the June 21 Misano round of the series (see separate story). In terms of braking, the Ten Kate team relies on the Japanese Nissin product, radiallymounted four piston calipers up front working

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with Nissin rotors although to be technically correct, the ‘Nissin’ discs are actually made by Yutaka. “With Nissin we have R & D support so there is always a Japanese engineer with us for both front and rear,” Ronald Ten Kate says. “We can change the rotor size depending on the track.” For the series’ ﬁrst round at Phillip Island the team used 320mm diameter rotors up front but for the Monza round, where the bikes are slowing from 300+ km/h down to 70 km/h quite rapidly, the team uses the biggest brake rotors available, 330mm diameter discs. For tracks that don’t put so much demand on braking performance, the Ten Kate team uses 310mm rotors. At the rear, a 220mm rotor is always used, with changes of pad friction material to suit individual rider’s preferences. RIDER PREFERENCES “Some riders like quite an aggressive rear brake feeling while other riders say they just want to have very hard pads so that it takes a lot of effort to make it work in case they touch the rear pedal unintentionally.” Once again, individual rider preference determines the choice of front brake pad material. Riyuichi Kiyonari and Carlos Checa use Nissin pads while Jonathan Rea opts for SBS. Ronald Ten Kate explains that Kiyonari and Checa prefer pads that give good feel but are not too aggressive while Rea ‘almost wants to be catapulted off the bike when he hits the brakes.’ With three Superbike riders in addition to Supersport men Andrew Pitt and Kenan Sofuoglu, understanding the needs of each individual is a major task, doubly so when you consider the riders are all of different nationalities: British, Spanish, Japanese, Australian and Turkish. “It is very important to start off with the base settings, especially with Jonathan (Rea), coming new to the class. So you offer him the base settings that we have found from our experience works, and then it’s a case of riding, riding, riding, not starting to make changes to the bike too early going by the ﬂavour of the day, but really see what are his highlights, what is the common problem and if after two tests it points us to a certain way, then that’s the time to start making changes. But for sure there is some variation between riders.” There is no doubt each rider prefers a certain chassis geometry, suspension and brake set-up and they get pretty much the same engine ‘hardware’ set-up, but the electronics can be subtly altered to suit each rider.

“With electronics nowadays we can adjust the characteristics to suit each rider. Some riders don’t mind a very harsh and abrupt feeling while other riders ask us to almost ‘kill’ the engine at low rpm. Then the settings for traction control vary a bit; wheelie control also varies a bit. Some riders don’t mind the wheelies while other he riders always want the front tyre on the track at all times.”

KR TECH INSIDE WSB

The Dutch team is managed by Ronald Ten Kate (seen below ﬁlling Esdaile in on the operation). It’s a big job with the Superbike riders and two Supersport men to look after. To Ten Kate’s bikes now and heading down the page we have…what are in effect a set of fairly standard left-handlebar racing controls these days incorporating electronic controls along with a knob to adjust front brake lever position via a cable and adjustable clutch lever. The Ten Kate Hondas retain cable operation for the clutch. We then have a shot of the countershaft and swingarm pivot area where Ten Kate has standardized on 16-tooth Sunstar gearbox sprockets and its own swing-arm pivot position to obtain the chain pull moment it prefers to control rear-end squat. That said Spaniard Carlos Checa prefers the HRC swing-arm (seen here). The other two Ten Kate Fireblades run swing-arms built by Kenny Roberts’ team.

The standard Fireblade 46mm diameter throttle bodies are retained but the ECU is replaced with a PI Research Pectal unit. While the swing-arm pivot position in relation to the gearbox output sprocket has an influence on wheelie control, Ronald Ten Kate says the biggest consideration is its effect during braking. TORQUE BACK “That (pivot height) can either give a feeling of ‘looseness’ or more connected under braking.” Then there is engine braking, which in a 1000cc four with fairly low crankshaft mass is quite considerable. That is why all the manufacturers offer some form of back torque slipper clutch. These actually slip when the rear wheel is driving the engine, which is what happens when the throttle is closed abruptly at high speed. Add rapid downshifts to this and without a back-torque clutch the rear wheel will start to hop and lock-up as it tries to accelerate the engine. The Ten Kate team replaces the Honda clutch with an STM slipper clutch, but the standard cable operation is retained. In addition to the mechanical engine braking control, the Hannspree Ten Kate Honda team has electronic assistance to help control engine braking, but Ronald Ten Kate was non-committal about the solution his team uses. “In the Superbike paddock you will find two or three solutions of how to get the feeling to take away engine braking a bit. There’s two or three solutions to it but like all the others, we keep that to ourselves. You use the mechanical aspects in the clutch to take away the most of it and fine tune it with the electronics.” Unlike most of the teams involved in the World Superbike Championship, the Hannspree Ten Kate team does a lot of its own development, rather than relying on the factories to provide the parts which are then bolted on. The exception is the engine in Kiyonari’s Fireblade, which is supplied by Honda Racing Corporation. UNIQUE POSITION “We use pistons (Pistal) and titanium connecting rods (Akira) of our own design. We do all the cylinder head work ourselves and KIWI RIDER 51

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KR TECH INSIDE WSB

the exhaust systems we developed together with Arrow. We believe the beauty in racing is still taking the engines apart, analyzing the parts and working on how to improve from there. Luckily for us we are in a position where Honda allows us to do that. They provide us with HRC and development parts but then basically give us almost a free hand to use the parts or modify them as we want.” This is highly unusual for a Honda supported team, most of whom get complete engines supplied by HRC that they are forbidden from touching. It speaks volumes of the regard in which the Ten Kate operation is held by key personnel inside Honda that they can work the way they do. This was not the result of Ten Kate winning seven Supersport World Championships and the 2007 Superbike World Championship either – Ten Kate was working this way with Honda more than five years ago. “We have been racing with titanium connecting rods for five years now but it was only last year that HRC had titanium rods available so we are only now in a position where we can test them back-to-back to see whether we should switch over to the HRC rods.” Connecting rod length has an influence on an engine’s power characteristics and Ronald Ten Kate admits they have tried a number of different solutions, depending on what engine characteristics they want. “Once we have chosen a connecting rod design for the season, as a result of winter tests, we don’t change it.” In the transmission, the team has a few options for internal gearbox ratios, with the gears all supplied direct from Japan. There are three choices of ratio for each of the six gears but in some cases, there may be four or five choices, depending on the gear. “But to be honest, with big engines and the big power they are making, the internal gear ratio choice is not so critical. It’s not like the 125 GP class where one kilometre an hour is worth chasing. On top of that, getting the gearbox out of the new engine is more time consuming. It involves splitting the crankcases and we are not big fans of splitting engines at the track. With the old FireBlade engine we could do that quite easily because it was a cassette type,” Ronald Ten Kate explains. The primary drive gear ratio is the same as the showroom Fireblade but of course there is quite a range of final drive sprockets available. The size of the gearbox sprocket and its position in relation to the swing-arm pivot has a marked effect on a machine’s handling so for this reason the Ten Kate team has standardised on a 16-tooth Sunstar gearbox output sprocket and varies final drive ratios with a variety of Sunstar rear sprockets.

Ten Kate presides over a mixed bunch of riders and engineers, somehow managing to coordinate the disparate requirements of his Dutch mechanics and Japanese, Spanish, Turkish, English and Australian riders.

seven-spoke PVM wheels, a 3.5 x 16.5-inch at the front and a 6.25 x 16.5 at the rear. Although the team’s Hondas have been competitive this year, it wasn’t until the eighth of 14 rounds of the 2009 championship that it scored a race win when newcomer to the Superbike ranks Jonathan Rea stood atop the podium after the second race at Misano. Rea had been in the lead group right from the season’s opening round at Phillip Island when he was top qualiﬁer in timed practice.

He made it through the new Superpole system to be third on the grid and scored 5-9 placings in the two races. Since then he has been in the leading group on occasion, as has Carlos Checa, but it wasn’t until the switch to Öhlins suspension that he broke through for the ﬁrst race win. Even for a team with plenty of experience in Superbike World Championship racing, the 2009 season is tough. Still, Ten Kate Honda is doing pretty darn well for a local dealer going racing. After all, only the factory Ducati and Yamaha teams are ahead of it.

SUSPENSION UPDATE Following suspension tests during the June 19-21 SWC round at Misano in Italy, the Hannspree Ten Kate Honda team decided to make the switch to Öhlins suspension provided by the Andreani Group. That development followed technical advances such as electronics and engine power introduced in the team’s Honda CBR1000RR Superbikes and CBR600RR Supersport machines. The decision resulted in the termination of a long and very successful racing collaboration with the team’s suspension partner, WP. “This has been an extremely difﬁcult decision because WP has been our partner in racing since we started. Together, we have won seven World Supersport and one World Superbike championship titles,” Hannspree Ten

Kate Honda team manager, Ronald ten Kate, commented. “I would like to thank everyone in the racing department at WP,” he added. “The guys there have worked extremely hard for us through the years and we have a very high regard for their technical knowledge and skill.” “Unfortunately, recent organisational changes within WP have restricted the really precise development that we have needed. We would like to thank the WP race department for everything they have done for us and we wish them all the very best for the future.” WP is owned by Austrian motorcycle manufacturer KTM, which bought the company in 1999. It retained its Dutch base, but now the WP factory has been moved to Austria. KR

The Ten Kate Honda Superbikes roll on KIWI RIDER 53

FIRST PERSON RODNEY O’CONNOR

Road race fans will remember the name Rodney O’Connor from the mid-90s. But that’s over 10 years ago now. On hearing that the former Taranaki rider was now working in bike development for KTM we decided to track him down and ﬁnd out what he’s been up to since those glory days racing Ducati’s Supermono.

RODNEY O’CONNOR W

hen your father is former New Zealand Ducati, and long time motorcycle accessory importer Don O’Connor, you’re going to have something to do with bikes. So it should come as no surprise that son Rodney raced Junior MX with the likes of fellow Taranaki tearaway Shayne King before making the move to tar with the New Zealand Ducati road race team in 1992. There his skill was nurtured by the late, great Robert Holden, until he won the New Zealand F3 title in 1995 before heading ﬁrst to Australia then to the US where he competed in the Sound of Singles class and Historic races at Daytona in 1998. While all this was going on he was leading a parallel life, ﬁrst at the Western Institute of Technology in Taranaki then at the University of Auckland from where he graduated in 1996 with a Bachelor of Engineering (Mechanical) degree. That led to work in industry here before a move to the UK where he landed a job as a Design Engineer – Chassis with Triumph Motorcycles. He worked there from 2001 to 2003 before returning home in 2003 and on to Dubai in 2007 and then to Austria for a job with KTM in 2008. That’s where we found him, enjoying both his new job as a Test Rider – Street for KTM Sportmotorcycles AG and life in general with wife Jessie. So, what is it like to work as a test

KTM’S KIWI CONNECTION INTERVIEW: KR & Rodney O’Connor PICS: KTM (unless otherwise stated) Rodney O’Connor (right) with one of his fellow KTM engineers.

rider and is it the dream job we all imagine it to be? Read on to ﬁnd out more. KR: So Rodney, can you start with the basics about yourself? Name, age, etc. RO’C: Right. I’m now 35, I’ve been happily married for 10 years and I live in Austria (it’s in Europe – there are lots of mountains and lakes). KR: OK, cool. Better explain what exactly you are doing there. RO’C: My ofﬁcial title is Test Rider

– Street, but I pretty much oversee all of the testing for the KTM range of street bikes. In a nut shell, that involves writing and maintaining test speciﬁcations, planning test schedules for design projects, testing and report writing. KR: Right, so it’s not all long rides in the Alps and exclusive days at test tracks then? RO’C: No, actual riding is only about 50% of the job. The rest is more of a management type role. I’m pretty KIWI RIDER 55

FIRST PERSON RODNEY O’CONNOR much the only person at KTM who is dedicated to testing full time, so I have to manage a lot of the testing plans for the different development projects. KR: Gee, that sounds like a lot of responsibility for KTM to give to some ex-racer from New Zealand. Is it normal for a manufacturer to put this much trust into one person? RO’C: Yeah, it’s kind of a new thing. Traditionally KTM has run all of the testing independently within each of the development teams. This worked fine when KTM was smaller. However the company has grown quite a bit in the last few years, and they realised that in order to be more efficient there needed to be a core team that used standard procedures and test methods. It’s not a team yet, but that’s the ultimate goal that we’re working towards. KR: And how did you get this job? See it advertised on the internet I suppose! RO’C: This role really requires someone who is an engineer as well as a good rider. Someone at KTM had heard that I’d worked as an engineer at Triumph and also knew my racing background, so they tracked me down and gave me a call. One thing led to another and here I am. KR: OK, so what’s the development process at KTM? Where does a test rider fit in? RO’C: Most of the testing I do is for chassis development, with the primary 56 KIWI RIDER

concern being safety. Basically there are three different stages in a design project. At ﬁrst there is a concept stage with what’s known in the industry as a ‘mule’ bike. This bike is a prototype that has most of the major components in the right place. i.e. frame and engine layout in the right position, basic geometry, ergonomics, etc. However, almost everything is adjustable so we can change steering angle, fork offset, ride height, etc. to get the bike working correctly. Next is the development bike which has mostly prototype components, but pretty much as they will be in production. This is where we do most of the set-up work for suspension and tyre choice, and see how the components work and last. Finally we have a sign-off bike which is made up from actual off-tool production components. This is when we make ﬁnal sign-off tests to make sure the bike is actually as we planned, and carry out homologation checks, etc. KR: So what sort of tests does a test rider do? RO’C: There are lots of different types of tests from brakes to suspension to stability, ergonomics, handling and so on. Mostly the tests involve riding the bike and seeing how it performs for whatever it is we are testing. We use some pretty sophisticated data recording equipment to record all sorts of data including wheel speeds,

brake pressure, suspension travel, etc. We use this data as well as personal judgement to gauge what’s going on with the bike. KR: Can you give us an example? RO’C: Ummmm. OK. High speed stability is one of the more common tests we do. One of the fundamental problems with motorcycles is that they suffer from ‘weave and wobble,’ (tankslappers in laymen’s terms). It’s a very ﬁne balance of geometry and weight distribution and every motorcycle suffers this problem. The key is getting the balance right so that it happens at speeds higher than the motorcycle is capable of. Usually the worst case is with a worn rear tyre and an overloaded top-box, (as a side note, that’s why there are weight limits on luggage – not so that it doesn’t break, but so that the bike doesn’t throw you off like a rodeo bull when you pull out to overtake). To test this we ride the bike up to top speed and try to induce instability by shaking the bars or the footrests or whatever. KR: Sounds like you earn your money then. That sounds pretty scary. RO’C: It can be, but normally you can tell if the bike is going to get to the point of throwing you off before it does. This is where riding experience is invaluable. Most people never experience this and have no idea how

KR: So how fast do you go? RO’C: It depends on the bike. Most superbikes will do over 280km/h and we test right up to maximum speed, but anything over 200km/h is generally considered high speed. It’s pretty hard work holding on to any unfaired bike at over 200km/h, but if the bike can do it, then we have to as well. KR: Right, so, what do you do to fix things if the bike isn’t handling right? RO’C: We make changes. We use the data we’ve recorded combined with experience and technical knowledge to make educated guesses on how to fi x the problem. Then we’ll make a change and see if we got it right. KR: That sounds too easy; don’t you have to do lots of calculations and technical type stuff? You must have some difficult problems sometimes. RO’C: Normally we get it right very quickly, but there are always exceptions. Sure there are calculations and theory, but if there’s one thing

I’ve learned it’s that all the theory in the world doesn’t account for what a motorcycle might do. We’ve had situations where steepening the steering angle has improved stability, and reducing fork offset has made for quicker handling. There are so many factors involved that it’s impossible to predict without riding the bike. In the end, you just have to keep trying until it’s right.

racing and almost immediately started winning races. After a couple of seasons on this bike Dad ﬁgured I had some potential,, so I stepped into the race team seriously with the Ducati Supermono. I spent the next six years achieving pretty good results in New Zealand, and even n did a couple of international races. s.

KR: Ok, so you mentioned that this position requires someone who is an engineer as well as a good rider. For those readers who don’t already know better tell us about your background and how you came to be this person?

RO’C: Oh yeah. Being around bikes and Dad’s workshop my whole life I was always interested in making bike parts and working on bikes to make them better. I never found school very interesting as a kid, so left at the end of sixth form. Mum and Dad insisted I got a better education than that, so I enrolled for a New Zealand Certiﬁcate in Engineering at the local polytechnic. I did really well at polytech, so decided to go on and get a degree. I graduated from Auckland University with a Bachelor degree in Mechanical Engineering in 1997.

RO’C: Yeah sure. I was born into a motorcycling family. My father, Don O’Connor owned a Suzuki dealership in New Plymouth when I was born, and went on to start and run Eurobike Wholesale importing bikes and accessories. I got my ﬁrst motorbike for my ﬁfth birthday and started racing motocross at the age of 12. I did OK at club level junior motocross, but never anything special. Then when I was 17 my Dad and I had the opportunity to buy a crashed Ducati 750 F1. The bike was pretty badly damaged, but we took it on as a project and rebuilt it in Dad’s basement as a race bike. I started road

FIRST PERSON RODNEY O’CONNOR

to deal with it. Even if they know what to do in theory, most people will do the wrong thing in a panic situation. We do it on purpose in a safe, controlled environment so that other people don’t have to.

KR: And the engineering side?

FACING PAGE: Yep, that’s Kiwi Rodney O’Connor ‘at work’ on a KTM RC8…. BELOW: Now that he is living and working in Austria Rodney and wife Jessie make the most of the opportunities to explore the nearby Alps in the weekends.

KIWI RIDER 57

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KR: And since university? I guess it hasn’t been all bikes for you?

known for their dirt bike range; do you get to ride those as well?

RO’C: No, in my professional career I’ve had a lot of different jobs in many different industries. Mostly I’ve worked as a design engineer using 3D CAD software, but I’ve also had project management roles. These qualiﬁcations and experience combined with my motorcycling background make me a perfect candidate for a Test Rider job at KR!

RO’C: Actually, the closest I get to off road riding as part of the job is on road testing of the Supermoto range, but I have had the occasional play in the mud in my spare time. I have to say that Supermoto is just about the most fun I’ve ever had on wheels. It’s relatively affordable and a lot easier than it looks. It’s also relatively safe because of the lower speeds. I also really like the new Husaberg enduro range – the new engine layout works a treat, keep an eye on that one.

KR: Yeah, good on ‘ya mate! You’re going to have to do better than that. Like….. So what’s the scoop on the new KTM models? Can you tell us about anything to keep an eye out for? RO’C: Obviously, for commercial reasons I can’t really talk too much about what’s coming up. I can say that I really like the new RC8R. It’s a really fun and easy bike to ride and it’s seriously fast. Also, the new SMT is a great road bike. The KTM engine gives great power delivery and the bikes are comfortable and really fun to ride. I’m really happy to be working for a company with such a cool attitude towards bikes. KR: What about off-road? KTM are well

KR: better wrap this up I suppose Rodney though it’s all absolutely fascinating stuff and great getting it ‘from the horse’s mouth’ so to speak. So last question. With all that riding, and being around bikes so much as a job, what do you do with your spare time? RO’C: Oh, you know the usual stuff. I like hanging out with my wife mostly. We go hiking and mountain biking and try to travel as much as we can. When I’ve got time to myself I’ll get out on my BMX and go looking for jumps. I’m just a big kid really.

THEN THERE’S JENN… Rodney’s not the only member of the O’Connor family out there making a name on the other side of the world. Younger sister Jenn (33) is a Pro Mountain Bike racer currently living in England, where she and her partner Andrew Patterson run the Altura Patterson Training Bicycle Racing Team, based in Macclesﬁeld, near Manchester. Since leaving New Zealand Jenn has racked up no less than ﬁve women’s solo 24 hour mountain biking titles around the world, and returned home in 2007 to take the New Zealand national championship title for the mountain bike marathon (100km). She’s also placed in the top three in the UK’s XC mountain biking elite national series consistently for the past six years. As this issue of KR is in production Jenn was in training for the Intermontane Challenge in Canada to be followed shortly with wearing the silver fern in the UCI mountain bike marathon world championship in Graz, Austria.

to New Zealand for the summer and will probably be ripping up some trails near you very soon – keep out of her way. Anyone interested in following Jenn’s racing can keep an eye her blog spot at http://tracksidenews.blogspot. com/. KR Meanwhile in the UK Jenn O’Connor is a pro Mountain Bike racer who specialises in ultra endurance events. Pic courtesy Rob Crayton Photography.

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After that she is planning on returning KIWI RIDER 59

N103 N-COM

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ENOKR027

PRODUCT EVALUATION MICHELIN TYRES

If you want to talk about having confidence in the product you’re promoting you only need a word or two with Steven Croad, the man responsible for launching Michelin’s new top-end Track Day-spec tyre, the Power One, on the local market. Not only did Croad roll out a slick promotional press kit for local moto-noters he also put his own bike – a newly-acquired ex-race GSX-R600 K8 – on the line so that riders like Ollie and I could experience firsthand the benefits Michelin summarized in the aforementioned kit. SOMETHING FOR EVERY…RIDER To whit, the Power One is Michelin’s latest state-of-the-art sports tyre with three different versions – grooved, slick and full wet

WORDS: Ross MacKay PICS: Geoff Osborne

TO THE POWER OF ONE – available in a myriad of versions, sizes, and compounds to cover the spectrum of road and track demands. Narrowing the range down to something your average everyday Track Day rider would understand we have two distinct ranges, the (main) grooved one made up of 20 different models in eight sizes utilizing nine different rubber compounds, and the ‘race’ one developed exclusively for track use in a combination of full slick and full wet tyres in seven different versions, two sizes and 11 rubber compounds. Which sounds like a hell of a lot with the potential to create ‘glazed eyeball syndrome,’ so as well as developing the new tyre Michelin, has created a dedicated website – www.michelinpowerone.com – so that you can read all about the tyre, then narrow the choices down to suit your speciﬁc needs. Simply put the website is stunning, helping you narrow your choices down by type of bike, type of riding, type of circuit, temperature etc. Once that’s done not only does it recommend a particular size of (Power One) tyre, it also recommends the compound choice (circuit/road, A, B or V) AND the recommended tyre pressures! KEY FEATURES Sufﬁce to say the key features of the grooved tyre you or I are most likely to buy for our YZF-R/GSX-R/ZX-R/Ducati/Aprilia etc etc are; •

improved all-round performance in the wet or dry

•

faster warmup

•

and a wider temperature/performance operating envelope

For a ‘grooved’ tyre, the Power One certainly doesn’t have many, er grooves, but that’s OK because it was Michelin that originally developed full slick racing tyres way back in 1973 and the theory is that the more rubber on the road (95% in the case of a Power One) the greater the contact patch and therefore the grip.

ent parameters coming into play, but the prognosis both from relative newcomer (to track work) Ollie and myself was very positive and we look forward to further acquaintance with a set of tyres on our own Track Day bike in the not too distant future. KR

So far so good. But what about performance (without tyre warmers) straight off the trailer? Faster warmup was one of the goals (Michelin sums it up in the press blurb as ‘getting the knee down, even in the first turn’) of the Power One development team so supplementing the company’s ‘Near Slick Technology’ (NST) is the use of some 100% synthetic ingredients developed for the company’s MotoGP effort. These ingredients (Michelin calls them ‘Michelin Racing Synthetic Elastomers or MRSE) replace natural rubber in the compound mix and are combined with the company’s Hi-Tech Synthetic Compound (HTSC) resins to promote instant heat build-up for optimal grip straight away. PROOF OF THE PUDDING On a mild winter’s day at Pukekohe the key features of the new tyres as fitted to Steven’s bike presented themselves as sharp, incisive turn-in, smooth easy roll-down-into and up-out-of both high and low-speed corners plus a confidence-inspired combination of strength and compliance in the sidewall. Tyre testing, of course, is an incredibly subjective thing with all sorts of differ-

Sharp, incisive turn-in, excellent highspeed stability and an amazing lack of roll-down inertia characterized Michelin’s new Power Ones at our Pukekohe test.

KIWI RIDER 61

PRODUCT EVALUATION AIROH HELMET

WO WORDS: Ross MacKay PIC: PI Osborne The arrival on the local market T of the Airoh brand of helmets, courtesy importer Forbes and Davies, has signaled something D of a shakeup in the lid stakes here o at KR.

First up Pro MXing Dirt tester Ollie was offered one of the Olli ultralight Stelt models to add to his wardrobe, then I was offered a new Force Vision road helmet. Over the years I’ve tried all sorts of helmets but settled into swapping between a Shoei X-Spirit and the predecessor to Arai’s Viper. Both current lids are due for replacing, something which the arrival of the new Airoh brought into sharp focus. Airoh is the brand that ﬁrst came to notice here when our own Ben Townley was signed for his MX2 World Championship-winning year, so we know a bit about the brand and the people behind it. Sufﬁce to say it is a premium brand with premium products with the Force Vision enjoying an ECE2205 safety rating and retailing here for $559.

62 KIWI RIDER

AIROH FORCE VISION Fit and ﬁnish is snug and comfy and there are plenty of ventilation choices not to mention trick little accessories like the clip-in chin curtain, breath guard etc. Perhaps the biggest bonus however is the integrated sun-shield which folds up or down at the click of a rocker switch on the left hand side of the base. I’ve always been a bit dubious of these but as I’ve found the idea works, and works well. Another new and different feature I’ve come to quite like is the ‘Microtech retention system’ chin-clasp. Like most motorcycle riders using an old-skool twin D-ring system has become second nature, but you can’t fault the new one with its simple grooved tongue and click-in/click-out clasp. Fogging has been an issue over the least few (very cold) weeks but I see Airoh offers what they call a ‘Foggy Stop’ kit so I’ll be ordering one of those to help supplement the standard antifog treatment of the 2.2mm thick visor. I’ll be swapping back and forth from

Shoei to Arai to Airoh over the next year and will report back on any further ﬁndings at a later date. KR Airoh’s new Force Vision helmet helping to keep the rain off the Ed’s bonce

WORDS & PICS: Alan Duff At last a high end super-range BT (Bluetooth wireless) hands-free communication system for motorcyclists and/or skiers. One that I’ve tried and found works, and works really well. The BT Multi-Interphone kit can pair ‘rider to rider’ or ‘rider to pillion,’ and can also be used with any Bluetooth-enabled mobile phone, MP3 or GPS. The system, imported and distributed by P.H.S. Ltd, offers a 500 metre range at speeds of up to 120km/h

I used it on the bike and found that not only was it easy to install with velcro into the helmets (XL & S) it also worked well in all the terrible weather we experienced on a four-hour ride north of Auckland. Believe me we experienced all four seasons in four hours but because the comms system is afully weather protected system it carried on working regardless, in fact according to the distributors it will last up to seven hours of talk time before you need to use the mini USB charging lead which comes in addition to a mains powered one.

EASY PEASY

The Bluetooth Multi-Interface Kit roving KR and BM ad man Alan Duff ﬁtted and liked . . . in the box and spread out so you can see what it’s all about!

So, to sum up, this system offers safe riding while talking to your pillion or a friend riding nearby while being nice and compact and perhaps most importantly, glovefriendly. Other beneﬁts are auto receiving of cell phone calls and the ability to play stereo music from your mobile phone.

I found it easy to use and my pillion and I could talk to each other at road legal speeds with no problem. Even when our speed crept up a bit we stilll found the communication acceptable thanks to the wind and speed noisecompensating microphone and the slim ﬁtting speakers.

PRODUCT EVALUATION HANDS-FREE COMMS

BLUETOOTH MULTI INTERPHONE KIT

It does take a few minutes initially to make sure you position the speakers directly over your ears correctly but once they’re in the right place you’re cooking with gas, so to speak!

Five stars I say! Bluetooth Multi-Interphone Kits for motorcycles are available from P.H.S Ltd for an RRP of $499. For more info crank up your computer and log on to www.amalgamate2000.com/sales/. And if you buy one, tell ‘em you read about it ﬁrst in KR! KR

Live the two wheel revolution. Slix by Draggin Jeans.

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KIWI RIDER 63

Many thousands turned out to see the Kiwi and International riders battle it out on the toughest course in the country at the time, with a crowd of over 10,000 at the ﬁrst event. The cream of New Zealand off-road talent were there through the years including locals Ivan Boorer, Wayne Johnston (Rickman Metisse) and Ian Frew (Triumph Metisse) plus David Burns (DOT & Greeves) Ken Cleghorn (AJS Cheney), Ivan Miller (CZ), Robert Happer (Wasp), Allan Collison (DOT), Gordon Holland (CZ), Des Boyce (CZ), Kerry Miles (Montesa), Morley Sherriffs (BSA & Metisse), Colin Shultz (Triumph Metisse), Hugh Anderson (Husqvarna), Alistair Sabiston (Triumph), Ken Kilgour (Matchless Metisse), Neil Currie (Greeves), Paul Docke (CZ), Graham Terry (BSA & Greeves), Bill Veitch (BSA), Glen Wroblenski (AJS/ Greeves) and Graham Stapleton (Greeves and CZ).

HERITAGE STH CANTY 100YRS

he South Canterbury Motorcycle Club Inc held its ﬁrst Gold Leaf International Motocross round on November 24th 1964 at Lyalldale, Timaru.

WORDS: Robert Cochrane PICS: SCMCC

Shell Riders in 1965 from left; David Burns (Ch-Ch), George Hauger (West Germany), Tim Gibbes (Australia), Ken Cleghorn (Palmerston North) and Max Morf (Switzerland).

PLENTY TO CELEBRATE IN SOUTH CANTERBURY IV GOLD LEAF & ROTHMANS SERIES The Gold Leaf International Series & Rothmans Series ran from 1963/64 to 1970 and included many international stars like Arthur Harris (UK, Triumph), Tim Gibbes (Australia, AJS), Ronnie Moore (World Speedway Champion, Greeves), Paul Hunt (USA, Metisse), Max Morf (Switzerland, CZ), Max Hauger (Germany, Waheba), Frank Underwood (GB), John Lewis (Wales) Gunnar Lindstrom (Sweden), Bert Lundin (Sweden, Lito), John Lewis (GB, BSA), J.N Roberts (USA), Keith Hickman & John Burton (GB), Freddie Postmann (Austria), Randy Owen & Gordon Adsett (GB), Laurie Alderton & Jim Dowsett (Australia) and ﬁnally in 1970 Dave Bickers (GB, CZ) and Jeff Smith (GB, BSA). After that it was a change of generations and machines; gone were the British 4-strokes and European 2-strokes of the 60s, and onwards went the rise of the Japanese 2-stokes. Neither was ultimately better, just

As the countdown to Labour Weekend’s celebration of the centenary of the South Canterbury Motorcycle Club reaches its peak Robert Cochrane reﬂects on the early days of international motocross in New Zealand. different machines for different eras and the Pall Mall Series events. And so with the wave of light, powerful 2-strokes came longer travel suspension and the development of more rugged tracks and jumps, and ultimately the growth of stadium motocross (or supercross as it became known). TIM & KEN Not many people know this but long before international motocross came to America under the AMA Trans-Am series in 1970, motocross was a booming motorsport in New Zealand as early as 1962 thanks to the vision of Tim Gibbes and Ken Cleghorn in launching the ﬁrst

Woodville International Motocross. With the support of the Manawatu Orion Motorcycle Club plus their friends in the South Canterbury Motorcycle Club and a few other ACU clubs the ﬁrst National Gold Leaf Series kicked off in late 1963. In fact the Rothmans Series was an Australasian series for a couple of those seasons from 1967/68 having four rounds starting out in Western Australia and even taking in Tasmania one year, plus either NSW, South Australia or Victoria as the fourth round, before crossing the Tasman for the New Zealand summer series that always started at Woodville in November/early December. KIWI RIDER 65

HERITAGE STH CANTY 100YRS MOTOCROSS ENTERPRISES The International Series events were run by a holding company, Motocross Enterprises, fronted by Tim Gibbes, started with 1000 pounds from the Manawatu Orion Club, with other clubs and individuals purchasing one pound debentures to make up 1500 pounds. With that, 500 quid each was given to the first overseas riders Max Morf, Arthur Harris and Max Hauger. As Tim Gibbes recalls; ‘We had to run a second Woodville event at the end of the first series to raise their airfares home as we didn’t have enough money left, but we didn’t tell the riders that of course. It was hard work running a bike shop, promoting and running the events, and riding as well, more especially when I developed the Australian rounds. I had great support from my South Island organiser Ray Johnston and had great times through those years.’ Throughout the years various clubs ran rounds of the series at Christchurch, Blenheim, Nelson, Wellington, New Plymouth, Masterton, plus Woodville always had two rounds of the usual seven round NZ Series running from Nov/early Dec till the end of January. The Lyalldale circuit in Timaru was the feature event with the largest crowds in the South Island. FULL CIRCLE Then, at the South Canterbury Motorcycle Club’s 75th Jubilee in 1984 life member Ray Johnstone and a small committee organised New Zealand’s first classic scramble/motocross and had a great turn out of veterans and old machines. Many of those former riders still with us today are travelling from around NZ and Australia to celebrate once again their common love of old dirt bikes and the happy memories. Events over Labour Weekend Centenary weekend include both modern and historic road racing, trials, gravel hill climb, motocross and miniature TT, rally and mystery trial, plus socials and a dinner. More details on www.kiwirider. co.nz and at www.100yearsouthcanterbury.co.nz with entry and registration forms available on this site. KR 66 KIWI RIDER

LEFT: (from left) #1 Frank Underwood (GB), #3 Paul Hunt (USA – Metisse) and #41 Kiwi novice at the time Paul Docke (Greeves) at Timaru 1965/66. We then have (below) individual shots of Paul Hunt (USA - Triumph Rickman Metisse), Tim Gibbes (at this stage representing Australia – AJS), and Swiss MX champion Max Morf on his CZ.

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INFERNO00165

s of r a e Y 0 Celebrating 10outh Canterbury Motorcycling in S

RIDING & RESPONSIBILITY If possible I would like something written in your magazine about our happenings this weekend to warn and teach others of unacceptable behaviour (bike etiquette). We have two sons Damon aged seven and Vaughn aged five, who do motocross each month, but we find the trail rides throughout the South Island are much better for learning and confidence as they can ride non-stop all day. We have been following certain trail rides for quite a few years now – even before kids and absolutely love them. They are always extremely well organised and I bet underappreciated at times. They cater for learners, intermediate and advanced riders, children, mums, dads and whole families. The only unfortunate thing that we as a young family always come across is more advanced riders on the junior tracks not respecting the young ones’ space; they roost them and never slow down when near them, leaving them scared to stay on the track sometimes. Us as parents always get told to tell these guys/girls to slow down. No problem with this but we spend more time doing

BULLER GORGE Dear KR, My name is Martin Collins and I, along with Brent Russell, was involved in the Buller Gorge crash. You point out in your editorial in the July issue of Kiwi Rider magazine that you ‘can’t help but feel sorry for Bridgeman’, and that you hope it’s the police stumping up the $60k reparations due, in essence, to the police quota system somehow exerting some inﬂuence on his decision to attempt to turn where and when he did. This whole case has been about individual road user responsibility. In this case, Bridgeman, as it was him who was charged with ‘Dangerous driving causing injury x 2.’ He tried to mitigate his case primarily on two counts: a.

We were speeding.

b. He was only obeying orders. The speeding defence was a nonsense on two counts. Firstly the Serious Crash Unit proved that we were NOT speeding. Secondly our

As an example my five-year-old (Vaughn) got knocked completely off his Suzuki 50 quad this weekend at Santof. I was told he was hit by another kid on a green bike with either red or orange flamed helmet which he broke the peak off when they fell off after hitting Vaughn. I was told this kid was going really fast and hit Vaughn so fast his front wheel of his bike went up onto his back sending Vaughn’s bike and himself in a somersault. I am annoyed this kid was not told by his parents to slow down on the junior track. I am annoyed that Vaughn’s bike is so badly damaged it is not worth repairing (write off). But what I am absolutely ropeable about is, this kid got back onto his bike and didn’t even check to see if Vaughn was OK. This is totally unacceptable!! His bike was hit so hard all plastics on both sides were broken, axle was bent and the whole frame was twisted beyond repair and the back wheel had two large dents in the rim. Lucky for Vaughn, even though he doesn’t think so. He came out of this only with a large bruise and graze up his back where the wheel went. So if you know this kid please have a talk to him and explain the importance speed was totally irrelevant anyway as he, or anyone else, would have been charged with Dangerous Driving attempting the same manoeuvre, crash or no crash. Obeying orders does not allow anyone to break the law. We all, collectively and individually, have a responsibility to ourselves and each other to be safe on our roads, more so if that person is a police officer charged with serving, protecting, enforcing and setting the example. As this was about the actions of Bridgeman and no one else, Brent and I believe that the charge was appropriate and the sentence more so. Your allegation that the Quota System is somehow relevant is misleading and a separate issue altogether. When the Judge summed this case up at sentencing he hit the nail squarely on the head when he said to Bridgeman; “I went to the crash site with the Jury and was shocked by your gross error of judgement in your decision to turn at this location. You have the mistaken belief that you are not responsible for

of going slow near the young ones es and if he/she does knock someone ne off their bike, at least have the common courtesy to check to see if they are OK. I expect this won’t be Vaughn’s last knock off, it is part of riding, but I do expect him to be cared for.

LETTERS TO THE EDITORW

Dear KR,

that than with our own children. It is a losing battle.

Vaughn now has to sit on the side line and watch his big brother er ride his bike at motocross and future trail rides until we can save up and buy him a new one. Sue McCallum Sorry to hear about the accident (let’s not call it Vaughn’s accident because he didn’t cause it) Sue and we’re happy to publish your letter to help air the issue. Parents – of learner and experienced riders alike – could well use it as a wake-up call to remind themselves to talk to their children about the responsibilities that go with being given the opportunity to ride a bike or quad. Ed BOOK REVIEWS Dear KR, The latest book review on ‘The Essential Guide to Dual Sport Motorcycling’ made me want to buy the book again. I say again because another local

what happened and in sentencing you, I will have to disabuse you of that notion.” He and he alone made an appalling decision. He has been made accountable and given some consequences. It has been 20 painful and stressful months for Brent, myself and our families since he almost killed us – and still no apology. ‘Who’s the bad guy here?’....Hmm, let me guess! Marty Collins. Thanks for your thoughts on this Marty. Not sure I agree that my editorial comments on the Quota System are misleading and a separate issue though. But I take your point in relation to your speciﬁc case as I’m sure will most KR readers. I’m sure you’re well over it and just want to get on with your life but Autocar Editor Paul Owen’s editorial in the latest issue of that magazine should make interesting reading for anyone else who thinks, like I do, that it’s high time for a review of the police procedure in regard to Quotas, Pursuits etc etc. RM

KIWI RIDER 69

LETTERS TO THE EDITOR

m magazine did a review of that same book two months ago. At that time I rang Techbooks to check if they had it in stock. The answer was no, they received their last copy on May 3 and sold it on the 10th. I was then advised that there was a three to four week delay before new stock would be available. w

I do hope that not too many of your readers will be upset by the delay as it sounds like a good read. I’ve had a copy on order at my local Whitcoulls since April. It would be nice to know when you read these reviews that there are plenty of copies available Dave Papesch. Sorry about the mix-up Dave. As I’m sure you can imagine book wholesalers (who we get review copies from) and retailers try to keep their inventories as lean as possible and in this case you got caught out. That said, we’ve passed your comments back to both Techbooks and Whitcoulls. Ed RETRO RESPONSE Dear KR, Re your article on the two retro bikes in the May issue of the mag. I like the look of some of the retros but two things put me off: 1. They’re expensive – you can buy a much more up to date bike for the same money. 2. They often are packaged with low cost parts (brakes, suspension). I think a modern bike is such an excellent ride that it is hard to take a step back for the same or more money to get the retro look. Here’s a couple I saw at the last car show I was at. Alex Cheers for the pics Alex…..looks like you get around though I’m not sure you can call the models you photographed ‘retros.’ They look like they’re in their mid-20s to me!!!!! Seriously. Points taken but while I’ve got plenty

70 KIWI RIDER

of sportsbike riding years left in me there’s just something about riding away on something like a new Triumph Bonnie or Moto Guzzi V7. Also you wouldn’t believe how hard we tried with Triumph to get our ‘own’ Scrambler to fettle. Our idea was to upgrade the fork internals and shocks, cut up and weld a special alloy bash plate and ﬁt up some nice risers and fat-skinny aluminium MX bars. Swap the standard tyres for some Karoos and man you’d have a cool ‘back roads’ bike built in the manner of those great all-round parallel twins of the ‘50s and ‘60s. Problem was Triumph couldn’t quite stretch to two bikes (the other one being the one we gave away!) Ed PERFORMANCE FIGURES Dear KR, Just a quick note about your bike tests; I can’t understand why you don’t list the performance/power output/top speed/0-100 times in the breakdown at the end of the article. Especially when you are comparing two bikes together, this information would be the ﬁrst thing that I look for. In the bike test of the R1 in May edition the output is listed in the write-up, but the article on the Hyosung GT650 it is not mentioned anywhere. Is there any good reason for this? I just think this simple to gather information would encourage me to buy more of your magazines if it was included. Geoff Bussell Good point Geoff and one, believe it or not, we’ve wrestled with since I’ve been involved in the mag. The simple fact of the matter is that unless we do it ourselves (i.e.

dyno every bike we get) it’s not going to happen because not every manufacturer and/or distributor provides us with – for instance – peak power and torque ﬁgures. That said our new Sales & Marketing manager Ian Ferguson has been agitating for us to ‘get into the 21st century’ and acquire a data acquisition package to quantify performance ﬁgures when we test road bikes so, as they say, watch this space! Ed THANKS GUYS Dear KR Due to a slight and unforgivable error my local bike shop made on my bike, it broke down on Auckland’s Southern Motorway on Wednesday May 20. To be fair to the shop they did not question that they had made a blue and moved heaven and earth to put it right. What really restored one’s faith in human nature was a man who stopped in his van to see if I was OK. He offered me a lift saying he had a set of bike ramps in the back (odd I thought, unusual for a van to carry bike ramps). After explaining the bike shop was on it’s way to get me he reached into his van and pulled out the June edition of Kiwi Rider and simply said; ‘here’s something to read while you are waiting – good luck.’ Then off he shot again. He never did leave his name but I suspect he was from Kiwi Rider. Just want to say thanks mate – the book was a good read. Dave Good on ‘ya Dave. That would have been BikeMart man Toddie in the van. Ed KR

KIWI RIDER 71

Back in the early `90s I took a call from a bloke who came up with an offer I could not refuse...although it was an offer which did create some trepidation when I sat back and thought about it. Would I like to have a short burst on his Vincent Black Shadow? Would I what, I replied, although I used rather more tempered words than that. Being a Vincent on offer I issued a more reﬁned and British-like ‘that would be super.’ I’d known the owner for a long time and done stories about some of his bikes through the years, and he’d handed the Vinnie over to my older brother to use as a chauffeur bike at a wedding. It was a beautiful motorcycle. Black and shining. Just beautiful. So we agreed on a time and I shot out there on the appointed afternoon and came across Eric in his garage warming the engine up. But it wasn’t running. He had a sort of heating unit hooked up to the thing to warm the oil in the massive crankcase. It was then the nerve ends jangled a little more as he ran me through the riding process. As he pointed out, the front wheel was a lot, lot bigger in the diameter stakes than the front wheel of my 600 Kawasaki...and that meant it took some initial attention and concentration when it came to turning and steering the thing. Then there was the gearbox. It was on the opposite side to anything

I’d been used to, although I’d ridden a couple of Bonnies years earlier and managed the task without locking up the rear wheel during a down-change. I can’t remember exactly what the gearshift was on the Vinnie...but it was strange. One up, three down or something. So Eric ﬁred it up and I climbed aboard. It sounded superb, and as I eased the clutch out that big V-twin gave it accelerating life. I concentrated and got through the gears, and concentrated more and got through the corners. The ride was a bit rougher than I’d expected but that engine was brilliant. The steering felt strange but I mastered it quickly enough and, basically, rode it to the conditions and within my capabilities (and recognition that it was a very expensive chunk of hardware). I returned smiling. No missed shifts, no awkward oversteering moments through corners, and my nose was ﬁlled with the beautiful aroma of a hot, classic engine. The Vincent may have been complex in terms of construction but it was a very basic motorcycle in terms of riding. Like all motorcycles then. Even the ones from the land of the rising sun which I used to gain entry to accident and emergency wards from time to time. Clutch on the left, front brake on the right with the throttle. Gearshift on the left... one down, four up, and rear brake on the right. That was it. You worked the controls to get what you wanted out of it. Occasionally you’d strike a four-speed

MORONEY ROGER MORONEY

KEEP IT SIMPLE EH GUYS? or six-speed gearbox but that was ﬁne. It didn’t change a thing. I never ﬁgured the basic outline of the motorcycle ever needed to change...but slowly things did. Honda tried a 750 automatic many years ago but it stayed (rightly too) in America where the idea dissolved. ABS started coming in and that was a good thing...although my old traditionalist head preferred to make its own mind up when it came to providing brake pressure. But a couple of months ago I shook my head a little when I spotted news that BMW had followed the Ducati move to introduce ‘rider aids.’ At the press of a button you could select ‘rain’ ‘sport’ or ‘race’ or ‘slick.’ No thank you I said to myself.

If I had the experience and conﬁdence to own a committed sports bike then I’d expect myself to use those attributes to get it to operate effectively in all conditions. It’s like ‘race mode’ or ‘traction control’...the stuff of performance cars for drivers who can’t quite get their act together. Are they safety features? I’m not sure, because if it’s wet your brain should be able to tell your right wrist how to react. Ditto when you’re on a race track. They’ll start putting roofs on them next...and little buzzers which sound when you get within a metre of the vehicle in front. Keep it simple boys. KR

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Harley’s Ultra has the best seat of any motorcycle on the road. Period. But this has little relevance on its own: The seat’s great. So? But I had something of a moment of revelation about this yesterday while wasting my time reading a piece of sci-ﬁ crap, which is what I do instead of watching television. Perhaps there’s slightly more cerebral activity involved; but it’s arguable. This particular one is a novel by a chap named Vernor Vinge, who, ever since he wrote a bit of a masterpiece called A Deepness in the Sky ten years ago, has been something of a favourite. If you like that sort of thing, Deepness is maybe the classic novel from a sci-ﬁ author at his peak – a bit like a good cowboy movie, it has all the right clichés in just the right order. And, because of that, one of his earlier pieces – with much of the promise but little of the craft and maturity of Deepness, called A Fire Upon the Deep – is interesting in itself. And I think it sheds light upon the philosophy of Harley-Davidson ownership.

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A DEEPNESS…. IN THE SADDLE his pride and joy. Naturally and almost inevitably, it was the only bike to break down on our recent Brass Monkey expedition. So much so that he left it on the truck which brought it home and bought another – an Ultra. Depending on how you deﬁne things, there’s a very capable touring motorcycle beneath the chrome, the antennae, the lacquer, the leather tassels and the 380kg of other stuff. He obviously thinks so, as he circularized an email with a photo of another, similar machine with the explanation that he had been ‘too busy riding mine to photograph it,’ adding, somewhat defensively, that he had done ‘1800 kms in the last three days.’ Or some such. And? At an average, say, 65km/h, 1800kms is nine hours a day over those three days. The average advertising professional probably spends that much time sitting in an overupholstered leather armchair in the normal course of a day’s ‘work’ anyway, and I can’t imagine that the Ultra’s aircon, communications suite, stereo or dictation facilities are any worse than those in the ofﬁce.

Fire postulates a planet populated by telepathic dogs. As packs, they work mental and physical wonders of co-ordinated effort, but, as individuals, they are retarded tail-chasing, running-in-circles morons. (Can you see where this is going?)

I imagine the screen-saver tilts a little from side-to-side as one corners. But unless one is prone to motion-sickness, or spills one’s Grand Latte . . .

Now, my colleague the Adman has a Harley-Davidson. It’s a Road King, and despite the fact that the last time I saw it, it was lying on its side in a puddle of stagnant water in his backyard, with a bunch of broken spokes and, metaphorically, all four feet in the air (tits-up, one might say) it is

Quizzed as to why, the Adman is uncharacteristically reticent; rejecting any suggestion that, like Vinge’s Dogs, he’s unable to think for himself outside the pack mentality. Eventually he fell back upon the doggerel verse with which he bothers me from time to time, and which always ends

ECONOHONDA

‘Deepness is maybe the classic novel from a sci-ﬁ author at his peak – a bit like a good cowboy movie, it has all the right clichés in just the right order’

with a variation upon the theme of: “Why a Harley? Son, you wouldn’t understand. You have to do the miles . . .” Nope. I don’t understand. Upon the ﬂat, straight concrete freeways of America, the Ultra is a touring motorcycle par excellence. Over here, it’s a wonderfully comfortable executive chair, with a potentially magniﬁcent thumper of a 150Nm V-twin engine tucked underneath it (you might think of the two of them as a commode, if you like). You can spend all day sitting on the throne if you wish - but just wearing a leather suit while doing so won’t turn it into a motorcycle. KR

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KIWI RIDER 75

The light’s on out in the shed again. I don’t need to go out there to know what’s going on. There’s no late night building project and nor is it a few beers with the boys; it’s just my bloke spending time with his new love. See, we’re a Harley household now. Maco has dreamed of owning one since he bought his first motorcycle - a Honda 90 for £169/10 back in 1965. He’s owned a few bikes since then but this is not just any bike – this is a Harley Davidson. No other motorcycle generates emotion like a Harley Davidson and I suspect, deep down, it’s every red-blooded bloke’s dream to own and ride one. It satisfies the bad boy in the best of men. It’s two and a half years now since we got back on bikes after a gap of nearly three decades. And we’ve come a long way since then. I’m almost embarrassed to admit how many bikes we’ve owned in that short time but in our defence, we had to take a few detours to find out what we really wanted. We started with cruisers and then came the tourers phase, with a couple of sport bikes squeezed in between. And while I probably wouldn’t choose one myself (never say never) I can’t deny that nothing looks or sounds quite like a Harley-Davidson. Maco however, wears a permanent grin from ear to ear these days, as he finally lives the dream. But now I have a problem. It’s a month since the bike arrived and life as I knew it will never be the same. Gone are

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MACO & HIS NEW MATE HARLEY our romantic evenings together watching the sun set over the lake near our home and there’s no more snuggling on the sofa (except to watch a rerun of the movie ‘Wild Hogs’). No other bike has had such an impact. Like a brotherhood of two, Maco and his new mate Harley are inseparable. If he could sneak him into the house, I’m sure he would. Like any new love, the relationship is high maintenance. If he’s not riding the bike, he’s polishing it. Hours are spent with a cloth in hand, bufﬁng up the paintwork and admiring the result. Nothing makes his eyes light up more these days than two thumping cylinders and a set of western low bars. He’s never grinned so much since...well...since he met me. And love is blind. In his increasingly rare lucid moments, Maco will admit that compared to some of the other bikes he’s owned, the Harley is a pig to ride. He nearly cried when he sold the ST1300 - a superbly comfortable tourer - and I nearly cried when he sold the CBR900 as I coveted that bike but the shed was getting crowded and there wasn’t the space to stand back and admire the gleaming Harley from a deferential distance. Don’t get me wrong. I like a little bling myself and I’m not immune to the seductive rumble of a bike that reaches into your guts and resonates round your ribcage. Even old ladies on the street turn to smile at the sound. But I still can’t believe I’m coming second to a noisy lump of chrome.

‘Don’t get me wrong. I like a little bling myself and I’m not immune to the seductive rumble of a bike that reaches into your guts and resonates round your ribcage’

Last night, I could see the light on in the shed again as I watched Coronation Street on my own. When I went out there and surprised Maco humming ‘Born to be Wild’ and wearing a do-rag on his head, I realised it was time for desperate measures. I had to take a stand so I issued an ultimatum then and there – it’s either me or the bike. Gee, I’m going to miss him. KR

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• 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 • Integrated rubber visor wiper er Colours: Black Sizes: 7,8,9,10,11 11

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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.

The Sheeple never rest in their efforts to bring out more regulations, rules, red tape, limits and fines. And to make existing ones more complicated. BRONZ attempts to keep track of what they are up to. Not an easy task, the Sheeple being the devious ovines that they are. But we do our best, so that we can advocate on behalf of bikers, and so that we can give you and Biker Bill a heads up on what they are up to. At present they (The Sheeple) have been quite busy. They have just passed the Land Transport Amendment Act 2009. You can find the full text at www. legislation.co.nz/act/public/2009/0017/ latest/DLM2014902.html It’s riveting reading. This new law has two parts. Part one contains provisions making it an offence on the same scale as drink driving if you ‘drive or attempt to drive while impaired,’ and you do not complete a ‘compulsory impairment test in a manner satisfactory to an enforcement officer’ and if the subsequent blood test shows any evidence of controlled drugs or prescription medicines. It is a defence if the prescription medicine was prescribed for you by your doctor. A big concern is that the initial ‘test’ is undefined, the law simply says ‘a test prescribed by the Commissioner of Police.’ And although the law says that the policeperson administering it must be trained, it doesn’t say how. There’d be few bikers who would not condemn driving (or riding) under the

influence of drink or drugs. We are simply too vulnerable to want to share the road with drivers who are not fully capable. But badly drafted legislation that sets offences and penalties, but leaves unclear such matters as how the offence is to be determined and defined, is too easily misused by the (admittedly small) percentage of police officers who think any stick is a good one to beat bikers with. Biker Bill may legitimately fear a test, the passing of which may rely entirely on the opinion (or prejudice) of the police officer setting it. Especially as, unlike drink driving, there is no minimum figure. Any trace at all of controlled drugs or any prescription medicine can see you charged. The second part of the law covers changes to registration. Most specifically, it will no longer be possible for ordinary people to get the name or address of the owner of a vehicle. So if you see your bike being knocked over by a SUV and manage to get the rego, you won’t be able to find the driver yourself any more. Your insurance company may be able to. Other changes: your bike can be impounded if the Sheeple have your address wrong. No, no joke. You won’t get it back, either, if you have any fines outstanding. So make sure your address is up to date. Replacement number plates must now be the same number as the lost one which, presumably, means you’ll have to

COLUMNS BRONZ

LAW-MAKING GONE MAD

‘Biker Bill may legitimately fear a test the passing of which may rest entirely on the opinion (or prejudice) of the police ofﬁcer setting it’

wait (with the bike off the road) while it is manufactured; registration of mopeds is to be tightened up. Previously they took your word for it that it was a moped. Now you’ll have to have a certiﬁcate from an ‘authorised person’ stating that the moped conforms to (unspeciﬁed in this regulation, but presumably the current lighting and braking) ‘standards.’ Which may be a problem for restorers of classic mopeds (yes, such folk do exist). Who may also be vexed by the provision that prohibits the release to the public of the names of historic owners. Haven’t they been busy Sheeple. And there is more to come. For further information go to www.bronz.org.nz. NOTE: This column is BRONZ opinion and not legal advice: for details of how matters like the prescription medicine use could affect you, apply to the relevant authority. KR

KIWI RIDER 79

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CLASSICS KAWASAKI Z1

KAWASAKI’S UNDISPUTED KING WORDS & PICS: Rhys Jones When it was released in 1969 Honda’s CB750 changed everything. The CB750 was a giant step forward for the Japanese motorcycle industry, and a crushing blow for the struggling British and European industries. The engine had four aircooled cylinders complete with single overhead camshaft and eight valves feeding power through a ﬁ ve-speed gearbox. AND an electric starter. By the standards of the day the CB750 handled brilliantly and the brakes were superb. It weighed in at 230kg, the motor produced 49 kW (67bhp) at 8000rpm and top speed was around 198km/h. In spite of the astounding success of the CB750, it wasn’t given the coronation it probably deserved. That coronation and the title ‘King’ was reserved for the Kawasaki Z1 which was released in 1973. THE KING IS CROWNED Kawasaki, so the story goes, had also been working on a four cylinder machine, but when the CB750 was launched Honda seemed to have stolen the initiative. However the apparent set-back for Kawasaki turned out to be a remarkable reversal of fortune. It gave the engineers at Kawasaki breathing space. ABOVE: The original Z1 900 and (below) black-painted engine changed forever the way motorcycle fans deﬁned performance…and style!

Few bikes before or after have had quite the same impact as Kawasaki’s Z1 did on its release. KR Classics man Rhys Jones has the story. They had seen Honda’s hand, so instead of rushing out a competitor for the CB750 they had time to study it, assess the situation, and counter the highly acclaimed Honda. They stuck with the four cylinder format, which would serve the Japanese motorcycle industry until this very day, but proceeded to build a motorcycle that would take four-stroke fourcylinder engine design a step closer to perfection. They made no attempt to copy the Honda. The engine was to be up to 903cc. Instead of the Honda’s single overhead cam-shaft, the Z1 went to double overhead cams. Machine maintenance was improved. To take the head off the Honda the engine had to be removed. The Kawasaki head could be removed easily without removing the engine from the frame. The Z1 came with a single disc at the front, with a second disc as

an option. The styling was also quite different from the Honda. The Z1 was sleek, and looked fast standing still. PERFORMANCE PLUS Apart from the engineering and styling differences, the aspect that separated the Z1 from the ground-breaking CB750 was performance. The Honda produced (49kW) 67bhp at 8000rpm, the Z1 61 kW (82bhp) at 8500rpm. The Honda’s top speed was 198km/h, the Kawasaki’s 212km/h. In other words, anyone who wanted a performance motorcycle from 1973 on had to seriously consider a Kawasaki Z1 – an outstanding achievement from what at the time was very much the junior partner in the big four of Japanese motorcycle manufacturers. At the time of the Z1 launch Honda had eight times the output of Kawasaki, Yamaha almost four times, and Suzuki almost three. In KIWI RIDER 81

CLASSICS KAWASAKI Z1 spite of this, in the ﬂ agship category of big performance sports motorcycles, Kawasaki was in pole position. All the Japanese manufacturers of the time had 750s, but the Z1 was a 900, and the quickest bike and therefore the ‘King’ of the road. In fact, so good was it that the big Kawasaki ruled through the 70s, until the Suzuki GS1000 appeared in 1978, and the rest of the ﬁ eld began to catch up.

here in New Zealand in 1976 Graeme Crosby rode the entire distance himself on a Z1000, ﬁnishing four laps ahead of the second placed rider. The bike Crosby rode was fresh off the boat from Japan. Laurie Summers dealership gave me the bike to put some kilometres on it before

EARLY DAYS Modest changes were made to the Z1 after the initial model launch. In 1974 the black painted engine gave way to an unpainted look. In 1976 the motor inevitably went from 900 to 1000cc and a second disc became standard at the front. Various reﬁ nements had reduced the top speed of the bike, and by 1977 it was actually down on performance compared with the original model. The factory then began to shift the model towards a more sport/touring category, and to some extent the old ‘hoon’ element attached to the original Z1 began to fade. On the race track the Z1 established a stunning record in production racing. In the Australian Castrol 6-Hour race, Kenny Blake rode 665.53 kilometres to win the unlimited class on a Z1 in 1973. He repeated the feat in 1974 with co-rider Len Atlee. Greg Hansford and Murray Sayle won the 1975 race on a Z1, and Jim Budd and Roger Hayes did the same the following year. Meanwhile in the Castrol 6-Hour race 82 KIWI RIDER

TOP: Kiwi Graeme Crosby’s name became synonymous with the Z1 and subsequent high performance Kawasakis like the Z900, Z1000 and ZIR. Here he wheelies away from the line at the Marlboro Series round at Wanganui on December 26 1976 in company with the more conventionally-mounted Stu Avant (1), Warren Willing (W) and John Woodley (6). Above & right: Update for 1975 model year saw engine lose black coating in favour of simple brushed ﬁnish.

the race and I did my best but it still had only 2,000 on the clock when it was handed to Crosby. Barely run-in. Therefore it should be no surprise that 36 years after its launch the Kawasaki Z1 is still the King of its era. KR

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GASTROM RIDER MAHURANGI RIDE

THE GREAT DESSERT CAFÉ WORDS & PICS: Dave ‘The Gastrom Rider’ Wyatt rides are just a spin of the compass away, and this is where my column starts. A JOURNEY OF DISCOVERY I am about to embark on a journey of discovery, hunting out places of culinary delight, out of the way places where the journey to the destination is as good as the destination itself. Test riding, cafes and eating and drinking my way around the countryside (it’s a shitter of a job but someone’s got to do it). My first port of call is a little known place called the Great Dessert Company Café situated at 260 Mahurangi West Rd a couple of clicks north of the Puhoi turn off. They specialise in... yep, you guessed it, great desserts. At the age of 42 I now find myself riding at a more sedate pace, riding for the pure enjoyment of it all, the wind (and the bugs) in the face carving up the corners and basically just loving every ride, because when I take a ride, my ride turns into an adventure of discovery and a journey of self indulgence...blah, blah, blah! I seem to have been drawn into the vortex of mid life escape artists who can be found wobbling around the place on any given sunny day. A good 28 years in the food industry has not been kind to my waistline and it’s a pity leathers don’t come in stretch and grows. My habitat is New Zealand’s first super city, and great

The ride is a chance to use the toll road for free and revel in the sound reverberating through the helmet as you open the throttle going into the tunnels, though this particular time I chose the old highway to take advantage of the abandoned road with its twists and turns. GREAT FOOD, GREAT VIEWS What makes the Great Dessert Co. Café worthy of a stop is it has great food, great views and the fact that it is owned and run by bike nuts, ticking all the boxes. It’s open seven days with the weekend big breakfast hardly denting the wallet at $14.50, the desserts starting around $6 and freshly ground Italian cof-

If you’re looking for an excuse to ride your bike Dave Wyatt’s got the perfect one, a great place to eat! To kick off his new column he visits the aptly named Great Dessert Co. Café at Mahurangi, north of Auckland. fee which works for me on these cold frosty mornings. They do a great selection of desserts to take home too (a 12 pack) so if you have left her indoors behind put a fold-up coolly bag in your saddle bags and take one home, you may even get on to a page of her good books. Everything is made on site and it’s one of the greater Auckland area’s hidden gems. It’s probably worth mentioning too that ﬁnding somewhere to leave your bike is not a problem with plenty of room to park and perve. So that’s a snippet of what’s to come, my trusty steed is an old XV1100 with 15 years under her belt and she will accompany me to discover that place worthy of a visit or recommendation, so if you too are a mid life escape artist looking for a great place to go for exceptional coffee and food far from the maddening crowd.....watch this space. KR First port of call for KR’s latest columnist, foodie Dave Wyatt, was Mahurangi West’s Great Dessert Co. Café. An easy morning or afternoon’s ride from Auckland, the café offers great food and great views as Dave discovered when he saddled up his trusty Yamaha XV1100 for his ﬁrst Gastrom Rider review

KIWI RIDER 85

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86 KIWI RIDER

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ROAD COMPETITION JNR ROAD RACE

WORDS: Peter Jones PICS: Sportz Fotoz

SPORTZ FOTOZ JNR CUP Christchurch’s Cameron Hudson, Tapanui’s Seth Deveraux and Jordan Knowles (Christchurch) emerged as the leading contenders after a very cold and damp first round of this season’s Sportz Fotoz Junior Road Race Cup series at Invercargill’s Teretonga Park on Sunday July 12. The meeting attracted 16 budding champions for Saturday practice and Sunday’s raceday, with a number of older and non qualifier riders making up a good grid to give everyone a great test of skill in the difficult conditions. Saturday had a few find how well tyres DON’T work in such conditions, but fortunately no injuries or problems brought them all out wiser and more consistent on Sunday. The rattle and smoke of the 2-strokes on the dummy grid joined the natural fog which cleared during the day, with 11 boys and five girls nervously getting underway and soon some real battles emerged. HOT IN THE COLD On fire at the front were Cameron Hudson, Seth Deveraux and Ryan Phillips, all capable of a win. A failed clutch for Ryan and a last corner crash for Seth (while leading) saw Cameron take the honours in two races, Ryan the other. Not far behind a great tussle contin-

ued amongst Alex Bowers (all the way from Ngatea in the North Island), Jordan Knowles, Anthony Singer, Mike Woodley (Blenheim), Matt Hoogenboezem, Harry Thomas and Jake Lewis with Jordan having the form that counted in this group. All of these youngsters are very much in development, and having a few parents with names like Lewis and Woodley about certainly ensured great support and coaching was provided. So a big thanks to the Southland club for hosting this round. THEN LEVELS Then they all appeared on a much enlarged grid at Levels for the opening King of Levels round a week later. Some very good riding here on this perfect crisp winter day so we’re all looking forward to Sportz Fotoz Cup Rnd 2. Worthy of note at the King of Levels meeting was the fact that the front of F3 class was dominated by four graduates of the SF Cup on Pro Twin bikes, only NZ # 3 Eric de Boer giving them a run! Similarly in 125GP and MotoFXR, the teenagers ruled the front placings. Obviously the Sportz Fotoz Junior cup is really working to secure our road racing future....... For details go to www.sportzfotoz.co.nz or e-mail petejones@xtra.co.nz KR

RESULTS SPORTZ FOTOZ CUP RND 1 TERETONGA PARK INVERCARGILL SUNDAY JULY 12 2009 1. Cameron Hudson (ChCh) 160 points 2. Seth Deveraux (Tapanui) 140 3. Jordan Knowles (ChCh) 120 4. Ryan Phillips (ChCh) 105 5. Matthew Hoogenboezem (ChCh) 94 6. Harry Thomas (ChCh) 89 7. Alex Bowers (Ngatea) 75 8. Anthony Singer (Leeston) 73 9. Jake Lewis (Rangiora) 44 10. Maria Cullen (ChCh) 42 11. Glenn Sneesby (ChCh) 39 12. Vanessa Woodley (Blenheim) 37 13. Michael Woodley (Blenheim) 35 14. Angela Buunk (ChCh) 33 15. Phillip Mair (Winton) 22 16. Mason Denovan (ChCh) 0

CALENDAR Rnd 2 Levels Aug 15 Rnd 3 Ruapuna Oct

Ready to go (top) the 16 youngsters gathered for the ﬁrst round of the 2009 Sportz Fotoz Cup at Teretonga. Below we see Matthew Hoogenboezem (#20) leading Ryan Phillips (#111), Cameron Hudson (obscured) and the rest of the ﬁeld in one of the races and below right is Cameron Hudson (#16) leading #111 Ryan Phillips.

KIWI RIDER 87

ROAD COMPETITION MOTOGP

Italian Honda rider Andrea Dovizioso was one of three fresh faces on the podium at Donington’s last MotoGP race

DOVIZIOSO WINS IN THE WET

WORDS: Todd S. PIC: Honda

Andrea Dovizioso (Honda) scored his maiden MotoGP victory at a wet Donington Park on July 26, the Italian joined on the rostrum by two other fresh faces, Colin Edwards and Randy de Puniet. The wet conditions caught out all the championship front runners while Dovizioso positioned himself well to capitalize. The Honda rider had seemed content to follow but as both Yamaha championship contenders crashed out of the lead, ﬁrst Lorenzo, then Rossi, Dovizioso seized the opportunity and soldiered on to his maiden victory. Valentino Rossi was at least able to remount from his fall on lap twenty and work his way up from eleventh to ﬁfth which extended his championship lead while Ducati’s Casey Stoner, dropped back after making the wrong tyre choices. From 2010 the British

round of MotoGP will be run at Silverstone. 250GP Hiroshi Aoyama (Honda) survived some hairy conditions to win and extend his championship lead. The track dried early on in the race, despite being declared as wet at the outset. Aoyama sustained pressure from the rapidly advancing Alvaro Bautista (Aprilia) in the fi nal laps. Mattia Pasini (Aprilia), took the last podium position from Marco Simoncelli (Gilera) after remounting from a crash. 125GP Again this year a 125 race was reduced to a short sprint with Julian Simon (Aprilia) the victor of the five lap dash. Stopped on lap fourteen after rain fell, the grid was reset based on those positions. Simon prevailed as first. Bradley Smith (Aprilia) and then Marc Marquez (KTM) crashed, with Britain’s Scott Redding also making the podium.

RESULTS 2009 MOTOGP RND10 BRITISH GP JULY 26 MOTOGP (30 LAPS) 1. Andrea Dovizioso (Honda) 48’26.267 2. Colin Edwards (Yamaha) + 1.360 3. Randy de Puniet (Yamaha) +1.600 4. Alex de Angelis (Honda) +8.958 5. Valentino Rossi (Yamaha) +21.662 6. James Toseland (Honda) +22.465 Fastest Lap: Lorenzo 1’31.554 250GP (27 laps) 1. Hiroshi Aoyama (Honda) 45’17.516 2. Alvaro Bautista (Aprilia) +5.723 3. Mattia Pasini (Aprilia) +36.161 4. Marco Simoncelli (Gilera) +36.776 5. Mike de Meglio (Aprilia) +41.418 6. Alex Debon (Aprilia) +41.938 Fastest lap: Alex Baldolini (Aprilia) 1’34.963 125GP (5 laps) 1. Julian Simon (Aprilia) 9’12.301 2. Simone Corsi (Aprilia) + 0.390 3. Scott Reading (Aprilia) +3.072 4. Nichola Terol (Aprilia) +6.209 5. Takaaki Nkagami (Aprilia) +9.509 6. Luis Salom (Aprilia) +11.211 Fastest lap: Simon 1’48.632

88 KIWI RIDER

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ROAD COMPETITION SUPERBIKES

BIAGGI TAKES FIRST WIN

The three main protagonists at Brno were (L to R) Max Biaggi, Ben Spies and Ducati’s Michel Fabrizio.

It was a mixed day for the established front runners at the tenth round of the 209 World Superbike championship at Brno in the Czech Republic on Sunday July 26. The first shake-up was Aprilia rider Max Biaggi’s win in the first race after a three-way fight for the lead in whichDucati rider Michel Fabrizio took himself and Yamaha’s Ben Spies out early on in the race. What you could call normal service resumed in the second race, with Spies heading straight for the front, with a battle behind him between Italians Fabrizio and Biaggi. The pair fought until late in the race when Biaggi managed to shake the Ductai rider off and set off after Spies. Spies met the challenge however, leaving no opportunity for the first race winner to pass, and took another well earned victory and 25 points to add to his championship challenge. It was Ducati’s ‘Nitro’ Noriyuki Haga who somehow managed to maintain his series points lead heading into the season’s summer break, the Japanese rider shrugging off

the pain of his recently injured shoulder to finish eighth in the first race and sixth in the second. The result was that he left the meeting with 326 points to Spies’ 319, confident in the knowledge that he should be back to full race fitness when the series resumes in Germany in early September. SUPER SPORT Meanwhile it was a day of triumph and loss for Supersport riders Fabien Foret and Cal Crutchlow in Brno. Crutchlow led from the start, displaying his usual incredible pace, until a mechanical problem forced him to retire three laps from the end. That put fellow Yamaha rider Foret into the lead after a race-long battle to stay in front of Kawasaki riders of Lascorz and Fujiwara . . . until the last lap when he slipped to fourth three corners from the end. Incredibly that wasn’t the end of it though because the Frenchman (seriously injured at the same circuit last year) battled back through the next corner then pulled an incredible pass to take the lead back on the last corner to take the chequered flag.

RESULTS RND 10 2008 WORLD SUPERBIKE CHAMPIONSHIP BRNO CZECH REPUBLIC JULY 26 RACE 1 1. Max Biaggi (Aprilia); 2. Carlos Checa (Honda); 3. Jonathan Rea (Honda); 4. Shane Byrne (Ducati); 5. Troy Corser (BMW); 6. Jakub Smrz (Ducati). RACE 2: 1. Spies; 2. Biaggi; 3. Michel Fabrizio (Ducati); 4. Rea; 5. Checa; 6. Noriyuki Haga (Ducati). SUPERSPORT 1. Fabien Foret (Yamaha); 2. Ant West (Honda); 3. Joan Lascorz (Kawasaki); 4. Katsuaki Fujiwara (Kawasaki); 5. Eugene Laverty (Honda); 6. Sheridan Morais (Yamaha).

KIWI RIDER 89

ROAD COMPETITION ROAD RACING

ROAD RACING WITH BRIAN WOOD

WORDS & PICS: Brian Wood

Real people! Real Insurance Cover! Because you ride a REAL motorbike , when you call Classic Cover you

Sponsor Ricoh using Brian’s Yamaha YZF-R6 as a prop at a recent dealership opening

Winter…. when I raced in the UK the season ended in October and restarted in April meaning there was a sizeable break in the racing schedule – unless winter testing in sunny warm Spain was arranged. North Island New Zealand however sees racing all year round with the popular Victoria Club (VMCC) winter series picking up where the summer series signs off. For me this year, a couple of injuries that I picked up at Taupo in round 1 of the VMCC series mean I won’t be taking part in much winter racing as I need time to fully recover for a full New Zealand National campaign next season. The winter off will allow a chance to properly prepare for the coming season, something that’s harder to do if you undertake a full winter series of racing.

WON’T magazine. LOOKING AFTER THE SPONSOR There are other ways to further your sponsorship chances and returning some beneﬁt to sponsors is key to maintaining sponsor relationships. Last season I was fortunate to be sponsored by Ricoh New Zealand who used my race bike for a number of customer experience day demo’s at Taupo. Recently, as pictured above, Ricoh displayed my bike at one of their dealership openings, the bike sitting alongside photocopiers in what turned out to be a very busy evening. Guests at the event were very keen to sit on the bike for pictures and we even managed to get the bike revved up part way through the event, which certainly captured the attention!

PLANNING AHEAD

COMPLETE REBUILD

Like most racers, funding of my race season is always an issue and the winter is time to talk to sponsors and my wife about paying for the next season’s campaign, and without the monthly drain of a full winter series, the winter break will help replenish the race budget for next season.

At the moment, next season will probably see me riding the same Yamaha R6 as last season and it will undergo a complete rebuild including an engine refresh at the hands of Dave Cole, something the winter break allows more time to complete.

The task of ﬁnding and keeping sponsors for motorcycle racing is never easy and any form of publicity helps; this article certainly has. I’ve been amazed by the amount of people who’ve approached me and said they’ve read about my racing in the 90 KIWI RIDER

So with a winter free from racing I hope to be able to persuade the wife that it is still a good idea to spend lots of our money on racing, plus get enough backing from those that helped last year and some new sponsors, to fund what I hope will be a rewarding season in 2009/10. KR

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Be answered by a lifeless electronic voice Be told you are important and then put on hold Be made to listen to tiresome elevator music Have to listen to a lengthy list of push-button options t Be accidentally hung up on! No! When you call Classic Cover, you

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!

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WORDS & PICS: Todd S.

MOTORC YCLE EYE WEAR

There are many kinds of bikes that you can run in New Zealand’s Formula 3 road race class. This month we look at a machine that started out as an out and out off road racer. It’s Lyndon Perry’s Suzuki RM-Z450.

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ROAD COMPETITION F3 SUZUKI SINGLE

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11 10

8 1

Here’s what he’s added and the modiﬁcations made; 1 Honda RS125 fairing cut and remodeled 2 Homemade petrol tank cowling. (Perry tells us that these two items were the most difﬁcult parts of the project) 3 Honda VTR1000SP2 front forks and brake 4 Suzuki GSX-R1000K6 triple clamps

tania Series

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

The F3 class has always served as something of a catch-all for innovative enthusiasts of the smaller capacity race machines.

AVAILABLE FROM ALL GOOD BIKE SHOPS oto

Deimos Mo

With all manner of bikes put together since the classes’ inception in the late eighties, Perry’s RM-Z joins the Chris Osborne GSX-R600/450 (featured in the March 2009 edition of Kiwi Rider ) as yet another interpretation of what it takes to make a competitive road race machine.

Oberon Mo

DISTRIBUTED BY EUROBIKE WHOLESALE LTD

EDEKR001

Deimos 3 M

Conceptually it’s not a great leap from motocross to supermoto to road racer and that’s what Boyd Motorcycles’ service manager, Perry has come up with here.

5 6 7 8 9

Machined steering head spacers Excel Supermoto wheels Fabricated subframe F1 Engineering footpegs and brackets F1 Engineering ‘clip-on’ 10 Various fabricated mounts and brackets. Shortened, re-valved and re-sprung standard rear shock Pro Circuit T4 mufﬂer

$ + EFFORT = RESULT! Unlike you or I however, he has got off of his arse and actually shelled out the coin for some parts and put a bit of effort in. The result is a very competitive, sharply focused tool. Perry reckons, if using a 450 motocrosser as a starting point, that you’d be looking at an extra $5500 dollars all up, on top of the cost of your bike, for the parts to put a machine like his together. The plus side is, that as long as you’re not in a hurry, most of the parts – forks, discs and wheels– can be swapped over to your next bike or sold for similar money should you decide to move on. KR KIWI RIDER 91

THE CLASSIC N TOOL ROLL AMERICA oof Ipraex.

pr tough, water are made of ailable in 3 gs Av ba s. tle le lit ck ustproof bu These handy R r. he at le ade of Straps are m studs. ailable with av so Al sizes.

New! GIVI 300

The latest in the Givi Monolock range for scooters and low powered motorcycles. Featuring an interchangeable cover in a range of colours to match your bike. |$139.00 black| black|

|$199.00 painted colour|

TECHNOLOGY

CAPACITY

300

SIZES

0 40

410

VOLUME

30 lt MAX. LOAD

3 Kg Distributed by Eurobike Wholesale Ltd

New! THE LATEST IN THE GIVI MONOKEY RANGE. This beautifully styled case features a 55 lt capacity that will comfortably ﬁt two full face helmets without being too wide. Interchangeable painted lid covers available |$599.00 black|

EGIKR016

RLEY A H R U O Y S E O D D? LOOK THISduGtyO3.O5mm Iparex syntheticeir

ld th avy made of he forced to ho ternally rein h bags are mplete co es m Co These stylis ine leather. They are in seconds. in nu s the ge ed ck lo ov or r m at re he th leat ed. Can be ‘click lock’ e ad th lo n g in he w ud shape are incl nting hardw with all mou to the bike with a key. g ba detachable , cruiser, and most custom l dealer for Available for ca lo ur See yo touring bikes. r your bike. fo n io the applicat

|$699.00 painted colour|

COMING SOON: The E55 will soon be able to be ﬁtted with a speciﬁc remote control for easy one hand opening.

Distributed by Eurobike Wholesale Ltd

92 KIWI RIDER

EGIKR017

Distributed By Eurobike Wholesale Ltd

EVAKR002

IXON SKELETON MEN’S JACKET $329 Distributor: Northern Accessories

HOT PRODUCTS ROAD

The Ixon Skeleton jacket represents good value for money. It features pre-curved sleeves; adjustable velcro tightening and zipped gusset on cuffs; two storm pockets; two internal pockets; back protector; CE protection; foam back padding; removable winter lining; waterproof. Sizes S to 4XL.

IXON RS KING RACING GLOVE $349 Distributor: Northern Accessories

The Ixon RS King gloves are designed for racing. The exterior is 95% leather, 0.3% aramid and 4.7% polyamide with a 100% cotton lining. The middle and index finger have gripper pads and there is a carbon knuckle on the back of the hand. The ring and little fingers are attached. They also feature: leather and rubber long cuff with rubber strap and elasticised wrist; pre-formed fingers and palm plus 3D thumb; flex leather with foam padding on back of the hand; Kevlar reinforcements with silicone gel on scaphoide.

HJC FG-15 PRISM HELMET $459 Distributor: Darbi Accessories

The popular FG-15 ﬁbreglass/kelvar/dynema helmet now comes in this intricate graphic. Combined with the superior ﬁt and comfort created using advanced CAD technology, a removable washable hi tech moisture wicking interior plus two stage lock down visor closure, this helmet out performs any other helmet in this price range. Sizes: S to 2XL. 4 HJC FG-15 HELMET $399 (black) $459 (graphic) Distributor: Darbi Accessories

7 5

Available in super big 3XL! Have you had trouble ﬁnding a helmet to ﬁt your head? The popular FG15 now comes in 3XL. It is available in black and Draco Black/Silver. HJC FS-MAX SHADOW HELMET $550 Distributor: Darbi Accessories

A new graphic for HJC’s top of the line systems helmet. Features include a one touch integrated sun visor with 3 positions; hi tech removable washable moisture wicking interior, single hand chin bar release. Sizes: S to 2XL METZELER RACETEC TYRES $299 Distributor: Forbes & Davies

The Metzeler Racetec range of tyres, are a street legal race tyre for production race, track day or hypersport use. These amazing tyres are available in a range of compounds for optimised performance and maximised cornering grip at full lean angles. And there’s no nasty surprises when going hard with Metzeler’s patented 0° steel belt – ensuring braking stability, precise turn-in and progressive feedback.

1 6 brand speciﬁc, vacuum operated, automatic chain lubrication system which has been tailored directly to meet the requirements of the KTM street range. You can expect the usual Scottoiler high quality combined with improved styling, custom parts and simpliﬁed installation. Available from your local motorcycle shop.

8 ULTIMATE STUFF AKIRA BACK PROTECTOR From $199 Distributor: Forbes & Davies

Just arrived is the new Scottoiler KTM kit, a

The Akira Back Protector provides peace of mind for the user with maximum safety

SCOTTOILER KTM KIT $249 Distributed by Eurobike Wholesale

and comfort paramount to this unique design. CE Approved, the Akira features internal shock absorption elements which are anchored to the farthest part of the plastic shell. In case of impact this patented structure absorbs and discharges the blow laterally thus protecting the spinal cord. The gaps in the shock absorbing elements, together with the thermoformed layer, allow exceptional ventilation and the whole thing is kept secure via adjustable elastic double straps. Available in black/grey, in two sizes (S/M and L/XL) and six or seven panel versions. KIWI RIDER 93

MOTO GP STYLED LOGO

ENGRAVED FOLDING LEVERS fold up Designed to ing reak instead of b ent or fall. id c c a n a f o t in the even • CNC milled from whole billet • Stronger than OE • Available logos: Aprilia, Ducati, Honda, Kawasaki, Suzuki, Yamaha, and 1098 MUST HAVE ITEMS FOR THE DEDICATED MOTORCYCLE ENTHUSIAST Priced from $129.00. Available from your local motorcycle shop.

Distributed by Eurobike Wholesale Ltd

F1 (ex bike mart) Triple X

94 KIWI RIDER

ENLKR001

MICHELIN PILOT POWER ONE Distributor: Northern Accessories

HOT PRODUCTS ROAD RO R OA AD D

New sizes are available in New Zealand in both the “A” (Soft) and “B” (Medium) compounds of 150/60/17 and 160/60/17. This virtually completes the range of these amazing new tyres. The feedback from New Zealand riders has been outstanding with rave reviews like guys carving 1.5 seconds off their lap times just by changing to Power Ones. To choose the ideal solution from amongst 27 tyres and 16 different compounds visit www.michelinpowerone.com

FORMA F1 BOOT $545 Distributor: Forbes & Davies Ltd

Used by the likes of NZSBK Champion Robbie Bugden, the Forma F1 features a unique Hinged ‘Flex System’ support for ankle & calf, which helps reduce the incidence of twisting related injuries in a crash. The upper is constructed of Lorica with airmesh lining. It has replaceable magnesium toe slider and plastic calf sliders, double density non-slip sole, rubberised PU heat protector, and injection moulded plastic protectors. Closure is by zip and velcro with an adjustable rear buckle with pump ratchet system. Protective heel insert and gear change pad complete the picture. Available in black with grey/silver accents in Euro sizes 42 to 47.

6 3 2

MOTODRY TOURMASTER TANK BAG $229 Distributor: Forbes & Davies

Touring tank bag with 18L capacity. Features durable 1500 Denier material, two large external pockets, built in storm cover, internal phone/iPod and wallet holders, huge clear map pocket, night safety reﬂectives, rubberised carry handle and magnetic anti-scratch non-slip base. Bag can also be removed from base to be used as a back pack with adjustable shoulder straps, adding to its versatility.

A-SIDER TANK GRIP $399 4 Distributor: Nationwide Accessories The A-Sider handle provides a safe and comfortable grip for pillion passengers. The aluminium alloy grip is easily fixed to the petrol cap in minutes. VINXXGRIP PILLION 5 PASSENGER HANDLEBAR $899 Distributor: Nationwide Accessories Vinxxgrip passenger handgrips are provided with a quick coupling-and-release system which means that fixing/unfixing operations are extremely quick and easy, with no need for tools. Once it is set, with its central body fixed, Vinxxgrip system does not affect access to tank for refueling. Fitments for Honda, Kawaski, Suzuki and Yamaha. WPS BRIGHT BELT 6 $28 Distributed by White’s Powersports.

‘Hi-Viz’ Fluoro Safety Sash/Bright Belt: Be safe – be seen! Backed with strong longlasting nylon webbing. Easy to adjust nylon buckle. One size ﬁts all! 7 SPIDI GARA MENS & LADIES LEATHER JACKET $995 Distributed by Eurobike Wholesale

Stylish new leather jacket from Spidi. Features include Tenax Flex stretch areas to give a great ﬁt and ease of movement. Inner mesh lining for transpiration, removable quilton chiffon liner, Biomechanic protectors, front and back pocket to hold optional chest or back protector. Available in mens cut in black or a ladies cut in black, or

black with white. Available from your local motorcycle shop. 8 HJC IS-16 HELEMET $399 (rubber black) $459 (graphic) Distributor: Darbi Accessories

Two new graphics in the IS-16 which comes with a one touch, three position integrated sun visor. Now available in Rubber Black (a unique application which is superior to other matt black ﬁnishes) and Cycles graphic. Additional features include hi tech removable washable moisture wicking interior and two stage lock down visor closure. Sizes: XS to 2XL. KIWI RIDER 95

96 KIWI RIDER

HOT PRODUCTS ROAD

1 HJC CS-12 HELMET $159 Distributor: Darbi Accessories

HJC’s popular CS-12 now available in Rubber Black, a cost effective option with all the essential features needed in a quality helmet. Available in sizes XS to 2XL. 2 VENTURA BIKE PACK SYSTEM Distributor: Dold Industries

If you need to be able to carry your gear without disturbance to your riding or a hassle to yourself, ﬁt one of these systems and you will never experience either. All Ventura Bike-Pack Systems are custom-made to ﬁt your bike. Simple as that. The Ventura Bike-Pack System is now available for KTM 990 SMT (2009), Kawasaki ER-6F Ninja 650R (EX650C9F) (09), ER-6N (ER650C9F) (09)

2 7

3 VENTURA LIGHT-GUARDS Distributor: Dold Industries

Developed to protect the elaborate and expensive headlight systems ﬁtted to modern motorcycles, Ventura brings you a product that will not only help save you the expense of replacing broken headlights but will also reduce the chance of being stranded on a lonely highway at night.

4 AIROH MATHISSE RS HELMET $477 Distributor: Forbes & Davies

Part of the recently released Airoh helmet range, the Mathisse is a ﬂip-up helmet bristling with features and that unmistakable Airoh style. Constructed from tough thermoplastic, it features an easy to operate opening chinguard, integrated sun screen, removable and washable comfort liner, anti-scratch visor, front ventilation, side spoilers and extractors, a micrometric retention system, and ECE22.05 safety rating. Sizes: XS to XXL.

5 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. AGV K3 ROSSI HELMET $429 Distributor: Nationwide Accessories 6

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. HIR-TH (high resistant thermoplastic) resin shell. Ventilation System Dynamic system with air intakes and rear extractors. Inside padding removable and washable (excluding neckroll). Clear, anti-scratch and anti-fog polycarbonate Street 8 visor. Extra Quick Release System for shield replacement without tools

3 in few seconds. Perimetrical Visor Seal and micro-metric adjustment buckle. Sizes: S - XXL. Colours: Sword, Moto GP, Black Gothic.

5 indicator; Totally enclosed plastic case; Short circuit/reverse polarity protected; Multiple accessories & carry bag.

DUNLOP GPRA-10 TYRES From $285 Distributor: Forbes & Davies

The only Battery Charger with its own self diagnostics! The 24/7, 365 day battery maintainer. Features include: Advanced charger technology; Ultra light, compact, and portable; Won’t harm your battery; Efﬁcient - reduced operating costs; 3 colour LED charge

Designed for small to mid sized sports bikes, the GPRa-10 replaces Dunlop’s proven GPR70. New compounds have been developed for uncompromising grip and traction control on road and track. In this category no other tyre comes close to the GPRa-10 for outright performance and rider control.

BATTERY DOC $135 Distributed by White’s Powersports.

KIWI RIDER 97

98 KIWI RIDER

Pipercross motorcycle air filters are designed specifically for each application and give a noticeable increase in performance, improving both engine power and torque. Fitting straight into the standard airbox, the Pipercross road filter protects your investment so you can concentrate on enjoying it! 2 PIPERCROSS MOTORCYCLE AIR FILTERS WITH RACE SPEC (R) From $147 - $215. Distributor: Nationwide Accessories

Unique to Pipercross, our race specification air filter foam is designed to maximise airflow and performance. Only for use on the race circuit, the race spec filter requires fuelling modifications to take advantage of the increased airflow and to prevent engine damage. 3 PIRELLI ANGEL Distributor: Nationwide Accessories

New generation of sport touring

compound: maximum safety feeling on wet / cold conditions without compromising dry grip. Innovative tread design offers mileage while maintaining an appealing tread design. Visual appearance of the tread changes in the first stage of tire life to reflect the double soul of the product. New front and rear profile tailored to the new generation of sport touring bikes: neutral and smooth handling in all maneuvers.

HOT PRODUCTS ROAD

1 PIPERCROSS MOTOCYCLE AIR FILTERS From $124-$278 Distributor: Nationwide Accessories

MAXIMA CHAIN GUARD From $15 Distributor: Forbes & Davies

Extend the life of your chain and sprockets with Maxima Chain Guard — an advanced chain lubricant specifically formulated for today’s high performance motorcycle chains. It is compounded with the finest synthetic lubricating bases and reinforced with the most advanced anti-wear and extreme pressure additives available. It also contains special additives to prevent ‘fling-Off’ and protect against rust & corrosion. Chain Guard is o-ring safe and also makes an excellent lubricant for all motorcycle control cables. Available in 370gm and 170gm cans.

KIWI RIDER 99

s e k i B m o t s u C & s y e Harl

The Ultimate Shocks for:

LE L, ADJUSTAB E E T S S S E L , STAIN HEAVY DUTY

S TWIN SHOCK

• 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

100 KIWI RIDER

EHAKR002

1 NEO LA BELLA JACKET $339 Distributor: Forbes & Davies

HOT PRODUCTS ROAD

This ultra chic, genuine leather ladies jacket from NEO offers superb fit coupled with premium protection. Features include Cordura panels on sides and inner arms for added comfort, CE rated elbow and shoulder protectors plus high density foam back protector, adjustable waist straps, ample pockets, and Matt Black finish. La Bella comes in sizes S to 4XL in a matt black finish.

2 REPSOL ANTI-FREEZE $26 Distributor: Nationwide Accessories

Protect your cooling system from freezing in winter and overheating in summer. It also prevents damage in the engine by preventing corrosion of the cooling circuit, avoiding the formation of deposits.

9 2

FORCATEX BIKE COVERS From $120 Distributor: Forbes & Davies 3

Keep your pride and joy protected from the elements with one of these heavy duty bike covers. Fully waterproof and constructed from reflective urethane which keeps your bike cooler in summer. There’s an elasticised hem for snug fit, and slots and pocket in front wheel area to ease fitment of locks. They come in 4 sizes – to suit just about everything from a scooter to a full dress tourer.

ZEUS 210C HELMET $169 Distributor: Nationwide Accessories

Pilot style demi jet for urban ride. Fun graphics to blend with current fashion trend. Light helmet with comfortable lining. Colours: Yellow Bee, Matt Black, Matt Brown. Sizes:S-XL

5 TCX SS SPORT FOR WOMAN $399 Distributor: Northern Accessories

Finally a quality sport boot made especially for women. Features: micro ﬁbre lining: AIR TECH breathable Protections: polyurethane heel guard, shin plate with iron mesh air insert and shift pad, polyurethane toe slider; anti bacterial, reinforced sole with speciﬁc grip area. Colour: white. Sizes: EU 35 – 40 . OXFORD TANK ‘N’ TAILOR $140 Distributor: Northern Accessories If you normally like a tailpack, but you need to carry a pillion, you can convert it to a Tank Bag for the day! If you normally like a Tank Bag, but want to clear space on your tank for a longer or sportier journey, you can convert it into a Tail Pack for the day! -Tank Bag and Tail Pack in one without the need for a base conversion kit! 6

1 sprockets will outlast, outperform and outshine the competition. Supersprox-stealth was developed for modiﬁed superbikes – bikes pushing out 600+ horse power, where aluminum sprockets can’t handle the torque. Supersprox have counted 7 world titles and the 2007 Dakar rally winning (Cyril Despres) KTM team, all rely on Supersproxstealth. Available for Honda, Kawaski, Suzuki and Yamaha in Silver, Red or Gold. DIADORA CRUISE TOURING BOOTS $399 Distributor: Nationwide Accessories Feautres include: Leather upper. Veratex tubular lining. Shin and ankle TPU moulded plastic protections. Extra soft polymer padding with memory foam. Plastic gear pad protection. Reinforced front plate. Double

SUPERSPROX STEALTH CHAIN $220 Distributor: Nationwide Accessories Supersprox offer the ultimate Road, MX, Off Road and ATV sprockets on the planet. Supersprox-stealth will last 3 times longer than an aluminum sprocket and it’s 50% lighter than a steel sprocket. We guarantee that our 7

6 velcro and double zip closure. Anti-slippery/ oil rubber sole. TPU Dual Flex and antishock EVA midsole. Antibacterial replaceable footbed with APS (Air Pump System). Sizes: 41 - 47 Colours: Black 9 NEO OUTLAST GLOVES $95 Distributor: Forbes & Davies These Outlast Gloves are cool – literally. There is some fancy technology in the liner that absorbs body heat when you’re hot, and then releases it back when you’re cold. With Cordura and leather construction, they have all the usual armour & abrasion resistance features, plus the Outlast liner that makes them super comfortable no matter what the temperature’s doing. Available in sizes S to 5XL KR

KIWI RIDER 101

WORLD FAMOUS MOTORCYCLES

RED BARON QUALITY AND SELECTION AT AN AFFORDABLE PRICE

OVER 200 QUALITY USED BIKES

1999 2001 1992 1995 1997 1999 2003 1989 1991 1992 1994 1994 1994 1995 1996 1996 1997 1999 2000 2002 2002 2002 2003 2005 2005 2007 1987 1989 1989 1990 1991 1992 1993 1993

APRILIA RS250 APRILIA RSVR DUCATI 900SS DUCATI 900SS DUCATI SS400 DUCATI ST4 910 DUCATI 999S HONDA CBR250 HONDA VFR400 x 2 HONDA CB250 HONDA XL400 TRANSALP HONDA NAS250 HONDA NSR125 HONDA VRX400 x 2 HONDA CB400 HONDA CB250 HORNET HONDA CB250 HORNET HONDA VTR1000F x 4 from: HONDA CB400 HONDA FTR 223 HONDA CB400 HONDA CBR954 HONDA CRF450 HONDA CBR600 HONDA CR85 HONDA VTR1000 KAWASAKI VN1500 KAWASAKI ZXR 250 KAWASAKI ZXR250 KAWASAKI ZZR250 KAWASAKI ZXR750R KAWASAKI ZZR400 KAWASAKI ZXR250 KAWASAKI ZXR250

$8,995 $11,995 $7,495 $7,495 $5,995 $9,995 $16,995 $5,495 $5,995 $4,995 $6,495 $3,495 $2,995 $4,995 $5,995 $5,995 $5,995 $7,495 $5,995 $4,995 $6,495 $9,995 $6,995 $10,995 $3,495 $10,495 $7,295 $5,995 $5,995 $4,495 $8,495 $3,995 $4,995 $4,995

1993 1995 1995 1997 1997 1998 1999 2000 2000 2000 2000 2002 2005 2004 2004 2004 2004 2006 2006 2007 2007 2008 2008 2002 2002 1989 1994 1998 1999 2000 2000 2000 2001 2001

KAWASAKI EL250 x 2 KAWASAKI ZXR400 KAWASAKI EX400 KAWASAKI ZX6 KAWASAKI VN1500 KAWASAKI ZX9R KAWASAKI ZR750 KAWASAKI ESTERELLA X 2 KAWASAKI ZX12 KAWASAKI KX80 KAWASAKI ZX12R X 2 KAWASAKI KX85 KAWASAKI Z1000 also 04 KAWASAKI VN1600 KAWASAKI ZX10R KAWASAKI KX250F KAWASAKI VN2000 KAWASAKI ZX6R KAWASAKI ZX14 KAWASAKI KX250 KAWASAKI KX250R KAWASAKI VN900 KAWASAKI NINJA 250R KTM 125SX KTM LC4 SUZUKI BANDIT 250 SUZUKI VS400 SUZUKI SV400 SUZUKI BANDIT 250 SUZUKI TU250 x 2 SUZUKI GSX1300R 9,897 mls SUZUKI GSXR1300 SUZUKI GSXR1300 SUZUKI GSX1200

$3,995 $7,495 $4,495 $7,495 $6,995 $8,995 $7,995 $4,995 $12,495 $2,995 $10,995 $3,495 $10,995 $13,995 $9,995 $5,495 $16,495 $10,995 $12,995 $6,495 $6,495 $11,995 $6,795 $4,995 $8,495 $4,495 $4,995 $6,495 $5,495 $2,995 $12,995 $11,995 $11,995 $6,995

2001 2001 2003 2003 2004 2005 2006 2007 2006 1990 1990 1991 1991 1993 1993 1994 1995 1995 1995 1996 1996 1997 1999 2000 2001 2001 2002 2002 2003 2004 2005 2006

SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI SUZUKI TRIUMPH YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA YAMAHA

GSXR1000 $11,495 GSXR1300 $11,995 A100 $1,750 AX100 $1,895 GSXR1000 K4 $9,995 RM250 $6,495 LS650 $5,495 DL1000 V-STROM $12,495 ROCKET III $26,495 FZR250 $5,495 SRX400 $4,995 FJ1200 $5,995 ZEAL 250 x 2 from $3,995 FZX750 $6,995 SRV250 x 2 $3,995 XJR400 $3,995 YFS400 $3,995 XV1100 X 3 from $6,995 TRX850 $6,995 XJR400 x 2 $6,495 SZR660 x 2 $6,995 SRV250 $4,995 XVS1100 $8,995 XVS400 $7,495 R6 $10,495 R6 $9,995 BT1100 $9,495 XVS1100 $10,995 VXS1100 35500kms $11,995 YZFR1 $10,995 R6 $12,495 WR450 MOTARD $8,995 Stock Available as at 31/7/09

FOR THE BEST QUALTY – MAKE SURE IT'S A RED BARON BIKE WARRANTIES AVAILABLE ON ALL USED ROAD BIKES

RED BARON 250 LEARNER BIKE PACKAGES FROM $2995 INCL FREE PACKAGE VALUED AT OVER $600

299 Great North Rd, Grey Lynn, Auckland. Ph 360 7700 www.redbaron.co.nz

NOW OPEN

7 DAYS

OPEN WEEKENDS 9:00AM - 4:00PM

MOTORCYCLE ACCESSORIES SUPERSTORE

HHEEL L MEET TSS RERDEDUUCCM EED D UUPPTTO O

% 5500% OR M

BEST RANGE BEST BRANDS Visit us on the Internet at www.cycletreads.co.nz

OR MO ORE! RE!

BEST PRICE REGISTER ONLINE TO GET YOUR

YOU JUST LIFTED THE LID ON OUR “SKID LID LIFT OFF” SALE! SHARK PRICES SHREDDED! Huge reductions off World famous Shark helmets. Top rated for safety and comfort. Off-Road and Road models priced from $149 with some at half RRP or less!!!

- HELMET PRICES SLASHED - START YOUR COLD KIWI EARLY... Ridiculously cheap name brand helmets at prices so crazy that you’ll think we’ve taken a knock on the head!

GERMAN HELMET PRICE ATTACK Innovative German technology and manufacturing at it’s best. Special deals on these world class name brand helmets designed for optimum safety and superior comfort... buy now at never to be repeated prices!

BECOME A COLD KIWI LEGEND We’ve got a helmet bargain to fit anyone and everyone including youth off-road, MX, road, flip-fronts for touring, open face, racing models and more...

WANTED: BIKES NEEDING WORK Our workshop is open 7 days for WOF’s, service, repairs, and accessory fitting. Bookings required (excl. tyres and brake pads). Mention this advert and Save $10/hour off our regular labour rate for pre-booked work (Offer not available Saturdays).

SAFETY TIP: A helmets lifespan is 3-5years. Any chips, scratches, knocks, chemicals, UV-rays and heat can compromise you skid lids ability to protect your head. At these prices there’s no excuse for not upgrading NOW!

YOU’D BE CRAZY TO MISS THESE SAVINGS

Note: Minimum one hour labour charge applies.

We’re putting on a special “Boys Only” Pre-Cold Kiwi Night at Cycletreads on Thursday 3rd September from 7:00pm. Come along for drinks, DVD’s, prizes and entertainment... plenty of bike talk plus loads of RED HOT BARGAINS!

Registered for the Cold Kiwi? Then ride on in and buy a new rear tyre. We’ll take your old one to the Cold Kiwi, refit it for the burn-out competition and, if you win, you’ll not only become famous but we’ll award you with another new rear for your effort!!!

THIS GEAR HAS GOT TO GO... Huge clearance of discontinued lines to make way for new season stock. Get in quick and check out the bargains. 15% off Pro-Grip Goggles, Spidi and Sidi 20% off 661 Boots, Protection and Helmets Plus much more in store...

NZ’S BEST TYRE DEALS! Sports sets from $349 Touring sets for $449

FREE FITTING AND BALANCING IN-STORE OR DELIVERED FREIGHT FREE ANYWHERE IN NZ

Dirt sets for $129 Adventure sets from $259

Cycletreads Workshop is Open 7 Days - We are well known for our tyre fitting service, which is available anytime, but we also carry out many other services for today's busy riders. Bookings are essential for other workshop services (you can book on-line if you like). Call us when you need.... ü WOF’s while-u-wait ü Chain and sprocket fitting

ü Mufflers - both Road and Off-Road models ü Brake pads, shoes - including fluid changes

ü Luggage fitting - Yes, we can fit Givi and Ventura systems ü Scottoilers - Auto Chain Lubers for Road & Off-Road bikes

72 Barrys Point Road, Takapuna, Auckland 09-486 2472 or Toll Free 0800-TREADS (873 237) info@cycletreads.co.nz www.cycletreads.co.nz

ü Suspension Tune ups ü Oil and Filter changes

OFF VALI ERS D 14-0 UNTIL 9-09

Hours: Weekdays 8:30am - 5:30pm Late Night Thursday until 7:00pm Saturday/Sunday 9:00am - 4:00pm Please note: Special terms and conditions apply to products and services listed. Details provided on request. Images shown are representative of the products offered and may vary from those on sale. Clearance specials are available on a first-in first-served basis and are subject to a limited range of colours and sizes.

AND Speedway • Hot Rods • New Bikes • Race Bikes • Live Action Arena Merchandise • Trade Show • AND more!

19-20 September 2009 ASB SHOWGROUNDS GREENLANE AUCKLAND www.speedshow.co.nz

Purchase your tickets NOW from

Warkworth’s Hamish Dobbyn has gone green. A long-time Yamaha rider, the 17-year-old will now race a Kawasaki KX250F, joining the successful Fly Team Green outﬁt with Rotorua’s John Phillips, Feilding’s Haki Waller and Taupo’s Nick Saunders as his team-mates.

ter (Cambridge) and my new mechanic Craig Guy (Napier) have been working a lot with me and I’m feeling very conﬁdent ahead of the world champs.” KR

Dobbyn is not one to rush into things, having been a ﬁerce Yamaha stalwart for many years, winning numerous races and earning the respect of championship rivals all across the land. So it came as something of a shock when he announced that he was switching to Kawasaki, barely three weeks before he was due to race at the RoadCraft FIM Junior World Motocross Championships at Taupo.

2009 YAMAHA FAR NORTH ADVENTURE RIDE December 5th and 6th 2009 will be the 16th Far North event for the Britton crew and they promise the same high standards and fantastic riding that they have always provided. To ensure fresh, new riding terrain organisers, Britton Motorcycle Adventures, are shifting the ride base to Whananaki, Northland. The ride will be based at beachside Whananaki Holiday Park on Northland’s east coast, just north of Whangarei. The venue offers ers a variety of inexpensive accommodation options ns including camping, powered sites and a few cabins. The ride will be held over a huge variety of fresh terrain never used before on an adventure ride. Britton Adventures guide and local trail expert, Mike Johansen, is in charge of planning and mapping the route, and is justiﬁably proud of the course he has put together. The route features several coastal properties, a huge variety of riding terrain, and some spectacular views. Suitable bypasses will be in place for Big Bikes and pillions and there will be plenty of options for smaller dual-purpose trail and enduro bikes. Bikes must be road legal and riders require a driver’s licence endorsed for motorcycles. To ﬁnd out more visit www.adventurerides.co.nz or give Mike a call on 07 8556132 or 021 2849047

DIRT NEWS AND BRIEFS

DOBBYN GOES GREEN WITH FLY KAWASAKI

Fortunately the young Warkworth rider, and Kiwi Rider columnist, is a quick learner and he says the “Kawasaki is a very friendly bike.” “I’ve been out on the Kawasaki KX250F ﬁve times now and it really feels like it’s my bike now, not a stranger’s bike at all,” said Dobbyn. “Fly Team Green manager Mike Cot-

WORDS & PICS: Andy McGechan Fast-rising local MX rider Hamish Dobbyn has made the move from Yamaha to Kawasaki.

HUSABERG EXPANDS FE RANGE WORDS; Ollie S. PICS: Husaberg After turning the off-road world on its head with the super impressive 2009 FE450, Husaberg is moving into the smaller capacity 4-stroke market with a new FE 390. The FE390 arrives at a time when debate continues on the merits of the various 4-stroke engine sizes from 250 through to 570 and is set to fuel the ﬁre even further. Rumour is that the new FE390 handles just like a 250cc 4-stroke but with more tractable power akin to the 450cc engine without the extra inertia that follows it. It’s going to be hard to believe how

well an FE390 will perform considering just how remarkable the FE450 was with its 70˚ cylinder, low centralised mass and feather weight ﬂick ability. Also due to roll out onto showroom ﬂoors is the new FX450 which is an FE450 without the headlight, blinkers and tail light and featuring closed cartridge forks, a revised rear PDS and a 19” rear wheel to tackle the cross country market head on.

DK WINS AUSSIE VETS CROWN Despite not quite having the start to his World Championship campaign he would have liked evergreen Kiwi motocross rider Darryll King (Yamaha) proved to be the best of the over-40year-olds at the inaugural Australian Vets MX championship meeting at Coolum in Queensland last month. Making its debut at the eighth round of the annual Australian Motocross championship series (which King dominated on his return to this part of the world from Europe, last winning the premier open class title in 2004) the championship support class for over 40s featured not one, but three former Australian champions, King, Glenn Bell and Peter Melton. Despite that DK won all four Vets races at the two-day meeting from Honda rider Bell and Kawasaki man Melton to take the inaugural Aussie title.

Just how well these two bikes will fair in the market place is yet to be seen and as soon as we know any details from KTM New Zealand regarding the NZ release we’ll be sure to let you know. KR

Get down to your local Husaberg dealer and hassle him about the all-new FE390 as well as the other 2010 models. Pics courtesy Husaberg/H. Mitterbauer

AUSSIE CHAMPIONS CROWNED The 2009 Australian Motocross Championship has wrapped up at Coolum, Queensland, with two massive days of racing and four Australian Champions crowned. Jay Marmont (Yamaha) rode to victory in the Pro Opens class, taking out this second Australian Pro Open Title

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in aas many years with his teammate Cheyne Bo Boyd (Yamaha) unable to break his strangleh hold on the number one plate. Meanwhile iin the Pro Lites class, Matt Moss (Suzuki) rode smart and with his comfortable points lead former champ, Luke George (Kawasaki), was unable to catch him desspite winning two of the motos. Luke Styke (Yamaha) continued his domination of the (Y Un Under 19s class taking two of three race wins on tthe weekend. In the Women’s Championship young Tori Dare (Yamaha) has won her first senior Australian Women’s Motocross Championship ahead of 2008 Champ Kristy Gillespie (KTM). Dare took out three of the four motos with Gillespie only managing to steal one from the 2009 Champ. YAMAHA AND CAIROLI PART WAYS Incredible as it sounds Yamaha and World MX2 champion and this year’s MX1 championship points leader Antonio Cairoli have announced a parting of the ways at the end of the year. Though Yamaha stressed that it would continue to offer full support to Cairoli’s campaign this year that was it as far as Cairoli was concerned. Behind the scenes it would appear that the Sicilian has signed a lucrative deal to ride for KTM next year on – it gets better – an all-new linkage rear suspension (i.e. non-PDS) bike. Adding even more intrigue to the situation is the fact that it would appear that team boss Claudio De Carli is going with Cairoli... meaning Yamaha will have one less team on the World Championship trail in 2010. MADDISON FLIPS OVER TOWER BRIDGE Hot on the heels of his gravity-defying ‘step-up’ and step-down’ jumps in Las Vegas on New Year’s Eve, Red Bull-backed Australian Freestyle MX Robbie Maddison has just successfully completed a no-handed back flip over London’s Tower Bridge. Impressive enough a feat to be deemed worthy of network news coverage here in New Zeeland last month, the stunt was performed to promote an upcoming X-Fighters event in London with Maddison taking to the air at 2.55am on July 13 and soaring 30 metres above the Thames. The key to the success of the jump was the angle of the movable (bascule) sections of the bridge which can be raised to allow ships to pass under it and lowered again for everyday traffic use. Which is all very well, but Maddison’s compatriot Cam Sinclair proved just how dangerous this sort of carry-on can be when he suffered serious injuries after coming up short on a double-back flip in Spain…..

WORLD JUNIOR CHAMPS ARE HERE

WORDS & PICS: Andy McGechan

we may never see again.

This year’s Junior Motocross World Championships in Taupo – on August 1516 and just as this issue of KR was being distributed around the country – should be a real eye-opener.

That’s what perhaps throws the biggest spotlight on Kiwi squad members such as Cam Dillon, Kayne Lamont, Dion Picard, Hadleigh Knight, John Phillips and Jonathon Martelli.

The RoadCraft-sponsored FIM event has attracted a broad swathe of top junior riders from all over the world, some who will, in just a couple of years, probably take over the top spots in the factory teams of the motocross world championships or AMA national series.

Those riders more than most can regard Digger McEwen as their own backyard.

The big question in this neck of the woods, of course is how many of the 24-rider New Zealand junior world championship squad will make it to the start line at Taupo in August? PLENTY OF POTENTIAL We’ve screened our talent and ﬁltered the riders down to the absolute cream but now can Hamish Dobbyn, Matt Hunt, Cam Dillon, Mitchell Rees or Ethan Martens, for example, survive the rigorous qualifying that is still to come at the event itself? New Zealand is privileged in that, as the host country, we can ﬁll up any empty spots on the start line and we are also in a favoured position because we will be on our home turf, on a track we all know like the back of our hands. The Kiwi squad has been training hard at Digger McEwen and we must now, surely, know every bump and crease intimately. HUGE SUPPORT When the qualifying process begins, we know that our riders will have a huge support base, plenty of mechanical assistance, they will be used to the climate and language, the money and customs and some will even have the luxury of being able to sleep in their own beds at night. All of this adds up to a huge home advantage, an advantage the likes of which

106 KIWI RIDER

But outstanding promise, too, could be expected from riders such as Campbell King (Brighton), Micah McGoldrick (Rangiora), Brandon Tipene (Auckland) and Logan Blackburn (Tauranga), who each took titles or ﬁnished on the podium at the national junior championships, at the same Taupo track, in April. Perhaps we will be able to add a few more names to that impressive list after August. NEW ZEALAND SQUAD 125cc class: Cameron Dillon (Taupo), Craig Smith (Christchurch) Ethan Martens (Waitakere) Hamish Dobbyn (Warkworth) Isaiah McGoldrick (Rangiora) (reserve) John Phillips (Rotorua) Jonathan Martelli (Reporoa) Kayne Lamont (Mangakino) Kieran Scheele (Elsthorpe) Matt Hunt (Gisborne) Mitchell Rees (Whakatane) Sam O’Callaghan (Cromwell) (reserve)

85cc class: Aiden Kiff (Silverdale) Brandon Tipene (Auckland) Callum Moore (Featherston) Campbell King (Brighton) Courtney Duncan (Palmerston, Otago) Dane Russell (Ngaruawahia) Dion Picard (Atiamuri) Garth Amrein (Katikati) (reserve) Haki Waller (Feilding) James Anderson (Foxton) (reserve) Logan Blackburn (Tauranga) Micah McGoldrick (Rangiora) KR

WORDS: Ollie S. PICS: Kawasaki

Within a nano-second of the Kiwi Rider August edition hitting the shelves last month the official press release from Kawasaki’s Off-Road division literally slam dunked itself at KR head quarters. Last month we let rip and speculated upon rumours found from every corner of net knowing full well by the time you get to read this month you’re receiving true etched-in-stone facts straight from the horse’s mouth. Kawasaki produced a remarkable assault on the market with their 2009 models, particularly their two venomous 4-stroke race bred motocross machines. Their KX450F stole the limelight with its well versed fuel injection and an overhaul of updates whilst the smaller quarterlitre KX250F rocket ship showed even more potential than the 08’ model. Will Kawasaki’s 2010 updates to their most important off-road machines make the grade to keep their success rising high above critics’ heads? 2010 KX450F Fuel injection over the Keihin FCR carby in 2009 totally transformed the KX450F into a valve rupturing monster – figuratively speaking. For 2010 fuel injection is back, and with a few tweaks within the engine and chassis, the KX450F deal may just be that much sweeter between the knees. Much like the upgraded piston included in the KX250F the KX450F uses the bridge-box bottom piston; a claim Kawasaki say is a first in mass production. It achieves the same performance gains as mentioned with the KX250F and like the quarter-litre rev box Kawasaki engineers have introduced a stainless steel exhaust pipe. Only two reasons come to mind regarding the SS unit over Ti; 1 Kawasaki opted out of titanium due to cost or 2, and very true, they’ve found performance gains in better heat dissipation from SS that titanium can’t match. Other areas of interest are revised intake timing, a wedge-shaped crank web for better engine balance and smoother power delivery, and the most interesting a new crank

From the top we have the ’10 KX450F, then heading down the page the KX250F and ﬁnally the KX85 Big Wheel.

with slightly higher inertia mass to aid traction. The clutch lever also gets a makeover for a reﬁned lighter pull and clutch internals improve feel and control over the 09’ model. Thicker, wider and longer radiators ensure the KX450F stays cool with the extra length adding to rigidity. Like the 2010 KX250F all the important suspension internals receive Kashima coating and the Uni-Trak suspension system mounts below the swingarm allowing a longer rear suspension stroke. Styling gets the upgrade to match the factory tuned and orientated style of Villopoto’s machine and remains harmonious with the rest of the 2010 Kawasaki range. As an optional extra Kawasaki offer a calibration kit to allow

YEP, NOW IT’S AN ELECTRIC MX BIKE With all the environmentally-friendlyy green bullshit that is ﬁlling the car pages in our local newspapers and magazines at the moment it was only time before someone came up with an electric motorcycle...This one’s a bit different though in that it is an electric MOTOCROSS motorcycle. Made by a guy called Phil Wilkinson in Santa Cruz in the United States es the ZERO electric off-roader is currently doing the rounds of world motorcycle shows and this month is in Australia on display at the Bendigo show. Bizarre as it may seem there is a whole range of ZERO bikes and if this story has tickled your fancy you can ﬁnd out more by logging on to www.zeromotorcycles.com

DIRT NEWS AND BRIEFS

NEW KAWASAKIS BREAK COVER

‘BUBBA’ TO RACE IN OZ In a major coup for Super X and the sport of Supercross in Australia, promoter Global Action Sports has announced that current world supercross Champion, James ‘Bubba’ Stewart, will make the trip to Australia to take on his biggest rival and Australia’s dual world Champion, Chad Reed, at the final round of Super X in Brisbane on December 5. The two supercross stars have only ever raced against each other in North America and will go head to head in Australia in what will be the biggest supercross race ever held outside of the North America. The Super X series finale in Brisbane (Hamilton hosts the penultimate round of the series a fortnight before) will be the first time the rivals will race against each other since the final round of the AMA Championship in Las Vegas in May where Stewart reclaimed the world championship. It will also be the only time they will race before the 2010 AMA series so both riders will be chasing the confidence boost that would come from a win. MORE CRUSTY DEMONS MAYHEM – GUARANTEED! Expect more and better Crusty Demons events in our neck of the woods as the US-based company behind the FMX-based events joins forces with Dainty Consolidated Entertainment as new Australian and New Zealand tour partner. Together CDTH and DCE will roll out Crusty Demons tours across Australia and New Zealand until at least 2015. DCE is the company of Paul Dainty, who has been a cornerstone of the Australian entertainment industry since 1972 and of late has recently been responsible for major concert tours such as the Rolling Stones, Guns ‘n Roses, Bon Jovi, Nickelback and Iron Maiden as well as local World Wrestling Entertainment events. Crusty Demons owner and founding member Jon Freeman said of the partnership with DCE: “Fleshwound Films, LLC is thrilled to be entering this long term partnership with

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DC Paul Dainty’s reputation for producDCE. ing and promoting some of the biggest in cconcert and sports entertainment events in Australia and New Zealand is unrivalled and we see DCE as a key ingredient in revamping the Crusty Demons live shows ffor our fans.” JO JOIN ROSCO AND CO. IN STH AMERICA Why not join Rosco Pennell and friends on ttheir next trip to South America? Rosco’s next High Andes trip is on March 08-April 15 2010 and takes in Chile, Argentina, Bolivia and Peru. As you may well have gleaned from reading Rosco’s stories in KR, these are real Experience of a Lifetime trips. The ride begins and ends in Vina del Mar – Chile and Rosco’s organisation ships your bike to and from New Zealand. Cost is just $9980 plus shipping and air fare and for more information the best thing to do is ring Rosco on 0-9-406 8808 or e-mail him at Rosco.rr@ihug.co.nz You can also ﬁnd out exactly what previous rides have been like by logging on to Rosco’s blog a www.mytb. com/rosco-p KTM BIG SKY UPDATE Both preparations and entries are coming along well for the 2010 Big Southern Sky Adventure ride to be held from February 27th to March 1st starting in Oamaru and ﬁnishing in Queenstown. This is a multi-day southern tour including many scenic highlights some well known and some not so well known but all great fun on a big adventure bike For further information and contact details go to www.highcountry.co.nz YAMAHA’S ULTIMATE ADVENTURE The annual Yamaha South Island Safari is hard to top, but Britton Motorcycle Adventures reckon they have found the way. Add on an extra four days of riding! Designed to run immediately before the Safari from January 4-7, the Yamaha Ultimate Adventure gets riders to the Yamaha Marlborough Sounds Safari a day prior to the start, delivering a total of seven days of adventure in a two event combo, with a day off between the rides. Accommodation will be in comfortable hotels or motels with all meals provided (cooked breakfast, picnic or station lunch, two course dinner). A back up vehicle carries all luggage. Call Mike Britton on 07 8556132. Mobile (021) 284 9047 for details, or go towww.adventurerides.co.nz

the owner to personally adjust engine characteristics. The ‘09 KX450F was a bit of a wild child when ridden aggressively out of corners, it’s going to be fascinating to see how the new piston, modiﬁed engine internals and extra crank inertia effect the KX450F’s monstrous power output. 2010 KX250F Enhancements towards the 2010 KX250F are best aimed at engine reliability and more power. A completely new bridged-box bottom piston offers improved durability and reliability while greatly enhancing performance. New piston shape also reduces piston pin length reducing reciprocating weight making for a quicker rev and reducing lost power through mass. Sadly fuel injection never made it to the KX250F this year, unlike prototypes operating in Japan. Nevertheless the Keihin FCR will still deliver the goods.

For 2010 there are no major surprises. The engine, suspension, brakes and drive train all remain virtually the same as the 2009 model with the biggest enhancement coming from a massive overhaul in the graphics package. The trick black rims and full factory coordinated colour scheme give the 2010 KX65 the same aggressive look of the big KX motocrossers. KR

Other updates include a wider stronger 19mm big end bearing, larger dogs on 3rd and 4th gears, thicker wider radiators for enhanced cooling and a stainless steel pipe for increased durability. On the chassis side the new rear Uni-Trak suspension mount system allows for a longer rear suspension stroke, Kashima coating featured on all major slide and friction systems in the suspension whilst revised suspension settings greatly aim to improve overall balance and performance. To ﬁnish it off factory styled raceorientated components make the 2010 KX250F stand out over last years ‘09 model with a new graphics package, new front and rear brake petal discs and black alumite coated rims. 2010 KX85 & KX85-II Much like the aggressive KX65 both the KX85 and KX85-II (or big wheel) have seen minor updates from the previous 09’ models. Keeping in tune with the KX65’s graphics overhaul both 85’s receive the same look as the big KXF’s with a trick factory graphic and plastic race ﬂavour and black rims. Great suspension, powerful brakes, perimeter style frames and a race tuned engine keep the KX85 range an aggressive package for 2010. 2010 KX65 More common than an F-rated kitchen

108 KIWI RIDER

full of festering cockroaches is the widely regarded KX65. It’s been round for several decades and has been the learning platform for several dozen handfuls of the world’s fastest riders, not to mention the trusty stead of so many budding junior riders both on the track and in the bush.

Key change to KX450 and 250F models is inside the engine cases where a new bridge-box bottom piston is mounted to the conrod. Outside the cases the 250F retains a carb for another year (like Yamaha’s ’10 YZ250F) while exhausts are now stainless steel and radiators are bigger for better cooling

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FIRST PERSON BEN TOWNLEY

Ben Townley is New Zealand’s most successful recent motocross export. But you haven’t been hearing much from him – not even here in KR where he’s been a regular contributor since his Jnr MX days – for a while. There have been a myriad of reasons for that as Dirt Ed Ollie Sharp explains. WORDS: Ollie S. PICS: (c)Simon Cudby/Red Bull Photoﬁles

BEN TOWNLEY

FROM THE GROUND UP Right now Ben Townley is in maintenance mode quietly renovating the foundation that to date has delivered some of his most outstanding performances.

only for the severity of his situation to ﬁnally hit home – no matter how hard he pushed, his body needed more time to recover.

After clinching a World MX2 Title in 2004 BT went on to win an AMA Supercross Lites East Championship in 2007 then looked poised to secure the AMA Lites Outdoor title in the same year only to be pipped by Ryan Villipoto.

And so Ben and his wife Lucy ﬂew home to get out of the spotlight, sort mind, body and soul, and begin the long, arduous journey back to full race ﬁtness. Which gave me the opportunity to sit down with Townley to discuss the grand plan, his rehabilitation, future talent and the state of New Zealand racing.

That was a year many MX fans both here and around the world will never forget; the battle between Villopoto and Townley provided us with some of our best memories of BT despite the title ﬁght ending up going Villiopoto’s way. However, shortly after signing with Red Bull Honda to race the all-new 2009 CRF450R, Townley hit the biggest wall of his career and made the hardest decision of his life. A busted wrist, a shattered heel bone, and a troublesome shoulder rearing its head from the past, meant his debut for Honda had to wait. Then, following a lengthy recovery period of light training and grinding rehab, Townley attempted to rejoin the AMA professional circuit in late December 2008. Triumphant in spirit Townley battled through pain with a never-say-die attitude

KR: So BT, since the summer of ‘07 it’s been a tumultuous roller coaster of setbacks and pure hard work that at times must have seemed potentially devastating to your career. Shed some history on life as Ben Townley and the affect on your state of mind? BT: “2007 was a pretty good year. I got to a level of riding along with the likes of Ryan Villipoto, James Stewart and Ricky Carmichael, that was levels above anyone at the time in America or even Europe. It was a level I never dreamed of getting to and now I don’t want to go and race anything but. And that’s probably what I’m going through now you know. I want to race that speed again and I can’t do it in my current condition and the only way to ﬁx that was to pull myself out of competition and focus

Ben Townley – back home in his beloved New Zealand until his body is ready for another full-on assault on the world MX scene (photo credit in this case Shane Rice, Rice Photography)

on my shoulder. In the beginning it was a shoulder injury at Budd’s Creek in 2007, which at the time the doctors thought was an AC injury, but it turned out to be the same injury I have now – only it was misdiagnosed back then. I basically had a Cortisone injection to relieve the pressure and returned to New Zealand to heal. In my ﬁrst year back with Honda I was testing Supercross and landed so hard I shattered my heel bone through such an intense impact with the ground under complete compression. I then pushed through all the rehab with my heel, and upon getting back on the bike for Honda, the Cortisone injection in my misdiagnosed shoulder injury had worn off. I didn’t realise it at the time, but by last March it started bothering me more and more. I spent March and April ‘08 trying to ride through it, then I fell a couple of days before the ﬁrst AMA national last year and injured my wrist. Because of my injured right shoulder and wrist, the right side of my torso was only at 50% of what it should have been. After KIWI RIDER 111

FIRST PERSON BEN TOWNLEY

Might as well use them. Personal sponsor Red Bull commissioned top US-based British photographer Simon Cudby to take the shots of BT you see on these pages to celebrate his signing with Honda’s US MX team.

racing the ﬁrst two rounds it was obvious I needed the wrist surgery as I wasn’t going to achieve the speed that I needed at that stage. Fast forward another six months after all that rehab, I got back on the bike only to be left devastated – I didn’t feel any better. That’s when I knew it was more serious.”

collect a pay cheque. I still have a great relationship with all of my sponsors, some of them have been with me for years and will be there with me on the other side of this period too. Red Bull has been a really loyal sponsor over this period and that means a lot to me. As far as a bike brand for the future, my hands are free...”

KR: Breaking that news ofﬁcially to the Honda team and sponsors must have been a huge deal for everyone let alone yourself......

KR: I can only assume you had an excellent support structure in America and Europe, why the return to New Zealand to rehabilitate here, it’s so far away from that part of your life?

BT: “It was so hard to admit to everyone that after going through the heel rehab and wrist surgery and stuff, that there was still something wrong and then to properly admit it to myself. It was too important to keep ignoring; it had been left long enough. Things like placing a coffee cup in the cupboard or lifting rehab weights became an issue, let alone riding. I got to the stage (in January this year) when I thought this is not going to work so I basically gave myself an open book on the situation. I told all my sponsors and they were all cool about it and that’s where I am now. I had the shoulder surgery and the doctors are 99% sure that they’ve nailed what the problem was; only time will tell I guess.” KR: With your injury, what’s your relationship now with Honda, are you still bound by a contract or are your hands free? BT: “Well I still have a great relationship with them, it took a lot to make the decision I took in the end and they respected me for being honest and up front with them about it and not just hanging on to 112 KIWI RIDER

BT: “Yeah it’s mostly the bigger picture for me you know. I miss home so much. When I left New Zealand I was like 16 and I couldn’t wait to get away. But as I’ve grown older now and I’m married and stuff, I miss my family and friends. If I’d carried on racing in Europe till I was like 30 or something I wouldn’t have needed the time back home as I do now. But racing in America is seriously hard, the season basically begins November 01 for Supercross training till December, racing from January to April, then you’re straight into the Outdoors from May to September with only October to recuperate. I guess I must be a Kiwi boy, I missed New Zealand so much whilst in America and I just love being at home, it’s so relaxing. In America I had obligations to my sponsors who always wanted me at the races or dealerships and I didn’t really want that with the injury woes I was having. I need time. I wanted free reign on whatever Ben Townley wanted to do and that’s being back home

with no obligations right now.” KR: What’s your connection with Tauranga then, why not Taupo at this stage? BT: “Yea I usually work with a physiotherapist in Taupo, she’s an expectant mum now so she just isn’t able to offer the heavy hands-on approach needed for rebuilding my strength and everything that goes with complete rehabilitation. Coming to a mutual understanding I looked elsewhere for the best chance of recovery. Knowing my rehab demands Nicky Urwin put me on to a lady here in Tauranga who has experience with developing rehabilitation plans for motocross athletes. She has the time to dedicate to the heavy physiotherapy, pool and gym requirements. Rehabilitation is basically my whole life now and it’s hard going; not only for me but for Lucy (my wife) as well because my whole life and focus revolves around my shoulder. My rehab’s meant to take me through to at least October.” KR: Once October hits and things have progressed nicely, the rehabilitation has gone to plan and there are no further hiccups in the recovery of your shoulder what’s in the pipeline? BT: “Grab a bike and get back into nationals. The ultimate goal for me right now is to be on the start line of the ﬁrst round of AMA Outdoors next year. I’ve only done two races in the last two years so that’s a lot of gate and race time I’ve missed. Right now it’s a matter of getting back into the swing of things in New Zealand. I plan to hit the riding a lot harder in January focus-

KR: Is racing in America going to be your only focus? I mean is AMA going to be the only series you stick to or is there a chance you will head back to race Europe? BT: “Definitely not, more of a grand plan for me is to race internationally. I’d definitely like to be committed to one series; one of the most exposed series whether that’s AMA Supercross, AMA Motocross or World GPs. I would be committed to one of those per year but not necessarily be racing all year in the northern hemisphere. It’s going to be difficult to get back to that level of racing considering my lengthy time off the bike. I’m so motivated to race and so excited about what’s happening down in this part of the world and from my perspective and like I said earlier I just love being back at home.” KR: Stepping back to the New Zealand racing scene; it’s generally known both you and Josh Coppins have kept, as your schedules have allowed, a close eye on the development of the sport back home. So much constant annual change to the New Zealand motocross series has in some ways hindered the growth of the sport when at a time it started to look fairly promising. In the past couple of years no matter how hard some groups and individuals have tried, it seems to be stuck in a rut. BT: “Yea, from my point of view there has definitely been a slide in the series. I know I haven’t been directly involved but from

the outside I can remember the nationals from years back, when they were run in the summer. I always thought the New Zealand champs worked better in the summer – I think I’ve written about this issue in previous columns. There are so many good things going for a summer series; the spectators, from the sponsors’ point of view if television coverage is going to be involved, and even for the riders as it easier to train in the summer months. Obviously tracks with full watering facilities will be needed but there are plenty of them capable of managing that task these days. Take Woodville for example, it’s held at the end of January during the hottest time of the year and can be muddy and it’s not even a permanent event. It’s worthless for television coverage and sponsors if the tracks are mud bogs or dust bowls; tracks need to be in perfect condition for the spectators to come, the television coverage to make the most of and the sponsors to reap the highest exposure. The same goes for New Zealand riders using the national series as their bread and butter and as a launch pad to their international seasons. Guys like Michael Phillips, Scott Columb and Mason Phillips who are trying to reach the next level rely on a prime national series to make the most of their international conditioning. Guys like Darryll King, Shayne King and Josh Coppins back in the day used the summer nationals as a really good launch pad to the start of their international season. I’d love to see the New Zealand motocross nationals move back to the summer.” KR: How about regulating events into proper seasons? I can’t ever recall being able to honestly answer someone asking me when the season actually started and ended.

A nagging shoulder injury meant BT never really got to ride Honda’s CRF450R in anger

BT: “The whole grand plan of offroad MX in New Zealand is scattered ed everywhere, there needs to be sea-sons setup. I mean I bet there are a whole lot of riders out there riding, but struggling to hit every event as every event is spread across such a huge gap. So setting up seasons and regulations of when we can have major events caters for the pro o guys whilst club racing keeps the door oor open for beginners and intermediates to get a lot of their race time. Another event in massive decline in NZ MX is Supercross. It’s had such a huge drop over the last couple of years and it’s a really important part of NZ motocross racing, and equally important for the proﬁle of the sport and our riders. Supercross is such an excellent way to get punters who aren’t enthusiasts along to motorcycle events. It’s something that I would really like to be involved with, lifting the proﬁle of Supercross in New Zealand, although at the moment I’m really only focused on getting my shoulder back to 100%.”

FIRST PERSON BEN TOWNLEY

ing on ﬁne-tuning technique and working on my skills. After that I plan to spend April and May getting ready in America. Just acclimatising really – the nationals are just so hot in America so I need to make certain I’ve given myself the chance to get used to it. That’s the grand plan but it really depends on how my build up goes and what I get set up with for next year.”

KR: I’ve brought this up in an interview with Josh Coppins in the past; it’s fairly important for many young riders to realise just how much determination, focus and dedication is needed to get even remotely close to their dreams. Josh Coppins’ entry into the European scene was no small feat; he invested a five figure sum into something that could have ended in a heartbeat. He worked his butt off, chased the results and eventually climbed the GP ladder. Were your early years as a young racer in Europe the same? BT: “No, no they weren’t and that is something I am very, very thankful for, because he helped create my opportunity. Josh had to do what he had to do to get where he is now, to kick-start his career in that way and that’s a huge testament to JC. To have so many obstacles like that and then overcome all of them, it was such a huge sacrifice. I didn’t have the same figure from the outset. I don’t think a lot of people know but Luke Burkhart was asked to do that ride I ended up with in 2001 and it really just happened by chance. I don’t know if something like that will ever happen again in New Zealand, I mean I hope it does but....I was just given an opportunity based on my results and took it with open arms and that’s what kick-started my career into Europe really. Ultimately I never even thought about going to Europe. At the time I focused on Europe but my heart was set on making it to America and basically going to win an outdoor title. I spent so many hours watching taped videos from my nana of racing in America. That’s basically all I wanted to do, so going to Europe KIWI RIDER 113

FIRST PERSON BEN TOWNLEY

Parting shot? Not likely. Not with BT anyway.

was deﬁnitely a step towards my dream but it wasn’t necessarily, in the beginning, where I wanted to go.” KR: 2001 feels like a long time to not have any other Kiwis follow in your footsteps. Are you surprised that there hasn’t been another young racer that’s come through and followed a similar path to you or JC or the Kings? Is it a matter of stepping up to the plate or just being given an opportunity? BT: “Yeah um....if you’re given the opportunity you still have to step up to the plate. More comes down to stepping up to the plate. I haven’t been around New Zealand motocross lately but my Dad is still heavily involved in it and obviously I hear what he says. I think it’s going to take more than what the younger generation are doing. I mean I’m still relatively young, but to break through to a professional it’s going to take more at a younger age for these guys to start learning the ropes of being a professional. I always had that dream and told my family that I had that dream so we were always learning and looking at training techniques etc. You need to have put it all together when you’re in New Zealand to be able to step up to the world stage. What I mean when I say step up is speed. It really is your objective, but at the same time you have to develop as a professional. Since being back in New Zealand I’ve noticed there are a lot of these kids who are going to have to learn the other side to riding a motorcycle. Learn what it takes to do what Shayne and Darryll did and then Josh and even myself did. It’s a huge step and it’s not just about speed, it’s about being on the other side of the world and being able to survive.” KR: Do you think it’s harder now, harder for an aspiring racer to get to Europe? BT: “Nup ahh...well there are things that are harder now and things that aren’t. It sounds ridiculous, but imagine if Shayne and Darryl had a navigation system when 114 KIWI RIDER

they were travelling through Europe, how much easier would that of made life? These days you can get around Europe with your eyes closed. But yeah maybe it’s harder to get into GPs, but then look at the European Championships now, they are so well recognised; it was only a month or so ago that Michael Phillips was running top 10, so harder, no. A lot of these people need to do more research, yeah you have to dream, but do the research as well so you can put all the pieces of the puzzle together.” KR: So if you were talking to that person right now with aspirations of making it to Europe or America what path do you suggest that take? You know, is it a New Zealand title then an Australian title and then head off? BT: “Yep totally. The Australian championships have a huge proﬁle; just look at Daniel McCoy, the Moss brothers, Dan Reardon etc. Basically look back 24 months and it speaks for itself really. The New Zealand title is deﬁnitely a stepping stone for Australia but as far as racing for an Australian title it’s another step up and experience you need. Also having excellent Supercross skills is a big part of it. The marketing side of the Australian titles is huge and getting to experience those things is a huge advantage for going to America or Europe. People ask is it different to when you did it or when Shayne and Darryl did it, and no it’s not really, as Europe and America move on so do New Zealand and Australia.” KR: I think some may overlook crossing the ditch for the Australian Championship now which in many ways can be a detriment, choosing instead to head straight off to Europe or America. BT: “Yeah I think it can be a detriment to some people. I’m a big believer and I think Josh will probably agree with this now too. He raced in New Zealand and Australia a lot, with the likes of Andrew McFarlane, and

they both won the odd international. Winning in Europe is a big thing and until you’ve experienced it you don’t know the benefit. You can’t keep that motivation and level of commitment going endlessly without the ultimate reward. That was a huge part of my career in 2001. I had a steep learning curve and in 2002 I was able to reap the rewards of that learning curve. There were really good results and some really terrible results, but all of a sudden when you get that result you change and you’re like “I can do that, I can get that result”. If you can win in New Zealand and then make the transition to being up front challenging for a race lead or be in that group of winners in Australia, then you can justify going to Europe or America. Australia is a big thing now; it has a huge profile and some great sponsors backing the series and something definitely not to be overlooked for racers planning out their career.” And that’s it, interview over and I’m back on the road heading for Auckland head spinning with what BT has been saying. In fact, on leaving BT’s temporary residence in Tauranga post interview I couldn’t help but wonder at the pressure he is subjecting himself to, plus the pressure beaming in from a myriad of external channels both positively and negatively. His shoulder needs a heap of work and until it passes with flying colours, plans for racing internationally are locked in pause mode. There are a number of supporters subtly barking for Townley to head back to Europe and pick up a World Championship. But in a similar fashion just how cool would it be for New Zealand to witness one of their greatest riders pick up a first ever AMA Motocross title – a dream that has eluded Townley thus far? Get the feeling you haven’t heard the last of BT? I do. So I suppose the way to wrap this piece up is by simply saying……watch this space! KR

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LAUNCH REPORT 2010 YAMAHA YZ250F

Ya Yamaha’s new YZ250F is smaller, lighter, t tricker and more powerful than the model it replaces….despite retaining a carby in the face of the eﬁ-equipped competition. KR Dirt Ed O Sharp reports from across the Tasman. Ollie WORDS: Ollie S. PICS: Greg Smith – iKapture WO

116 KIWI RIDER

LAUNCH REPORT 2010 YAMAHA YZ250F

f you look back along Yamaha’s timeline a certain trend begins to emerge. Historically every three to four years Yamaha introduces a new model or a complete model overhaul, never looking back, aiming only to move forward.

The 2007 YZ250F made advancements in geometry, handling and engine characteristics – not to mention reliability standards – from its last model overhaul. Fast forward three generations of minor upgrades to the present 2010 YZ250F and all of a sudden the subtle engine refinements and swingarm ingenuity of 2009 begin to fade into relative insignificance. Yamaha went back to the drawing board, created a new machine out of a new budget and could well have begun a new era in the uber competitive MX2 class. Look out 450s, this thing has the potential to seriously become the complete machine for any rider. With rumours about the YZ450F circulating, Yamaha recently threw a sly launch near Newcastle, Sydney for a firsthand account look – no, not at the 450F – but at the (also completely new) YZ250F which had virtually slipped in under the radar courtesy

the hysteria about reverse port cylinder heads etc etc… CHOP SHOP Rendering a completely new machine from a blank canvas in CAD for 2010 gave way to some fresh intuitive thinking from the Yamaha engineers. In previous years the YZ250F was in some ways a scaled down version of the YZ450F. And whilst it worked, Yamaha weren’t convinced it was the best way to extract every bit of performance from such a highly competitive machine. Taking into account that a 250cc 4-stroke requires more power in proportion to displacement than a 450cc, it was agreed upon that vital changes were made to the engine whilst still utilising the 5-valve configuration head. Amazingly the carburettor was kept, albeit with some integral modifications to the intake venturi and a new airbox was designed for an unrestricted induction of airflow. The new engine also benefits from a new clutch lever ratio, new cylinder head exhaust port, new third and fourth gear ratios, revised cam timing and chromium nitride intake valve stems for enhanced durability.

There is a brand new, unique, bilateral beam frame with new dimensions incorporating a new lower head pipe that sits 12mms lower and seven mms further back than that of the 2009 model. Rake has increased from 27.1˚ to 27.4˚ whilst trail has also beneﬁted by extending from 117.4mm to 119.6mm and reducing overall wheelbase by 3mm. The result? A YZ250F that not only tracks straight but turns on the head of a crotchet needle. Yamaha didn’t stop there either; there’s a new seat and tank, new subframe, brand new rear shock, upgraded fork internals, new engine mounts, new smaller oil catch tank, new front fork protectors, new bodywork that resembles the head of an arrow and a new radiator position. Not forgetting the new fuel tank which now sits lower and between the upper beams of the bilateral frame to dramatically improve balance through mass centralisation. Then there’s the new exhaust pipe which now includes a shorter (by 55mm) mufﬂer whilst retaining the same 94dB limit . . . and KIWI RIDER 117

LAUNCH REPORT 2010 YAMAHA YZ250F for a ﬁrst in Yamaha’s books in a while, it doesn’t retard the glorious sounding engine to the sound of a wheezing horse.

Yamahas that preceded it – enhanced by the offsetting 4-way adjustable bar mounts.

In fact it has quite the opposite effect – allowing the engine to breathe and sound distinctly like a slightly less throaty, ﬁnely turned 450cc.

Similarly the new engine is killer; it’s incredibly crisp off the throttle and provides torquey acceleration from the pilot to the main jet without missing a beat. Equally impressive is the YZ250F’s ability to wheel stand out of a corner in third gear (when second seemed so much more natural) without a hiss or a cough.

LAUNCHED…LITERALLY! The Cessnock Motocross Park facility just outside of Chad Reed’s hometown of Kurri Kurri provided a classic Australian taster of hard, hard, clay chipped uphills, downhills, jumps and corners. Conditions like those don’t make for the prettiest of pictures but they certainly spotlight any tendencies or woes in the chassis geometry and suspension as the unforgivingly hard soil transfers so much feedback to the rider. To aid the setup and break in of the six YZ250Fs on demo, the Serco race team truck and mechanical crew were on hand to personalise each machine and oversee the fine tuning to each journalists individual requirements. It was an experience like no other. First impressions last, and whilst computer images of the machine posted to the Kiwi Rider blog just days before the launch gave us all some hints, the actual finished product looks so much better in the flesh; the bodywork is ultra crisp from front to rear and oozes speed. With a new frame and chassis dimensions aimed towards quicker, compliant turning we had to wonder if the ‘09’s spacious ergos would suffer the consequences. Not only does the bike turn like the ‘09 sometimes refused to, somehow Yamaha engineers made the cockpit retain all the familiarities of the 118 KIWI RIDER

Of course no launch is complete without a great presentation, some ﬁne hospitality in a Hunter Valley brewery and some exquisite beer tasting to go along with it. But the real business brewed down to just how well the new machine performs in real world conditions. The 2010 YZ250F is a ball-tearing cherry bomb that explodes like a Double Happy, and carves corners sharper than a toned cheetah in full ﬂight. I can’t wait to get my hands on one in Godzone for a full test. KR

2010 YZ250F is all-new in every respect . . . bar fuelling where – incredibly – it eschews fuel injection in favour of a carburettor. No matter which way you look at it the 2010 YZ250F is the result of fresh Yamaha thinking….though it retains the ‘conventional exhaust-front/ intake-rear engine architecture (not to mention 5-valve head) of its predecessors rather than go way radical like big brother 450F is supposed to later this year. Launch suggested to Ollie that Yamaha was on the money both with the engine and chassis changes. We’ll ﬁnd out more when the ﬁst production models arrive here later this year.

KIWI RIDER 119

RIDDEN KAWASAKI KLR650

After years existing, as it were, in the shadows, Kawasaki’s KLR650 has emerged as a real contender in the ‘Bike-I’dChoose-To-Ride-Round-TheWorld’ stakes. It’s not half bad as a weekend allrounder either as Big Dave discovered when he put the ﬁrst proper ride in on our latest Long Termer.

ALL-ROUND ACHIEVER WORDS & PICS: Big Dave I’m very glad I rode Kiwirider’s Long Term Kawasaki KLR650 before I sat down to do any research on the bike. If you log on to any of the online forums where such machines are discussed, the owners seem to be perpetually on the back foot defending some aspect or other of the venerable single cylinder thumper. If it’s any consolation to these beleaguered souls, I did 800km of mixed terrain and various riding conditions prior to logging on and I’m a huge fan of the vehicle. I absolutely loved it. True. If truth be known, in fact, I haven’t enjoyed a single so much since my 1978 SR500 Yamaha. The problem has been that the KR crew usually put me on machinery that is ‘Ready to Race’ in some form or another. Trouble is – I’m not (ready to race). They are marvellous machines at what they do, but I like just plonking along on the dirt. Stopping to take photos and relaxing. OSCAR AND CO I watch Oscar and some of the experienced riders come up to a marble-strewn, offcamber right-hander with a signiﬁcant dropoff one side. They jump on the back brake, get it sideways, hit the gas at the apex and cross it up while roosting the exit. And they have lovely state-of-the-art, custom-built machines to do it on. I’m more likely to slow right down, sometimes I’ll even stop and look over the edge to see if there is a photo opportunity. And that’s where I loved the KLR. It’s 120 KIWI RIDER

compliant, it’s simple and it’s extremely easy going. The first few days riding it around town I appreciated just how uncomplicated it is. At 175 kg backing it out of the shed to run down to the shops is a breeze and it’s a pleasure to do so. I found myself engaging obstacles, gutters and barriers just for the fun of conquering them. It puts a new twist on ‘riding through an empty roundabout.’ TALL CHASSIS, UPRIGHT ERGOS The tall chassis and upright ergos are great for seeing over the traffic and the liquidcooled 651cc single has plenty of traffic navigating punch. It only needs a slight incline and it’s a cinch to power wheelie. It doesn’t look that hi-tech, but there’s a modern, light, nicely balanced 650 down there. Out on the open road the smoothness and all round ‘niceness’ of the big banger really did surprise me. Obviously you have to take what a Buell owner tells you about engine vibration with a grain of salt, but there is nothing at all unpleasant about the KLR vibe-wise. We had a few spotless late winter days on the upper North Island. Crystal clear, cool and still, so I loaded cameras and gear and headed to points south of Auckland. THE PLAN The plan was to try and get a feel for the bike in a variety of conditions and I had a photo job in the Waikato anyway. Out on the Freeway and down SH1 the bike proved quite stable and the bodywork did an effective job of making a bubble for the rider. Legs fit behind the

Unleash it on some classic Kiwi back-country and the KLR650 comes into its own. With new, more roadoriented look, feel and detailing big Kawasaki is no longer a direct competitor for - say - a Yamaha XT600. Now it is more a half-way house between Suzuki’s DR650 and big-bore blasters like BMW’s R 1200 GS or KTM’s 990 Adventure.

conditions the more comfortably the KLR dealt with them and the more comfortable I became on the KLR. I know when I get on the more highly-strung race beasts I stiffen up like a coiled spring and my style suffers.

Once the gig was out of the way I headed west via Ohaupo and got into some back roads carving after what was an impressive and uneventful 150km on SH1 and 1B.

With the amount of heavy machinery, heavy farm equipment and implements on the road, the KLR managed just the sort of pace I wanted, just how I liked it and I relaxed and rode better off road than I have in ages.

Again, carving up I really liked the way the bike goes. The trail bike geometry takes a different riding style to a sports machine. The 1480mm wheelbase and 21â&#x20AC;? front and 17â&#x20AC;? rear tyres lend the bike a more counter steering style. MOTARD-MODE You tend to push it through the corners and keep your body more upright. Itâ&#x20AC;&#x2122;s still pretty easy to get a footpeg on the ground too. We werenâ&#x20AC;&#x2122;t close to stepping the back out, but I enjoyed it in Motard mode as well. I turned off State Highway 23 at Te Uku and headed up the wet gravel via Limestone Downs to Port Waikato for a reasonably good test of the dirt manners. Wet muddy marbles, clay and slick road base. Miles of it. Fortunately it seemed the crappier the

SPOOLINâ&#x20AC;&#x2122; IT UP When the going opened out and visibility improved, spooling it up and getting it going was pretty good fun too. When the conditions suited we pushed a fair clip. Getting back on the sportsbike road from Port Waikato to Tuakau was a real buzz for the way the tarmac feels after 80km of muddy gravel. The bike felt like it was on tracks. By the time I got to Takanini I was just starting to need to stand on the pegs for a little while with a little saddle soreness, but it was only after the best part of 500km in the afternoon. I returned to base quite ďŹ zzy over the quality of the ride. The next few days I repeated a similar ride of 200km to the north of the city, did

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some more commuting, and then ďŹ nally sat down and logged on to the online scuttlebutt about the vehicle. Dinosaur. I read people call it a dinosaur. I was quite gobsmacked really. Iâ&#x20AC;&#x2122;d just had the best fun pull-ing 800+km on the machine.

RIDDEN KAWASAKI KLR650

radiator scoops and the bodywork is small enough not to introduce noise or buffeting. I found it very comfortable right out of the box. Liked the handlebars and the general deportment very much.

I tossed a heap of miserable conditions at it and aome away really ally smiling and thinking what a neat bike it is for the sort of stuff I like doing. At $10,485rrp I think itâ&#x20AC;&#x2122;s a real green and silver gem. Just goes to show â&#x20AC;&#x201C; you canâ&#x20AC;&#x2122;t judge a bike by its internet. KR

QUICK FLICK Bike: Kawasaki KLR650 Type: Adventure/trail Engine: Liquid-cooled 651cc 4-stroke single Frame: Tubular steel Wheelbase: 1480mm Fuel tank capacity: 22.1l Seat height: 889mm Dry weight: 175kg RRP: $10,495 Test bike: Kawasaki NZ Ltd

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'PS SVMFT BOE SFHVMBUJPOT WJTJU XXX UIFTBOEQJU DP O[ KIWI RIDER 121

NEW AND IMPROVED MICHELIN S12 XC™ & M12 XC™ For better durability, enhanced performance plus 25% better tread life*

MICHELIN S12 XC ™ & M12 XC ™ For more information or your nearest dealer, visit www.michelin.com.au *Compared to previous model

122 KIWI RIDER

Big Red is Blue Wing Honda’s muchanticipated entry into the burgeoning MUV market.

Honda’s aptly named ‘Big Red’ is by no means the ﬁrst Multipurpose Utility Vehicle (MUV) to arrive here. But with importer Blue Wing Honda behind it it’s certainly going to be one of the most important. We sent our very own ‘man-on-theland’ John Buxton to the launch and here’s what he had to say.

LAUNCH REPORT HONDA BIG RED MUV

RED ROVER!

WORDS: John Buxton PICS: Geoff Osborne

t the invitation of the publisher I attended the press launch of Honda’s entry into the side by side market. Fair enough too as I’ve been a recent convert to the side x side farm vehicle; not only can they transport you quickly, safely and in comfort they can carry a bit of gear as well. The Honda is appropriately named Big Red MUV. Yes, it is big, it is red and in case you only skim read the intro MUV stands for Multipurpose Utility Vehicle. That said, while I’m sure ‘Big Red’ has multiple uses I think it is aimed more at the heavy duty end of the market. But back to farming for a minute. Apart from aimlessly driving our tractors on public roads dropping mud and holding up holiday trafﬁc, farming can be broken down into two main things, stock related tasks, such as shifting/checking and farm

maintenance/development. Whilst the farm quad is well suited to the livestock roles on the farm, it is limited in the transportation of men and materials. ENTER THE BIG RED MUV At the launch Blue Wing’s sale manager envisaged, hopefully, a farmer purchasing a Big Red MUV and a quad. You would certainly have your bases covered, but I think farmers will go one way or the other. At $31,494 for the base model MUV and $34,306 for the up spec model (the one you would want which includes LCD dash, windscreen, roof, tow bar kit, mesh rear screen) and a quad for $16,000, you’re talking $50,000 on two vehicles, one being too heavy for light work the other being too light for heavy work. Me? If price wasn’t a factor I would go for the MUV ahead of a quad KIWI RIDER 123

LAUNCH REPORT HONDA BIG RED MUV

TOWING THE LINE TO Although the MUV is built for heavy duties, rather Al surprisingly at the launch there was no demonstras t tion of its carrying/towing capabilities. In its rear tray it can carry 226kg and the brochure says it can tow 544kg.

These are impressive ﬁgures; it would have b been interesting to see how the MUV performed at its limit . . . because New Zealand farmers tend to u use maximum capacities as a starting point. And I can see the MUV being expected to carry and tow double these amounts. Honda has taken its time and done a lot of homework in the buildup to the launch and product itself impresses with its purpose-built focus on what farmers here have been looking for in a vehicle which bridges the gap between a quad and a small truck, 4x4 ute or tractor.

WHAT’S THE BUZZ? TELL ME By Ed Hmmm. That’s a line (the headline) from Jesus Christ Superstar isn’t it? If it is it’s been jangling round my head since the early 1970s; about the same time I stumbled upon the whole farm bike/trike/quad thing which – as I’d imagine it has with most country kids – went on to become a major part of my life. For those still on the farm (though that number, sadly, keeps dropping as my compatriots around the country choose what I still consider outrageously early retirement) farm bikes replaced Land Rovers or those little Massey Ferguson tractors but in turn were replaced ﬁrst by what in retrospect were shockingly unstable trikes then eventually more and more sophisticated four-wheelers. Despite ﬂinching whenever I see a cud-chewing cockie blithely bouncing along a race or the side of a hill sans any form of 124 KIWI RIDER

safety gear I’d have thought the quad was in for iconic status . . . until the ﬁrst MUV came along.

amongst others.

We’ve been testing them for a while now and thoroughly enjoy every opportunity, despite the early ones being a tad on the underpowered and unresponsive side.

•

the ‘driver’ has car-like controls and sits in a conventional seat

•

generally speaking there is seating for one to three passengers

ENTER THE MUV

•

the driver does NOT use personal body weight transfer to help control stability

Moving on to the new MUV sector, importer Blue Wing put a lot of time and effort into the local launch of their new player in the market, Big Red, and their press kit makes fascinating reading. From early beginnings across a range of platforms from Piaggio’s three-wheel Ape to those weird little six-wheel quasi-amphibious ‘buggies’ and golf cart-based utility models emerged a range of ﬂedgling ‘MUVs.’ Kawasaki, Yamaha and Polaris have been at the forefront as has tractor company Kubota,

Key points which differentiate these MUVs from ATVs are;

An ‘ATV’ on the other hand is (by Honda’s deﬁnition) ‘an off-road vehicle designed to travel on four low pressure tyres on loose surfaces having a seat designed to be straddled by the operator and handlebars for steering control, intended for use by a single operator, rider-active to help stabilize while cornering or on uneven surfaces.’ HONDA’S PITCH Honda’s pitch to potential buyers (mainly

ENGINE Type: Mid-mounted liquid-cooled fuel-injected semi-dry-sump OHV single cylinder 4-stroke Displacement: 675cc Compression ratio: 9.2:1 Bore x stroke: 102 x 82.6mm Starting system: Electric Engine management system: CDI Fuel system: Honda PGM-F1 fuel injection w/ 40mm throttle body Clutch: Auto Transmission: Automatic Final drive: Shaft FRAME Type: Tubular steel spaceframe Suspension: Independent double-wishbone & coil-over shock absorbers front. Independent double-wishbone & coil-over shocks rear Brakes: 2 x 200mm disc front & rear Wheels/Tyres: 25 x 10.0-12 2-ply front & rear DIMENSIONS Wheelbase: 1922mm Track: 1117mm LxWxH: 2913 x 1625 x 1953mm Ground clearance: 262mm Kerb weight: 649kg Towing capacity: 544kg Bed capacity: 226kg Fuel tank capacity: 30l RRP: $31,494.38 (base model) $34,306.88 (ER model w/ digi dash, windscreen, fabric roof, rear load mesh screen & tow bar kit) Test bike: Blue Wing Honda

As you would expect from Honda the MUV is well built, has a strong engine and very clever 3-speed auto transmission with torque converter and three hydraulic clutches although the gap between ﬁrst and second ‘gears’ is a bit annoying (my ﬁrst Honda quad had the same thing).

LAUNCH REPORT HONDA BIG RED MUV

SPECIFICATIONS HONDA BIG RED MUV

STABILITY Due to its width, stability on slopes is amazing. The only thing really limiting where it can go are the tyres. So who would it suit? Anyone who needs to shift men or materials to remote and/or inaccessible places. Not only that but I could easily see one being adapted for spraying applications, perhaps pest control and it would be suited to dairy farms for towing bale feeders etc. Honda has even thought of the people who like to go unnoticed in the countryside (perhaps because there’s one in the Kiwi Rider ofﬁce. . . ). That’s right you can even get one in camo! Big Red is longer and wider than other MUVs on the local market with a mid-mounted 675cc engine and torque converter-equipped 3-speed plus reverse automatic transmission. Can be used in driver selectable 2WD or partial/ fully diff-locked 4WD with gears shifted electronically based on info an electronic control module analyses from throttle, brake etc.

ME WHAT’S A HAPPEN’N farmers because of the role and number of ATVs in use in New Zealand) is that not all MUVs are created equal and the fact that Big Red is bigger, wider and more stable than comparable products means that it is inherently better. That’s not for us to say, of course. Our job is to give you the facts plus some relevant opinions and let you decide. Sufﬁce to say, Blue Wing stresses that Big Red was purpose-designed and built for remote access over uneven terrain rather than being an ‘all-things-to-all-people’ product. Unique selling points therefore are its stability based on its wheelbase, track, suspension and tyres, its performance (fuelinjected petrol engine mounted longitudinally), braking (discs front and rear plus engine braking,) grip (courtesy the double A-arm wishbone suspension front and rear) and comfort (ditto).

TRICK PIECE OF KIT In summary, and we’ll go into more detail once we get a model to actually test, Honda’s new Big Red offering is quite a trick bit of kit. Stripped of its bodywork you get to see the tubular steel chassis, mid-mounting point of the engine and transmission unit and racecar-style wishbone suspension front and rear. The transmission’s similarly impressive with a dash-mounted column change 3-speed, low ratio with reverse with ECM (electronic control module) control. In this case it’s important to differentiate the transmission from a scooter-style continuously variable one because Big Red’s trannie is more like a conventional car auto in that it uses direct shaft drive, a torque converter and three different clutches to automatically select one of three forward gears and one reverse gear.

That’s right, there are no belts or cones involved. The decision as to which of the three gears the transmission should be in at any one time is made by the ECM (electronic control module) based on a number of parameters including throttle opening, vehicle speed, engine rpm, brake application etc. Shifts are ‘made’ electronically and feature engine braking. Finally it was quite amazing at the launch to see few ‘riders’ noticing that they were driving on the left-hand-side, or that they were reaching for a seatbelt before taking off. Like it or not, it’s that sort of passive safety, which includes a full four-pillar roll cage constructed in six-piece 41mm tube, which makes the new ‘Big Red’ so much safer a prospect for everyday farm use here in New Zealand than an ATV. KR KIWI RIDER 125

KTM?????

DIRT TEST YAMAHA YFZ450R

Just when the opposition thought it had Yamahaâ&#x20AC;&#x2122;s number, the tuning fork brand comes out with a leaner, meaner YFZ450R sport quad. KR Quad man Neil Hawkins has the story.

OPEN WIDE & SAY AHHHHH WORDS: Neil Hawkins PICS: Geoff Osborne

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DIRT TEST YAMAHA YFZ450R

All-new YFZ450R takes leaf from two-wheel counterparts book in being race-ready out-of-the-box.

he all-new YFZ450R is Yamaha’s answer to the Suzuki LTR450 and is a much more race-ready model than the one it replaces. The move to fuel-injection is one of the big changes, but also important out there on the trail or track is the new alloy frame, and (because we do more sitting down than you two-wheel types) the more comfortable seat. In fact there appears to be very little that is shared with the outgoing YFZ450. For the evaluation ride I invited along a couple of quaddie mates, one with an existing Yamaha YFZ450 (standard bar the spark arrestor having been removed), the other with a Suzuki LTR450 with Cherry Bomb and muffler mods plus aftermarket tyres. ‘A what?’ I hear you say. Ah, you’re talking about the Cherry Bomb aren’t you. OK. For those of you who don’t know, a Cherry Bomb is officially a Coaxial Relay Bypass Module (CRBM) made by Yoshimura for the LTR450. Nick-named ‘Cherry Bomb’ it is a simple plug-in module that literally takes about two minutes to install. Along with recommended air box and exhaust modifications, the CRBM optimizes engine management parameters thus maximizing engine performance. Yoshimura says that the net result in power should be around five kW (seven horsepower in 128 KIWI RIDER

the old money) with an open exhaust, the airbox cover removed and race gas. With a Yoshimura pipe there is an even greater performance gain. And of course the mod is recommended for closed-course competition only. Because of this, and to try and keep the playing field as level as possible, I also removed the spark arrestor on the test YFZ450R. The three quads all had similar 20x10x9 radials on the rear and the riders spent the test day swapping rides and comparing their impressions on each quad. FIRST IMPRESSIONS The Yamaha YFZ450R (being fuel-injected) was a very easy starter and would fire up instantly, hot or cold, and idle smoothly. However I noticed if you applied full throttle from idle, even when hot, it had a flat spot. This was present with or without the airbox lid attached or the spark arrestor removed. I spoke to Yamaha Motor New Zealand about this and they thought it was just isolated to the test quad as no other feedback had been received about this problem.

though perhaps not as torquey as the older Yamaha YFZ450. HANDLING The general feeling amongst the riders on the day was that the YFZ450R was as stable as the Suzuki LTR 450 on the side of hills and both were more stable than the older Yamaha YFZ450. This, we decided, was mainly due to the extra width. This was also the case in high speed sweeping turns. In tight, low speed turns the Yamaha YFZ450R railed around the corners well with the older Yamaha coming in second but requiring a lot more body language to keep the inside wheels down. And the Suzuki? It tends to drift wide and requires a rear brake slide technique to swing the rear around. Either that or lots of weight on the outside peg to get the front to stop drifting.

I have to say (as I found out during the day) that when riding the quad it generally wasn’t noticeable.

As delivered, the suspension was a little soft for my weight but I left the adjustors alone because we had three different people riding it (the lighter riders found it ﬁne). The only real downside for me was the fact that when I was on it the suspension tended to bottom out on sharp bumps.

As to the power and power delivery, the new Yamaha came across smooth as well as strong – particularly at the top end – very similar to the Suzuki LTR450,

Our riding covered a good mix of terrain but where we felt the new YFZ450R really stood out was in sand hill climbs. It has a good power to weight ratio and

If you ever happen to watch a quad at a motocross race you will notice that all the fast guys, especially in the 450cc class, will be riding wide wheelbase quads. Up until recently these riders would have to a buy aftermarket wider A-arms and shocks up front plus a wider rear axle. So if you were a Honda or Yamaha rider you’d be spending heaps to get your quad up to spec.

People ask me whether they should buy a 450cc race-type quad rather than a more user-friendly recreational quad for trail riding. My reply is; if you primarily ride on narrow bush trails, stick to the 400cc quads as the extra width and lack of reverse on one of the 450cc models will only end up frustrating you.

Now Yamaha has joined the raceready quad scene with the YFZ450R – a quad that now has full race width.

However, if you mainly ride sand or farmland trails and you like to ride fast, do jumps and generally keep up with your dirt bike buddies, then 450cc race quads are just what the doctor ordered.

Also, like the Suzuki LTR 450, it has fuel injection and a wide, comfortable seat. As an added bonus the main frame of the YFZ450R is an aluminium/steel composite.

They are light and very forgiving when you make mistakes, they have great power and a low centre of gravity, the only downside being a motor that requires a little more maintenance.

Serious intent. New YFZ is the ﬁrst of Yamaha’s 450s to get fuel-injection ex-factory. Sport/race quad also gets innovative new composite cast aluminium and tubular steel frame. Combo means quad is physically shorter overall than its predecessor but both wider and longer, the bottom line the fact that no longer is there any real need (unless you simply must have the latest aftermarket bling on your four-wheeler) for aftermarket A-arms up front and wider axle at the back. Ergos score top marks with particular reference to wide, comfortable seat.

a free-revving motor which allows you to change down and keep your speed up when it feels like you’re going to bog down. The close ratios in the gearbox helped climbing immensely. I thought the other two quads were slightly slower but a close second. IMPRESSIVE PERFORMANCE Considering that the new Yamaha was ridden basically out of the box, this was a very impressive performance. Overall if you are after a stable, wide, comfortable, good-looking performance quad for duning and trail riding, the Yamaha is worth a serious look as it requires minimal mods to make it work. It is a bit more expensive than a Suzuki LTR 450 but when you consider the cost of mufﬂers, Cherry Bombs, rear rims and tyres on the Suzuki, both quads probably work out at the same money.

DIRT TEST YAMAHA YFZ450R

THE RACE/TRAIL CONUNDRUM

SPECIFICATIONS YAMAHA YFZ450R ENGINE Type: Liquid-cooled, fuel-injected DOHC 5-valve 4-stroke single Displacement: 449cc Compression ratio: 11.6:1 Bore x stroke: 95.0 x 63.4mm Starting system: Electric Engine management system: TCI Fuel system: Mikuni 42mm EHS fuel injection Clutch: Wet multiplate Transmission: 5-speed w/ manual clutch Final drive: Chain FRAME Type: Hybrid cast aluminium and steel Front suspension: Double A-arm with preload and three-way adjustable coilover shock absorbers Rear suspension: Aluminium swingarm with single preload and three-way adjustable coil-over shock absorber Brakes: 2 x wave-type disc with twinpiston calipers front and 1 x wave-type disc with twin-piston caliper rear Wheels: 10 inch dia. Tyres: AT21 x 7-10 radial front & AT20 x 10-9 radial rear DIMENSIONS Wheelbase: 1270mm LxWxH: 1795 x 1240 x 1065mm Seat height: 810mm Wet weight: 184kg Fuel tank capacity: 10l RRP: $14,999 Test bike: Yamaha Motor NZ

KIWI RIDER 129

2009

FEPLUS 450 THE 2009 FE 570 2009

FE 570 2009 “It turned out to be unanimous. Husaberg’s big bore monster ultimately thrilled and satisfied us, though I have to admit we all treated it with a LOT of respect”. Sam MacLachlan Editor ADB

“This Husaberg was an easy and clear choice for BOTY, and if all new bikes start coming out this revolutionary and this good, the bikes we’ll be riding in the near future are going to be unbelievable. Bring it on! ”. Dirt Rider Staff Dirt Rider Magazine

FE 450

FE 570

Ultra-modern, 70°, high-performance, OHC 4-stroke engine :: State-of-the-art Keihin engine management system :: Fully adjustable WP USD Ø 48mm forks & PDS shock :: Super-stable Chrome-moly frame and plastic subframe Super-sporty, slim bodywork :: Minimal weight, exceptionally easy handling :: No tools required for seat release & air filter change :: New generation - FE570 ADB DBOTY - FE450 & FE570 Dirt Rider Bike of the Year - in their first year A.F.C. MOTORCYCLES 783 Main Street PALMERSTON NORTH - PH 06 357 8043 :: D & E CHRISTCHURCH LTD 714 Main South Road CHRISTCHURCH PH - 03 349 4883 DWAINS SERVICE CENTRE 7 Northumberland Street TAPANUI PH - 03 204 8455 :: TRIPLE X MOTO 43 Springs Road EAST TAMAKI, AUCKLAND PH - 09 265 2135 WHEELS OF THAMES 609 Pollen Street THAMES PH - 07 868 9363 :: w w w. h u s a b e r g . c o m

DIRT TEST HUSQVARNA TE250

HUSKY RAISES THE STAKES

Husqvarna launched their new generation 250F, the 2010 TE250, in Faenza, Italy in July. The ﬁrst response by any manufacturer to KTM’s potent 250EXC-F, it was an important occasion. WORDS: Jonathan Bentman PICS: Husqvarna

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DIRT TEST HUSQVARNA TE250

All-new TE represents a major step forward in design and direction for now BMW-owned Husqvarna company.

ith everyone asking ‘is the new TE250 the real deal?’ there was a brutal sense of win or lose at this launch – there could be no draw. Every other bike was a side issue, almost of no consequence, Husqvarna’s R&D having put so much energy, these last two years, into creating this super-light 250 – their first completely ground-up new project since BMW started pumping thousands upon thousands of Euros into the ailing Varese plant - that it’s become a defining moment as to the brand’s future. Now given that Husqvarna successfully launched the new TC250 motocrosser – featuring ostensibly the same new motor – earlier this year, there shouldn’t have been too many doubters. But in this day and age we view Husky as an enduro firm first and a motocross one second. You might think there’d be some comfort, too, for Husky, arising from the French-Italian Antoine Meo currently placing second in the E1 world enduro championship (on the new TE250) – ahead of all the works KTMs. But again, there were still doubts in the press’ and the public’s minds. You could say, collectively, we know Husky too well. A NEW AGE? Looking over the 2010 TE250 you can see this is clearly a product of Husqvarna’s second century, one with a powerful new owner and ally (BMW). The engine is 132 KIWI RIDER

breathtakingly small. The details are exquisite and (importantly) appear complete. Even the move to Kayaba forks has created some buzz, not only for the perceived performance upgrade but because it’s another example of greater creative freedom and invention coming from what had become a moribund manufacturer. Husqvarna could be shouting even louder about how advanced this bike is, for it weighs in at a claimed 106kg with oil, but no fuel – which is hyper-competitive (the EXC-F is a claimed 105.7kg) – only curiously Husky claimed their old (2009) TE250 was a similarly waif-like 107kg... In all probability the old one, sagging arse and all, weighed somewhere around the claimed 118kg of Yamaha’s WR250F. And really it’s that context that we need to keep in mind. Husky have joined KTM in producing a 250F enduro with a weight close to that of motocross equivalents of only a couple of years or so ago. They’ve slashed a good 10kg off where four-stroke enduros have stood for the past decade. And at the same time they’ve packed a good deal more va-va-voom into the propulsion unit. HOLY COW! Now we could continue to try and bury the metaphorical hook here, just a little while longer, but we can’t. You see, the fact is, if you get to straddle this wee beast and thumb that starter, then like this tester you

too will be whistling ‘sweet Jesus’ through your teeth long before you hit the first turn. But wait up, the TE250 is no powerhouse – it’s only a 250F, so it can’t possibly be. We’re probably talking no more than 35 brake horsepower here. No, it’s not the quantity, it’s the access you get to all of those 35 that creates the thrill here. If you ever rode the old TE you’ll identify with descriptions of adequate bottom end, strong creamy mid-range and a bansheelike top. And you could individually identify those three stages. Well, the new TE says, quite simply, ‘to hell with all that’ and gives you the entire hit in one effortless snap of the wrist. So much so, we’re not entirely sure if that’s a throttle or a switch on the right handlebar. It matters not, it just plain comes off the bat in the manner you’ve always dreamed about. And because it’s a 250F, and not a 450F, you can deal with that rush. It’s like an alternative 125. You get the hang of it in about 10-seconds flat, then flog it mercilessly for ever more – with a big grin across your chops. HOW SO? So how is it possible for the motor to do this? For a start it’s 13% smaller than the old TE. View the engines side-by-side and you’d think the new one was a 125 – an impressive exercise in miniaturization is what it is. Add to this, the stroke’s come way down, from 53.6 to 50.9mm (shortest stroke in the class) which means the revs

Meanwhile in the wee cylinder head, laid out in a radial conﬁguration, are four Titanium valves, although not for the ﬁrst time – Husky had Ti valves in the old TE250 for a while. Only those valves are now driven by a tricky combination of chain and gear drive. The same exercise has been wrought through the transmission. It must look like a Swiss watch inside, and it’s all so small, so compact, that it takes only a little over half the oil the old motor used to keep the whole thing spinning. Just 900ccs of liquid love. That gearbox, by the way, felt to be faultless. There’s the full complement of six ratios and the clutch performs sweetly – it’s a hydraulic-actuation unit – so the exercise becomes little more than a matter of keeping the throttle pinned and feeding in the gears. WHOA’ THERE PARDNER! Getting the plot slowed is just as slick an operation. It takes but the lightest squeeze through that immaculate twinpiston Brembo caliper to bring the whole thing back to a walking pace. Wrap your big toe around that rear brake lever too and it’s an instinctive matter of sliding it in, weighting the outside peg, before

just plain nailing that throttle again. It would be interesting to see a datalog of the throttle use, but chances are it would read 0-100-0-100 etc. Speaking of which, handling felt to be spot-on too. In the grass meadow test sections the TE carved an easy line, you could either straight-line and brake turn or make sweeps and carve road race like apexes. The feeling was entirely neutral. Stability felt good too, let it rip and it just plain took off, arrow-like. Man, it was all good. ALL GOOD? Well, not entirely all good. For one, the feeling was this was a bike with a suspension set up that was probably too plush. The suspension action was sweet, but it felt like it was using every inch of travel all of the time and so occasionally when the front (say) struck a square edged hole in the middle of a badly worn track you felt more of a shock than you may think ideal. We also had a spot of bother with the electric start. We only had the two true test bikes as examples to rely on for this observation, but both ran into electrical problems. The batteries ran flat and this at first meant kick starting only, but then eventually meant the fuel injection failed too – and so all-stop. A quick fix for the mechanics, but not for you out in the bush.

ACROSS THE ’10 RANGE 1 All models get the ‘IPD’ inlaid graphics. The plastics are correspondingly stronger but more ﬂexible. And the overall look is superersharp for having done so. Nice job. 2 With the exception of the WR125 and TE310 all models get the new 48mm Kayaba forks. Obviously there are new triple clamps to suit. The 125 and 310 retain the 50mm Marzocchis of old. 3 There’s a new sleek headlight design for this year, which is matched to a new LED tail light ensemble. The bikes also come with an alternative street legal rear light and license plate holder. 4 The WR125 and 300 get new exhaust pipes & silencers (the latter by Arrow). 5 With the exceptions of the WR250 and 300, the frames are now manufactured using a new mechanised process and feature additional strengthening over last year’s frames. 6 The four-strokes all feature a swingarm that is 15mm shorter than last year’s. 7 The TE310, 450 and 510 have received an upgrade in water pumps and hoses (all stronger).

DIRT TEST HUSQVARNA TE250

can come way up – easily 13,000rpm, maybe more?

Combination of featherlight weight and broad spread of usable quarter litre power makes new TE a formidable weapon in and out of the bush.

KIWI RIDER 133

DIRT TEST HUSQVARNA TE250

AND SO…. AN From the short time we had in the saddle Fr we w came away impressed. Husky have, it i seems, succeeded in making a bonaﬁde new-generation 250F. The feeling of riding this TE250 was as refreshing as a riding the ﬁrst Yamaha WR250F back in ooh, 2001. You immediately thought then, the ‘I can do things, useful things, with this’. this And the feeling is the same with the new TE – it is indeed a wieldy tool. Physically it’s small. It’s light. And it has this power delivery that’s so quick – yet so useful – that you just wonder why the competition (KTM 250EXC-F excepted) is made so big and slow. Oh and it looks good too. Achingly so. And now that it has these protected graphics (inmould plastic decoration – IPD in Husky-speak) just as KTM has it should look this good for much much longer.

SPECIFICATIONS HUSQVARNA TE250

For Antoine Meo it’s a package that he has demonstrated to have an edge over works KTM 250EXC-Fs. Whether that advantage exists in the real world waits to be seen – and makes the subject of what will probably be the most enjoyable comparison test of the year.

Engine Type: Liquid-cooled single cylinder four stroke, featuring chain and gear driven DOHC with four Titanium valves radially conﬁgured Bore & stroke: 79 x 50.9mm Displacement: 249.5cc Carburetion: Mikuni fuel injection Transmission: 6 speed, hydraulic clutch

ALSO ON TEST WERE 2010 HUSQVARNA WR300 This bike is weapons-grade. Give it to an expert like Sebastien Guillaume and he’ll come back with a world enduro win (the Italian GP in this instance). Give it to a clubman and he’ll come back, grinning madly, thanking you for the experience and will then buy the 250F that he should really have.

Chassis Type: chro-moly steel Forks: 48mm Kayaba (USD) Shock: Sachs progressive ‘soft damp’ type Brakes: 260mm wave disc, 2-piston Brembo caliper, 240mm wave disc (rear) Fuel capacity: 7 litres Claimed weight: 106kg

2010 HUSQVARNA WR125 Husqvarna’s smallest enduro has been winning fans for many years now. It is a peach of a machine. For the, er, bigger-boned out there it’s a bit small, but otherwise it’s a bike that will bring on your riding no end. It’s all about that old-fashioned technique of selecting the right gear for the right situation. Get everything right and it ﬂies. Of course it weighs little more than a ﬂy too, so you can imagine the sensation.. 2010 HUSQVARNA TE450 It seems the manufacturers are getting the message that the 450s were too powerful. The latest TE450 is then an amenable beast. It’s surprisingly low-key, getting on with the job with the least fuss of any of the test bikes we rode. If nothing else, riding these four models, we saw that with Husqvarna no two models are the same. Yes they look the same, they share components, but they each ride so individually. Not a bad thing. KR

134 KIWI RIDER

New engine/gearbox unit is noticeably smaller (more compact is probably a better description) than unit of outgoing TE. Stroke is way down and now shortest in quarter litre class opening way for 13,000rpm rev capability. Dimensions mean lanky riders like Bentman will beneﬁ t from handlebar risers but no complaints about bike’s dynamic abilities on the power or brakes. Tester Bentman felt set-up erred on the soft side for hard out back-country riding but overall impression of all-new KTM 250 EXC-F competitor was good, very good.

Kiwi Rider-sponsored Clarke (Tokoroa) ﬁnished 16th overall (and won the super vets over-40s class), while Whakatane 42-year-old motherrof-two Waghorn ﬁnished 159th overall, rall, good for third in the women’s class (behind Kawasaki pair Julie Greenslade, of Auckland, and Christine Furniss, of Whakatane).

DIRT COMPETITION TARAWERA 100

Tarawera 100 racers Sean Clarke (Yamaha WR250F) and Michelle Waghorn (Yamaha YZ125), these two o individuals respectively clocking up their 20th and 10th Tarawera bids.

But the day belonged to former GP motocross rider King (YZ450F). He took the lead on the second lap at this year’s 32nd annual edition of the event, pushing out his advantage to ﬁnish about a minute and a half ahead of Power at the chequered ﬂag. Auckland’s Power had the ‘Flying Scotsman’ hard on his heels, the expatriate Scotsman Barry Morris (Yamaha YZF450), now of Wellington, taking the third podium spot at the end of the gruelling three-hour, 100-mile (160 km) Tony Rees Yamahasponsored race. PERFECT CONDITIONS!! Rain threatened to drench the circuit but it never arrived, making for perfect racing conditions on the rolling farmland course, just a stone’s throw from the pulp and paper mill at Kawerau. Rotorua’s Cam Negus (Yamaha YZ250) quickly snatched the lead after a shotgun blast signalled the start at 10am, the former Tarawera 100 race winner leading

WORDS & PICS: Andy McGechan

DEBUT & DÉJÀ VU AT

TARAWERA 100

t was the debut appearance at the big off-road cross-country race for Auckland’s Karl Power (KTM 250 EXCE) and Cambridge’s Kieran Leigh (Yamaha YZF250) – both of whom, remarkably, finished inside the top five – and it was also a first-time experience for Australian Yamaha ace Josh Ballard. Leigh (17) won the four-stroke under300cc class and was also awarded the trophy for best junior rookie. The 19-year-old Ballard (YZ125), from

Sydney, managed a creditable 29th overall out of more than 230 starters. But it was a stunning repeat performance for the man who won the race outright, defending 2008 Tarawera winner Damien King, the Yamaha ace once again proving too fast and too strong for his rivals, despite many saying the course was one of the toughest in years. BACK FOR ANOTHER CRACK It was also a case of repeats for long-time

It was debut and déjà vu at this year’s Yamaha Tarawera 100 – a day for ﬁrsts and a day for repeat performances too. Andy McGechan has the story. KIWI RIDER 135

DIRT COMPETITION TARAWERA 100 the pack out of the main paddock. However, he was soon overtaken by Power and King’s elder brother Darryll (Yamaha YZ450F), while Leigh and Damien King also moved in for the kill. Darryll King came unstuck when he collided with a dirt bank and damaged his bike’s radiator, forcing him to withdraw at the end of lap two. By this time it was Damien King who was in front, taking advantage as his big brother Darryll, and several other top riders, each made mistakes by taking wrong turns or slipping from their bikes. From there, it was perhaps a foregone conclusion as the 33-year-old former GP motocross star turned up the wick, stretching his lead at every turn.

“In the lead coming into the motocross track towards the end of the ﬁrst lap, the commentator thought I was just a marshal, because I looked orange (with his KTM vest) and because I had such a good lead. I quickly gassed up, and led out on the start of lap two. “Half way through the second lap, Damien King passed me in a fast part of the track. I tried to follow, but he was going too fast, and I was wasting too much energy.” However, that didn’t prevent Power from clocking the fastest lap of the race – 47 minutes and 48 seconds. The best time recorded by race winner King was 48 minutes and 24 seconds. TOUGH….BUT ENJOYABLE

NO MISTAKES “I simply didn’t make any mistakes,” said Damien King afterwards. “I backed off on the last lap to ensure I didn’t push too hard and crash … job done. Yamaha sponsors this race, so it was good to do the right thing for them.”

“It’s deﬁnitely a tough race,” said Power. “But I really enjoyed it.” Morris, originally from Edinburgh but now a Kiwi resident, said he was amazed by King’s pace.

Power, who was making his debut at the event, punched the air as he crossed the ﬁnish, thrilled with his runner-up result ﬁrst time out.

“I don’t know how he goes that fast,” said Morris. “I had no idea where I was going half the time and had a few crashes … just small stuff though, nothing too major.”

“About 10 minutes into the race, the lead pack I was following took a wrong turn, and I dived into the fresh trail, and tried to make a little gap,” said the enduro ace.

Napier’s Lance O’Dea (Suzuki RM125) was the best of the small bike riders, taking his 125cc two-stroke to ﬁnish ninth overall, just ahead of holeshot man Negus.

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DIRT COMPETITION TARAWERA 100

RESULTS 32ND ANNUAL TONY REES YAMAHA TARAWERA 100 CROSS-COUNTRY DIRT BIKE RACE: OVERALL: 1. Damien King (Yamaha YZF450); 2. Karl Power (KTM 250 EXCE); 3. Barry Morris (Yamaha YZF450); 4. Rory Mead (Yamaha YZ250); 5. Kieran Leigh (Yamaha YZF250); 6. Sam Greenslade (Husqvarna TXC 450); 7. Adrian Smith (Yamaha WR250); 8. Reece Burgess (KTM 450 EXC); 9. Lance O’Dea (Suzuki RM125); 10. Cameron Negus (Rotorua, YZ250). TEAMS: 1. Yamaha Acerbis (Barry Morris, Rory Mead, Cam Negus) 11 points; 2. Tony Rees (Phillip Goodwright, Mike Jennings, Craig Spence) 41; 3. Team KMP (Luke Ramsey, Jason Moorﬁeld, Cameron Downing) 49. Two-stroke over-201cc: 1. Karl Power; 2. Rory Mead; 3. Shaun Fogarty. Two-stroke under-200cc: 1. Lance O’Dea; 2. Callum Birch; 3. Mark Fuller. Four-stroke over-300cc: 1. Damien King; 2. Barry Morris; 3. Sam Greenslade. Four-stroke under-300cc: 1. Kieran Leigh; 2. Adrian Smith; 3. Luke Ramsey. Enduro: 1. Mark Newton; 2. Andy Galpin; 3. Steven Yeoman. Women: 1. Julie Greenslade; 2. Christine Furniss; 3. Michelle Waghorn. Mega vets (50+) : 1. Darryl August; 2. Paul Burgess; 3. Gavin Weston. Super vets (40+): 1. Sean Clarke; 2. Andrew Schuit; 3. Barry Wilson. Veterans (35-39): Cameron Negus; 2. Jason Moorﬁeld; 3. Mike Jennings.

CLARKE JUST CAN’T STAY AWAY by Andy McGechan Tokoroa’s Sean Clarke just can’t get enough of the iconic Tarawera 100 crosscountry endurance race. The 41-year-old South Waikato scrap metal dealer raced a Yamaha WR250F to yet another podium spot at the Tony Rees Yamaha-sponsored event just outside Kawerau in July – the top man in the over40 years veterans’ class. There was a time when he wouldn’t have settled for anything less than an outright win, and there have been more than a few times over the past few years when that’s been highly likely too, expected even.

exciting race I’ve ever done.” Cambridge’s Damien King (Yamaha) won the race outright this year, his second consecutive outright victory, but it will take a few more trips to Kawerau, racing in the shadow of Mount Edgecumbe, before he can hope to match Clarke’s thirst for Tarawera 100 glory. Will the Kiwi Rider-sponsored Clarke be back for a 21st bid next year? “You bet.” KR

Clarke first tackled the big race in 1986, finishing a remarkable runner-up on debut, racing a three-year-old (1983 model) Honda CR250. “The most important thing to me back then was drinking beer. If I hadn’t drunk so much the night before, I might have won in 1986,” he laughed. Over the years that followed, Clarke finished runner-up on another five occasions before finally winning the race in 2000 on a Suzuki. FACING PAGE: (top shot) They’re off with the field funnelling into the first (paddock) turn before being unleashed on the track proper. Then below we have the podium finishers with a smiling overall winner Damien King centrestage flanked by runner-up Karl Power and Barry Morris. THIS PAGE: That’s better. Up hill and down dale go the riders with the likes of runnerup Karl Power (also above) and third placed Barry Morris featuring.

His most memorable Tarawera 100 bid was in 2003 when he missed out on taking the title by barely a bike length after three hours of handlebar-bashing with Rotorua’s Cam Negus (Yamaha). “It came to a drag race in the ﬁnal paddock before the chequered ﬂag. Cam let me past just before we arrived at the paddock, knowing his bike was more powerful than mine, then used his extra horsepower to beat me to the line. It was the most

Tokoroa’s Sean Clarke added another trophy to his cabinet on his 20th appearance at the Tarawera 100 winning the super-vets (over 40) class.

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It was also Yamaha’s Damien King all the way at this year’s New Zealand Motorcycle TT Championships near Kuratau in July. Few could match the former GP motocross rider as he hit triple ﬁgure speeds on the rolling farmland course at the southwestern tip of Lake Taupo. The few of the riders that could get close – which included Cambridge’s Mike Cotter (Kawasaki), Mangakino’s Kayne Lamont (Yamaha), Cambridge’s Kieran Leigh (Yamaha) and Taupo pair Scott Moir (KTM) and Cam Dillon (Honda) – were eventually beaten back by King’s dogged determination and consistency, as King wrapped up three of the premier titles. TITLE FIGHT(S) Waikato’s King, the reigning national motocross champion in two classes, and former

DIRT COMPETITION MINI TT CHAMPS

KING TOPS TT TITLE TOTEM national motocross champion Cotter were virtually inseparable at the top of the glamour open class after the first of two days of racing, but King picked up the pace on day two to finish the championship on top, a solid 11 points in front. Moir also impressed, finishing the weekend third overall in this class, just four points behind Cotter. King also dominated the 201-250cc two-stroke class, unbeaten in all but one race, and he took that title as well, finishing the weekend 27 points ahead of teenager Dillon. The winning margin in this class probably flattered King – Dillon had presented a strong challenge to King early on but a crash in one of Sunday’s races cost him dearly. Cotter raced this class as well, the 34-year-old finishing third overall. A three-class ironman, King also won the up-to-200cc two-stroke class, this time ahead of Lamont and Auckland KTM rider James Ainsworth. ATV WINS TO PALMER The all terrain vehicle (ATV) racing was, unsurprisingly, dominated by national champion Quentin Palmer, the Suzuki rider from Taumarunui unbeaten in all five races over the two days to take the open title for the third consecutive time. The event attracted a who’s who of Kiwi motorcycling talent, including roadrace specialists such as supermotard ace Toby Summers of Auckland, and former World Superbike Championship frontrunner Aaron Slight of Masterton. Summers (Yamaha) finished runner-up to Pukekohe’s Craig Brown (Kawasaki) in the over-35 years’ veterans’ class while Slight carded a ninth place finish in the over-40 years’ veterans class campaign on his 250cc Honda This senior veterans’ class was won by Whakatane’s Darren Capill (Yamaha) with former national 125cc motocross champion Leon Andrew (Honda) taking the No.2 spot, just six points behind. Damien King (Yamaha, top right) claimed the lion’s share of the titles (three from three) at the NZ Mini TT Champs meeting this year. As dominant in his class was ATV ‘King’ Quentin Palmer (Suzuki) while top man in the Junior 12-16 years, 125cc and 250cc class was young Kane Lamont (Yamaha). Not so young now but still enjoying his day amongst the vets was former World Superbike star Aaron Slight.

WORDS & PICS: Andy McGechan

RESULTS 2009 N.Z. TT CHAMPIONSHIPS KURATAU JULY 04-05: OPEN CLASS 1. Damien King (Yamaha) 119 points; 2. Mike Cotter (Kawasaki) 108; 3. Scott Moir (KTM) 104. 201-250cc four-stroke: 1. Damien King (Yamaha) 120 points; 2. Cam Dillon (Honda) 93; 3. Mike Cotter (Kawasaki) 89. Up-to-200cc two-stroke: 1. Damien King (Yamaha) 122 points; 2. Kayne Lamont (Yamaha) 113; 3. James Ainsworth (KTM) 92. Veterans (35+): 1. Craig Brown (Kawasaki) 119 points; 2. Toby Summers (Yamaha) 112; 3. Geoff Hall (Yamaha) 94. Veterans (40+): 1. Darren Capill (Yamaha) 116 points; 2. Leon Andrew (Honda) 110; 3. Greg Ngeru (Honda) 96. Women: 1. Emma Davis (Honda) 100 points; 2. Alex Dillon (Honda) 86; 3. Letitia Alabaster (Yamaha) 76. Junior 12-16, 125cc & 250cc: 1. Kayne Lamont (Yamaha) 114 points; 2. Isaiah McGoldrick (KTM) 104; 3. Bjarne Fredrickson (Honda) 84. Junior 13-16, 85cc: 1. Micah McGoldrick (KTM) 113 points; 2. Courtney Duncan (Yamaha) 103; 3. Campbell King (Honda) 100. Junior 8-12, 85cc: 1. Hadleigh Knight (KTM) 119 points; 2. Dylan Walsh (KTM) 116; 3. Sam Cuthbertson (Honda) 95. ATV open: 1. Quentin Palmer (Suzuki) 125 pts; 2. Ian Fﬁtch (Honda) 103; 3. Jason Jepson 96; ATV 40+ 0-750cc: 1. Craig Ridgley (KTM) 122 points; 2. Vaughan Adams (Suzuki) 107; 3. Grahame Strong (Suzuki) 90. ATV juniors: 1. Zane Renall (Honda) 125 points; 2. Andrew Vincent (Honda) 110; 3. Mark Goldstone (Yamaha) 94. ATV women: 1. Emma Goldstone (Yamaha) 125 points; 2. Bridget Tapper (Yamaha) 110; 3. Amy Vincent (Honda) 100.

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DIRT COMPETITION DIRT GUIDE SERIES

POWER WINS DAY BUT BURGESS IS THE CHAMP WORDS & PIC: Andy McGechan

As pred predicted, racing went right down to the wire at the fourth and final round of the popular Dirt Guide Cross-Country Championships near Atiamuri on Saturday July 20. Series organiser Sean Clarke had a problem on his hands when heavy rain flooded much of the circuit at the weekend, but, in typical Kiwi can-do spirit, the racing went ahead, albeit with the terrain a little tougher to conquer than usual. “The junior race was cut back by one hour but the seniors still raced the whole thing,” said Clarke. “It was very muddy and a bit of a grovel though.” He said it had been a really close battle at the front between Auckland’s Karl Power (KTM) and Whitby’s Rory Mead (Yamaha) until Mead was forced to pull out late in the day, allowing Power to race unopposed to victory. SOLID FINISH ENOUGH However, a solid runner-up finish was enough to give the series win to Tauranga’s Reece Burgess (KTM). With all four rounds counting towards the crown and Power absent from round two, the best the Aucklander could achieve was overall runner-up and fourth overall in the expert under-300cc fourstroke class. Burgess not only won the senior grade overall but he also won the expert over-300cc fourstroke class, ahead of Auckland cross-country ace Steven Croad (Husaberg). KR’S CALLAN IS TOP KID Auckland youngster Callan May (Yamaha) won the expert under200cc two-stroke class, with Kane Stow (Yamaha) taking top 140 KIWI RIDER

honours in the expert under300cc four-stroke class, while Okato’s Sheldon Hill (KTM) won the expert over-200cc two-stroke class. The battle for intermediate under-200cc honours was also a close one with nothing to separate 16-year-old Putaruru rider Kian Scherer (Suzuki) from experienced Tokoroa rider Steven Andrews (Yamaha) at the finish. It required a countback to settle the class win in Scherer’s favour. GOOD NUMBERS Clarke said there had been an incredible level of interest shown in his fledgling series – now with a second season completed – with more than 130 riders accepting the challenge to race at each of the early three rounds and more than 100 turning up to brave the tough, treacherous conditions at Saturday’s final. Jointly sponsored by Dirt Guide, Yamaha and Kiwi Rider magazine, this year’s series has used some of the same terrain that was raced over by the word’s best when the region hosted the International Six Days Enduro in 2006. “But that didn’t seem to have discouraged anyone from giving it a go,” said Clarke. Jonathan Hill (KTM) won the junior grade race, run earlier in the day, finishing just ahead of Morrinsville’s Nathan Tesselaar (Honda) and Mamaku’s Nik Crawford (Kawasaki). KR

NAGL ON TOP IN SWEDEN

WORDS: Staff PIC: KTM

MX1 winner in Sweden was KTM’s Max Nagl.

KTM rider Max Nagl put in another world-class performance to top the MX1 podium with first and second placings in the MX1 races at the Swedish round of the 2009 World Championship at Uddevalla on Sunday 5 July. Pole man Nagl of the Red Bull KTM Factory Racing team wrapped up his second overall win of the season by winning the opening moto after a dominant performance, then finished a controlled second to Cairoli in the second. The duo pulled away after the start of the final moto but Yamaha Red Bull De Carli’s Cairoli rode stronger to take his revenge for a troubled first moto when he was hemmed in at the start and had to recover from the back of the pack, finishing an eventual fourth. Meanwhile consistent riding in both motos paid dividends for Teka Suzuki World MX1’s de Dycker, with third place, his fifth podium of the season. The Belgian took second in heat one despite being far away from

Nagl, then settled for fourth in heat two after several unsuccessful attempts to move past Philippaerts. Kiwi Josh Coppins, meanwhile, found himself off the pace after his podium the weekend before in Latvia, finishing sixth in the first race then slipping to seventh after a bad start and a small technical problem in the second. “I struggled, to be honest, and my speed wasn’t too good,” he told reporters afterwards. “My start was OK in the first race but I just didn’t quite have the rhythm and we made a mistake with the tyre choice. Sixth was the best I could do and we weren’t fast enough. I had a bit of trouble with the gearbox out of the gate in the second moto and hit neutral. I went up from last to seventh and hit neutral a few more times which was pretty scary so I had to run the race out from there. Overall I did not have the pace today and need to do a bit of work to get back the form that I had last week.”

YAMAHA FAR NORTH ADVENTURE DEC 5-6 2009 The Far North Adventure Ride is New Zealand’s longest running off-road motorcycle event. This year celebrates the 16thFNAR since the ﬁrst back in 1992. The 2009 FNAR features a new picturesque location of the Whananaki Coast which is located on the coastal region, north of Whangarei. This a completely new adventure ride with trails and routes that have never been used before on an adventure ride. This event will include a dedicated ‘Big Bike’ route, and a ‘Trail Adventure’ route. There’s something to suit all adventurous off-road riders. This is a non-competitive motorcycle adventure, suitable for all ROAD LEGAL, dual-purpose, and trail type motorcycles. Entry Cost $295 – Camping. Contact Mike for other options. Entry cost includes: * Entry and Route Sheets for two days * Breakfast and lunch Saturday and Sunday, Saturday night dinner * Satellite phone & GPS back-up * Great Location and facilities * Far North Adventure 2009 badge * Far Northern hospitality * Land access fees and permits * Sweep crew to assist Entry Forms are available from our website: www.adventurerides.co.nz Or contact Mike Britton. Phone 07 8556132, Mobile 0212849047, Postal: PO Box 12180, Chartwell, Hamilton 3248.

Far North Adventure Ride

RESULTS RESULTS RND 11 2009 MX1 WORLD CHAMPIONSHIP UDDEVALLA SWEDEN SUNDAY JULY 05 RACE 1 1. Maximilian Nagl (KTM); 2. Ken de Dycker (Suzuki); 3. Clement Desalle (Honda); 4. Antonio Cairoli (Yamaha); 5. David Philippaerts (Yamaha); 6. Joshua Coppins (Yamaha). RACE 2 1. Cairoli; 2. Nagl; 3. Philippaerts; 4. de Dycker; 5. Desalle; 6. Tanel Leok (Yamaha); 7. Coppins.

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DIRT COMPETITION WORLD MX

WORDS: Staff PIC: Yamaha

That’s better. Kiwi Josh Coppins carded a fourth and a second place to earn third overall in Latvia

COPPINS ON THE PODIUM IN LATVIA Yamaha Red Bull De Carli’s Tony Cairoli claimed his second MX1-GP event in the space of a week to extend his lead in the FIM World Championship to 57 points at the inaugural Latvian MXGP at the Kegums circuit on Sunday June 28. And Kiwi fans got a chance to breath a sigh of relief when Josh Coppins had a strong round and ended up third overall for the weekend. The tenth round of fifteen in the ’09 schedule and the second of three GPs inside three weeks occurred within a presentable and well-structured circuit, 50km south-east of Baltic state Latvia’s capital city of Riga. A long, loose-soil and technically difficult track awaited the GP riders, and the soft surface quickly became rough with many deep ruts and bumps littering the jumps, waves and rollers. Cairoli pushed leader Clement Desalle all the way to the line in the first moto then in the second again came from behind to pass riders such as Leok, Coppins, de Dycker, Philippaerts and Nagl to reach

Desalle with three laps remaining. Yamaha Monster Energy MX Team’s Josh Coppins’ return to the podium was his first since his win in Bulgaria at round two. The New Zealander picked up his second piece of silverware this time thanks to his strength and resilience around the course; traits that he has not been able to call on in recent GPs. He took fourth place in the first race but it was his late charge to second in the second moto, equaling his best finish of the year, which really caught the eye and confirmed the 32 year old’s presence on the podium. Team-mate David Philippaerts, who had made some suspension tests during the week, was sixth overall but was suffering in the wake of two days of illness in the lead-up to Latvia. The world champion started well in both motos but faded away from the battle for the top three in the second half of the races. .

RESULTS RND10 209 MX1 WORLD CHAMPIONSHIP KEGUMS LATVIA SUNDAY JUNE 28 RACE 1 1. Clement Desalle (Honda); 2. Antonio Cairoli (Yamaha); 3. Maximilian Nagl (KTM); 4. Joshua Coppins (Yamaha); 5. David Philippaerts (Yamaha); 6. Aigar Leok (TM). RACE 2 1. Cairoli; 2. Coppins; 3. Ken de Dycker (Suzuki); 4. Tanel Leok (Yamaha); 5. Desalle; 6. Nagl.

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TRAIL RIDING GUIDED RIDE

Enduro champ, Six-Day mainman and allround riding legend Sean Clarke recently hosted a group of good keen Southern Men eager to sample the best off-road riding the central North Island could offer. This is (just) one story of that ride.

Sean’s Southern Men in all their splendour!

SEAN’S SOUTHERN MAN MISSION WORDS: Sean Clarke PICS: Adele

t was one of those phone calls. Jeff Marshall, a South Island Suzuki dealer, was on the line asking me if I would take him and 10 or so of his mates on a five-day guided ride throughout the central North Island. I said why not and the rest, as they say, is history. After a lot of organising and planning the ride was set for mid May with the first two days starting at Kawhia, on the west coast of the North Island, about 50kms south of Raglan. I have ridden in this country a lot since 1994 when I first starting holding events at John and Fiona Scott’s property at Hauturu which is about 30kms south of Kawhia. John and Fiona’s sons Mathew and Nigel now run the family farms and lucky for me they are right into bikes. So these two were responsible for the course over the first two days.

group consisting of Mark Newton, Kevin Archer, Kane Stow, Craig Abbott, Adrian and the Scott boys. Yep, she was shaping up to be one hell of a trip. In fact I will never forget one of the comments from that ﬁrst night; ‘how will these two (referring to Mathew and Nigel and their Yamaha Raptors) be able to keep up on four-wheelers?’ The answer to that, of course, was we’ll have to see! Wednesday morning and it was up early and down to breakfast at a local café. Alasdair Cleland was now the leader of the southern group as Jeff Marshall didn’t end up making the trip. I think Alasdair earned the role by building a trailer that carried the 11 motorcycles up from Ashburton! Anyway. After breakfast we quickly unloaded the bikes and got geared up for the ﬁrst day’s ride. DAY 1 Kawhia To Awaroa – 125kms

GETTING STARTED Tuesday night and it was riders’ briefing at the local Kawhia Hotel. The group consisted of the 10 South Islanders plus one Aussie as well as a seven rider sweep

This was from Kawhia on the west coast to the Scotts’ home farm in the Awaroa Valley, 125kms away. From Kawhia it was out onto the beach and a right turn to head north for 15 or so kms into the Abbott

property before a half a lap of the Raglan Rox four hour track. A quick hill climb to determine the calibre of the Southerners saw most of the riders make it up which was promising. By mid morning everyone was having a blast on the massive hills and native bush tracks heading towards the Pirongia West Rd where we were to have lunch. Mathew had warned me about a section just before lunch, which in his own words was, ‘an up hill in the bush and it’s a bit slippery!’ Well that was an under statement. The ﬁrst six or so riders got up OK but after this it was a struggle and ended up taking us about thirty minutes to get the rest of the group up. All good fun though. After lunch and a breather we had some real open going which really put the smiles on everyone’s faces. We crossed over the Kawhia highway and this is when Nigel informed me that we better get a move on as we may not make it by dark. Good one, ﬁrst day and I am already running late! At the same time I also got my second warning of the day and that was that KIWI RIDER 145

TRAIL RIDING GUIDED RIDE

the last hill before home might be ‘a bit hard.’ As it turned out it was impossible but we had a great time trying s to get up it. A quick decision was made to head around the road and down to the homestead for dinner. d

DAY 3 Kawhia To Atiamuri - rest day

through before we started.

Day 3 was a rest day with travel and a bit of sight-seeing in Rotorua before the group headed to the well-known Bullring by Atiamuri on Friday night.

Kevin was the lead rider and he had a loop around the Ngaroma district in mind.

DAY 4 Atiamuri To Ngaroma 150kms

By the time we got there it was raining and dark. Great when you’re ra on a 450 MXer with no lights!

After leaving the Bullring we headed to Tar Hill and then followed the ISDE course directly over to Whakamaru.

After 145kms (bit extra due to the detours) Day 1 ﬁnished with a great feed and a lot of beers. By now I had worked out Mathew and Nigel’s dictionary; ‘hard’ means ‘impossible’ and ‘just down the road’ means at least 12 kms!

We had to fuel up half way over and this was done at Tram Rd. From then on the track was in great condition having not been used since the ISDE. I stopped a few times and showed the Southerners some of the ruts that were created at the ISDE and the culvert that blew out on Day 3 that all but stopped the event.

DAY 2 Awaroa To Kawhia – 120kms Day 2 started out a bit slower as the frost had made the mud hard as a rock. By 9.30 the bikes had thawed enough however and we were off on the ride back to Kawhia. Following a different course the tracks were a lot muddier than the day before. It was all good fun and a few on-the-spot coaching lessons were given to some of the group who had never seen mud like it. After crossing back over the Kawhia highway it was lunch at Mathew’s house and on to some of the country that was used for the Australian Four Day Enduro back in 2001. We had covered 120kms on the second day and the last 20 was down the beach back to Kawhia. One of the highlights of the day was thanks to Kevin Archer who pulled a wheelstand standing on the pegs at 115kms per hour for over two kms which impressed the hell out of me and the Southerners. Another highlight was some of the best native bush and farm tracks you can get, so there were a few tired bodies by the end of the day. Everyone had enjoyed themselves though and were looking forward to a day off to travel to Tokoroa for the next two days of the tour, ISDE country.

First crash and it’s only 10 minutes into the ﬁrst day’s riding!

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Along the way Mathew and Nigel had been winding up the southerners telling them that two things were going to happen when they got to Tokoroa; the ﬁrst being that it was going to be real hard in the forest and the second that my son Jesse would easily blow them away on the trails. As it turned out, neither happened and the ride to Whakamaru was a blast. After lunch at the Whakamaru reserve we headed to Ngaroma. We crossed the Waipapa Dam and followed Kevin up the Drum Bridge track which is used for pylon access. After this a race around Hirimai Station was in order before it was off to Kevin’s house for dinner and . . . you guessed it, beer! Lyn Archer had prepared an awesome meal which went down a treat while we admired the great view from their house.

However seeing as it was about 0° C and raining we managed to get in about 50 kms before heading back to the house for lunch. After lunch we made a straight line for the Bullring which took in some great forestry roads and horse tracks in the Kinleith forest. My wife Adele met us at the Whakamaru highway with a hot coffee and some fuel which was greatly appreciated before the last 40 kms of the ride which was pretty much a section from the ISDE and took us all the way (back) to the Bullring where a group photo was taken and the ride was over. Everyone seemed to really enjoy the riding and one of the most common comments was the huge variety of riding that they had done over the last few days. From an organiser’s perspective it had all run – reasonably – smoothly too with 600 kms covered and just the three punctures, two decent crashes and no one hurt, all in all a great time on two wheels. To that end I’d like to use this opportunity to thank all the land owners in the Kawhia-Oparau area whose land was used for the ride. Obviously I’d also like to thank Mathew and Hayley Scott and Nigel and Keri Scott, John and Fiona Scott, Peter Scott, my wife Adele, Kevin and Lyn Archer, Michael Dillon, Mark Newton, Kane Stow, Craig Abbot, Adrian and the Hauturu School for the food. POSTSCRIPT

DAY 5 NGAROMA

At which point I’ll leave you with the last comment from the Southerners which was . . . ‘it was the hardest ride that they had done in the 11 tours they have completed, but at the same time they had learnt a lot about riding and really enjoyed it.’

Though we were up and into it early, it made no difference as the rain came down and we were all pretty much soaked

My answer to that, of course, was when you called me for a trail ride what did you expect!! KR

So far the weather had been pretty good except for the last part of Day 1, but that was about to change for the following day.

: A pause for repairs at the bottom of a sticky downhill on the ISDE trails, Day 4.

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WORDS & PICS: Racing Dave

Correctly set up suspension can make all the difference to your off-road bike, new or old. Racing Dave explains how and why. Modern trail bikes have lots of adjustment in their suspension, and many early models have very little, but one thing is for sure – it is possible to set-up any bike for each rider’s style and preference. The key word is compromise, and to remember that there is no correct adjustment, only what suits you best. All I can do is offer some simple ideas and show how to make changes to standard suspension; you’ll need to experiment with your own bike to ﬁnd out what works best for you. IT ALL STARTS WITH SAG It all starts with sag – how far either the front or rear suspension compresses under the bike’s weight (static sag), and under load when you are sitting on it in your riding gear (rider sag). Almost all rear shocks have some form of pre-load adjustment, and rider sag should be in the order of one-third of suspension travel, with static sag correspondingly less, maybe half as much. You might need a long copper punch to turn the lock rings, and it will be easier with the weight off the spring. Not many front forks have pre-load adjustment, but if the spring rate is hopelessly soft (such as on Honda’s Postie bike), with careful thought and measurement, the spring can be cut, and a spacer ﬁtted to replace the missing section. Often, stiffer springs are available.

TRAIL TIPS TIPS OF THE TRADE

BASIC SUSPENSION SET-UP wheel movement, not the speed of the bike, and takes care of sudden square edged bumps.

A good starting point is to try the recommended settings in your bike’s manual, but failing that, set the clickers to the mid-point, and go from there. In unusually rocky terrain, such as Central Otago, you’ll find that fork compression damping will need to be backed right off, or your arms will be jolted unbearably. In smoother terrain, or if you like big jumps, the settings will be towards the stiff end of their range. If you are happy with the rate of bump absorption, but still find the forks bottoming heavily, a higher oil level will decrease the air space inside, and provide a higher spring rate, particularly near full travel. A WARNING Older bikes, with primitive damper rod technology (and no external adjustment), may be slightly improved with a different viscosity of oil, but there’s not much scope for better damping with these forks. The main thing is to experiment, and see what works best for you. Keep a note of any changes. Your bike’s wheels will follow the ground better, grip better, brake better, and tyres will last longer. Improved feel leads to improved confidence, and thus faster and safer riding, with less fatigue and higher levels of concentration. KR

THEN DAMPING Most forks have the compression damping adjuster underneath the leg and the rebound screw on top, while for the majority of rear shocks it’s the other way around. A rear shock might have a separate nut to adjust high-speed compression damping. High-speed refers to rate of Correct suspension set up is one of the keys to unlocking the potential of your bike (top pic courtesy Andy McGechan). Most modern bikes have considerably adjustability built into their suspension components including front fork compression adjustor (bottom of fork), front fork rebound adjustor (top of fork), rear shock high and low speed compression adjustor (top of shock) and rear shock rebound adjustor (lower part). And if you ride an older bike with forks which are way too soft for your weight or riding? Here’s Racing Dave’s Postie Bike solution (right); cut the spring and add spacers to increase the spring rate!

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Show ShowCase

SEPTEMBER 09 Useful Stuff... In your local Dealers now.

Airoh Dome

Park TTool ool Workbench

Renowned for their strong focus on technology, style, weight, raw materials, comfort, and ventilation, Italian helmet brand Airoh is now widely available throughout New Zealand. The new for ’09 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 2 very cool graphic options – Party or Fear Red. Sizing ranges from XS to XL. Price is just $389.00, and you’ll find them at your local Airoh Stockist.

The Park Tool Portable Workbench is a work table that folds for easy transport and storage, 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. Expect to pay around $255.00 for this brilliant portable workbench.

Zac Speed Protector Pack Stay protected, carry gear and tools, all while keeping hydrated on your next trail ride. Sounds like a great idea I hear you say. Then read on. Beautifully crafted and loaded with features, the ‘Exotec SP3’ (Sports Pack 3 Litre) is a unique protector system, combining a strong durable Chest Protector, back pack with removable articulated Back Protector, 3 litre Hydration System, and Tool Pack — all in one comfortable modular unit — very trick! Put simply, the Exotec protector pack’s revolutionary design works with no compromises. It’s simply a better way! Check one out at your local dealer today. Great buying at $255.00.

* Tools not included.

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 $489.00, and they come in black in Euro sizes 42 to 47.

Maxima 530MX 4T Oil

PRODUCT OF THE MONTH!

Time for an oil change? Then perhaps it’s time you changed your brand too. Used and endorsed by Pro Circuit Kawasaki and other top factory AMA MX racing teams, Maxima 530MX is a 100% synthetic race grade 4 stroke oil. Providing more torque and horsepower, 530MX ensures the ultimate in protection for critical engine, transmission and clutch components for today’s thumpers. Don’t take any chances with your engine’s protection — insist on Maxima 530MX. Just $37.90 for a 1L pack from Maxima stockists. Maxima — The Fastest Oils on the Planet!

Nemeses NM649 Gloves After a new pair of gloves? Then you should seriously consider the Nemeses Glove range. They feature an airmesh and embossed neoprene back with rubber protection, durable abrasion resistant microfabric material on the palms and a velcro wrist closure for adjustability. Big check list ticks then on the quality, comfort and style front. And the price? Just $34.90. Now there’s a bargain! Available in Alloy, Blue, Red, Green, and Orange — which means you can pretty much match them to what ever bike you ride. Available now from your local Nemeses stockist. Sizes S to XXL.

If your dealer doesn’t have these fine products on their shelves, tell them to get some for you from Forbes & Davies Ltd.

XT-1 bars offer the 1 8 tapered bar technology of the T2 model with the added strength and comfort supplied by the crossbar found on the Tag X5 Handlebars. The XT-1 features superior strength and durability due to its construction from shot peened and anodized aircraft quality 7049 T-6 aluminum. These features, coupled with the crossbar taken from the X-5 bar, make the XT-1 the strongest handlebar on the market. It also incorporates Tag Metals patented anti-vibe elastomer insert which reduces vibration by up to 40% meaning you can ride harder for longer before feeling the effects of arm pump. So make your next handlebar a Tag Metals handlebar, you won’t regret it.

HOT PRODUCTS DIRT

DIRT TAG XT-1 BARS $250 Distributor: Crown Kiwi

4 2

TAG REBOUND GRIPS $45 Distributor: Crown Kiwi

Tag Metals have developed the most comfortable grip in the world; the Rebound Grip. This technology will allow you to ride up to 40% longer before fatigue or blisters can affect you. When you are racing, every single bump, rut, or jump sends a shock through your hands and into your arms. This is transferred directly to your entire musculoskeletal system which can produce pain, fatigue, arm pump and increased wear and tear on your wrists. When you are working so hard to win, doesn’t it make sense to do all that you can to reduce these unwanted effects? Think #1. Think Tag Metals.

AIROH S4 HELMET From $479 Distributor: Forbes & Davies

With its clever modular design, the Airoh S4 is essentially a 3-in-1 helmet: Enduro/ Street with visor and peak, Street with the peak removed and Enduro Cross with visor removed. Constructed from lightweight, durable thermoplastic with a scratch resistant visor, sanitised, removable, washable comfort liner, front ventilation, rear air extractors, quick retention system and ECE.2205 safety. Available in matt black in sizes XS-XL. DIADORA GT2 TOURING/ENDURO BOOTS $399 Distributor: Nationwide Accessories

Featuring: leather upper; veratex tubular lining; TPU moulded plastic shin and ankle protections; extra soft polymer padding with memory foam; Velcro and adjustable GH plastic buckle closure; plastic gear pad protection; reinforced front plate; rear reﬂex insert; anti-slip/oil rubber sole; TPU Dual Flex and anti-shock EVA midsole and an ntibacterial replaceable footbed with APS (Air Pump System). Sizes: 42-47. Colour: Black. TCX COMP KIDS BOOT $349 Distributor: Northern Accessories

New for 2009 the TCX is a strong, quality,

3 youth boot at an affordable price. Features: Upper: leather. Lining: Air Tech breathable. Protections: shin plate, malleolous polyurethane protection. Buckles: 3 polyurethane. Sole: 3 colours injected, wear resistant. Colour: Black Sizes: EU 37-40.

pad, malleolous protection with iron mesh insert, suede heath guard. Buckles: 3 aluminium adjustable buckles positioned to grant perfect ﬁtting. Sole: new design with speciﬁc grip area for Trial use, interchangeable. Sizes: EU43 – 47 Colour: White.

6 TCX TERRAIN 2 TRIALS BOOT $599 Distributor: Northern Accessories

7 KING TOOLS SOCKET SET From $120 Distributor: Forbes & Davies

A new trials-speciﬁc boot that provides excellent grip and comfort as well as safety. Features: Upper: leather with Cordura® inserts to increase comfort. Lining: AIR TECH breathable. Protections: polyurethane shin plate and shift

This handy ¼” drive 44 piece socket set from King Tools features 13 sockets (4-14mm), torx bits (T8-T40), hex bits (H3-H8) and extension bars – including one ﬂexible, universal joint and a three-way adaptor. KIWI RIDER 151

is a supple full grain leather boot with Drytex waterproof lining, shin and ankle TPU moulded protectors, plastic gear pad protection, adjustable velcro closure, replaceable and adjustable buckles, and an anti-slip rubber sole. These boots offer superb protection without sacriﬁcing comfort and ﬂexibility.

ON THE PIPE FIVE DVD $60 Distributor: Northern Accessories

HOT PRODUCTS DIRT

Join Josh Grant in the So-Cal Dunes as he crushes the biggest 4th gear double of the year. Come with us to Nevada to check out the new Livefast Compound with an all star Reno Crew. Travel to England to witness Ryan Villopoto help Team USA secure another MX of Nations Title. OTP5 is dedicated to Jeremy Lusk. Jeremy conquers his favourite riding sports and provides an in depth look into his MMA training regiment and how it led to his becoming the number one FMX Rider in the World. OTP5 has it all from private track sessions with Bubba Stewart and Ricky Carmichael, to spectacular helicopter shoots in Canada and Arizona.

3 2 4

NEMESES ARMOUR SHIRT From $149 Distributor: Forbes & Davies

The Nemeses Armour Shirt features protection in all the critical areas with adjustable velcro straps and comes in 6 adult sizes (XS to XXL) plus 3 new junior sizes (S,M,L) providing the ultimate safety and comfort so you can concentrate on carving up the opposition out on the track.

NEMESES KNEE GUARDS $69 Distributor: Forbes & Davies

If you’re into adventure rides, trail riding or sports quads, then take a look at the ATV One from leading Italian boot maker Forma. The ATV One boot is an alternative to narrow focused full on off-road boots that aren’t always practical for those adventure/trail rides. The ATV One

These hinged knee 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.

FORMA ATV BOOT $435 Distributor: Forbes & Davies

PIRELLI HAS IT COVERED 4

We talked to the good folk at Nationwide Accessories about what was hot in their Pirelli tyre range. As you can imagine we couldn’t stop them raving about one tyre after another. So after going back and forward a couple of times, we settled on the tyres listed below. Here we have a good spread of some of the newer bags, rim protectors, skins or whatever you want to call them… Remember that all your old favorites are still available. For off road there’s the Scorpion MX mid soft (32), mid hard (454), hard (486) and eXTRA and then there’s the road tyres. So slip into you local and get the low down on what’s best for you. 1 PIRELLI ANGEL New generation of sport touring compound: maximum safety feeling on wet / cold conditions without compromising dry grip. Innovative tread design offers mileage while maintaining an appealing tread design. New front and rear proﬁle tailored to the new generation of sport touring bikes: neutral and smooth handling in all manoeuvres. 2

PIRELLI SCORPION TRAIL

Top performance for any ground and any

road. This new revolutionary tread pattern combines high performance with a very innovative look. With its patented 0° steel belt technology provides maximum stability and excellent handling on every kind of terrain even when fully loaded. Its uses the latest generation of materials for maximum grip in all weather conditions, giving the ideal balance between milage and grip. PIRELLI SCORPION XC MID SOFT High module, low shrinkage polyester carcass for regular and a large footprint to 3

5 maximise traction and braking. Optimised steering precision and traction is provided by the small hard knobs on the front. Racing compound for a high performance level for the entire race, regardless of conditions. PIRELLI NIGHT DRAGON Its new shape and larger dimension give increased durability and traction. Its new structure also provides optimum pressure distribution and unmatched riding comfort. The street-wise tread pattern blends biker style with riding performance by maximizing the contact patch for fast warm up, quickly giving stability and traction.

PIRELLI RACE RAIL XC Front tread provides enhanced braking with precise cornering. 6-ply carcass for extreme puncture resistance. Rear tread is shaped for aggressive straight-line traction. Tested in North America by top GNCC pro racers.

Stainless steel reusable oil filtration now available for CRF450 ’09. Filters particles as fine as 35 Microns. Fine Swiss made stainless filter cloth. Cleans with contact cleaner. Includes precision CNC aluminium cove.

HOT PRODUCTS DIRT

1 FILTRON SUPERFLOW OIL FILTER $119 Distributor: Northern Accessories

661 #COMP GLOVE 2010 $40 Distributor: Northern Accessories

Economical full finger glove for the dirt rider featuring protective TPR rubber, embossed Airprene and vented Spandura mesh back for maximum protection and breathability; full cuff with Velcro closure; durable reinforced thumb and lightly padded palm areas; synthetic leather palm is machine washable; Spandura mesh fingers area keep the air flowing to keep you cool and dry, and flexible Airprene & TR ruber protects knuckle area.

6 1

TRAILTECH HELMET HID SPOTLIGHT KIT $850 Distributed by White’s Powersports.

High powered helmet light! See where you look – not where your bike is pointed! Helmet mounted HID light puts out halogen equivalent light while only drawing 13 watts per light; perfect ﬁt on bicycle & motorcycle helmets; helmet lights make cornering at night as easy as cornering during the day – see into holes/whoops; easily moved between different helmets; includes additional mounting kit to allow ﬁtting to any size handle bar from 22.2-31.8mm; uses a Lithium Ion battery with a 4 hour charge time. A single charge powers your MR11 light for 5.5 hours.

WFO BILLET ALLOY HAND GUARDS From $89 Distributor: Forbes & Davies

Protect your mits when carving through your favourite trail with these tough lightweight alloy hand guards from WFO. Available for 7/8” bars and 28.6mm taper bars they come with ﬁtting hardware. 5 MUC-OFF CHAIN CLEANER $22/400ml. $42/1L Distributor: Forbes & Davies

Muc-Off High Performance Chain Cleaner is speciﬁcally formulated to remove heavy chain grime quickly and safely. The unique formula breaks down oil, grease and grime leaving the chain contaminant free, and can be used on all chain types including O-ring.

4 5 brilliant hard and late braking performance while offering excellent stability. Designed to work in a variety of conditions, but provides the rider with optimum performance in intermediate terrain. If it’s traction, stability and durability you’re after you can’t go pass a set of Metzeler MC5’s. DUNLOP D756 From $115 ($55 for minis) Distributor: Forbes & Davies 7

6 METZELER MC5 From $117 Distributor: Forbes & Davies

The Metzeler MC5 is a true ‘All rounder’ tyre and have been proven to work exceptionally well in typical New Zealand conditions with a host of riders running the MC5 in NZ Enduro competition. Known for their

From Dunlop comes this mid terrain legend. Incredibly stable on both drive and braking the D756 ﬁnds grip when the others are spinning. The D756 also features reduced tyre weight resulting in less unsprung weight. This outstanding tyre works

over the most common range of conditions in New Zealand and is available in a wide range of sizes to suit minibikes through to full-size bikes. 8 MAXIMA SC1 From $19 Distributor: Forbes & Davies

High gloss SC1 Clear Coat is speciﬁcally formulated for the Powersports industry. SC1 coats plastic, ﬁbreglass and painted surfaces. Makes the clean up process easier – excellent for use on dirt bike and ATV fenders to prevent mud and dirt from adhering to plastic. SC1 dries completely and is water resistant, leaving a long lasting lustre without attracting dirt and dust. KIWI RIDER 153

Paul Whibley 154 KIWI RIDER

I may be stating the obvious, but New Zealand is a small country. Now this may be considered a handicap in some respects. It’s true that we may never again get to host a round of the World Superbike Championships (as we did in the beginning, when we hosted the ﬁnal round in 1988, because we had it written into a contract that we, as founding fathers of the competition, would get to host it for a few years) and the best we can hope for in motocross is to host the World Junior Motocross Championships (as we will in Taupo this August).

and too far away from the hub of world motor-sport (huge population bases such as Europe and the United States), that we will always struggle to be considered a viable host nation. But, in other respects, New Zealand being a small country can be considered a good thing. Look at how the Kiwis band together to help one another when their backs are against the wall.

We did host the International Six Days Enduro in New Zealand in 2006 but that was more due to us having such fabulous terrain for enduro racing and having such strong and energetic personalities as Sean Clarke (and his team of tireless workers) who brought that about.

Motueka’s Josh Coppins, a factory rider campaigning the motocross world championships (ﬁrstly on Suzuki and then with Honda before heading to Yamaha), helped Taupo’s Ben Townley when he was branching out and making his ﬁrst foray into Europe (when he was on a satellite Suzuki team and then with the KTM factory).

Incidentally, it’s the same band of Taupo club workers who ensured the smooth running of the 2006 ISDE that will now run the 2009 Junior World Motocross Championships … well done Taupo club.

Ben (then riding for Pro Circuit Kawasaki) returned the favour when he assisted Mount Maunganui’s Cody Cooper as he made his USA debut on a satellite Suzuki team in 2008.

But I dare say we’ll never see a Formula one car GP here, nor a round of MotoGP or the MX1 and MX2 world championships either.

Pahiatua’s Paul Whibley (Kawasaki) is now giving a ‘leg-up’ to fellow Pahiatua rider Adam Reeves (Yamaha) as he dips his toes into the world of cross-country racing in the United States.

Forget about hosting a world supercross championship round – we have not got the infrastructure or facilities for that, not to mention that we frequently can’t ‘pack’ out little stadiums with a meagre 5000 people to watch the nation’s so-called No.1 sport, rugby. Truth is, New Zealand is just too small

HANDY ANDY ANDY MCGEEHAN

NZ’S ‘BAND OF BROTHERS’

Auckland’s Chris Birch (KTM) offered support to Whitby’s Rory Mead (Yamaha) when he made his debut at the famous Erzberg Enduro in Austria in June. It did not matter to any of the senior riders here that they might be supporting another rider who might one day take the

spotlight away from them. It did not matter that the mentor was helping a rising star who could also be a rival on the track. Neither did it matter that the established rider was assisting a rider from a different team, a rider of a rival motorcycle brand. This was the ANZAC spirit at work, the Kiwi can-do and ‘helping a mate’ on their ‘Big OE’ experience, a long way from home. The Americans had a massive crew of several hundred on their Motocross of Nations crew last year, and the Belgians and Italians were tripping over one another too, while New Zealand had probably seven or eight individuals to count on … and six of them were the three riders and their mechanics. Sometimes being a small country can be a good thing and we have proved many times we can be as good at this sport as the big countries, so long as we all band together – then we’ve got a team of four million and that’s very hard to beat. I’m picking we’ll have a bumper ‘crew’ of supporters for the New Zealand riders in Taupo this August. Whatdoyareckon? KR

KIWI TRIO NAMED FOR “OLYMPICS” New Zealand’s three-rider squad has been announced to contest the annual “Olympic Games of Motocross” in Italy in October. The three riders to tackle this year’s Motocross of Nations, at Brescia in Italy, on the weekend of October 3-4, will be Motueka’s Josh Coppins, Queenstown’s Scotty Columb and Rotorua’s Michael Phillips. Two other possible candidates -- Mount Maunganui’s Cody Cooper and Taupo’s Ben Townley -- both declared themselves unavailable for selection but Motorcycling

New Zealand feels conﬁdent its three chosen representatives still have a very good chance of winning this prestigious international event. “We have decided to give some fresh blood a chance to shine on the world stage,” said MNZ CEO Paul Pavletich. “We are sure that (Motocross of Nations ﬁrst-timer) Mike Phillips will step up. He has already turned heads with his results from racing in the UK this year. Cody Cooper is unavailable and Ben Townley is still recovering from injury, he is training hard but,

unfortunately, he will not be ready to race in October,” he said. New Zealand team manager Mike McLeod, from Wellington, said he has a lot of faith in the riders picked. “The feeling is that our team is very strong and has the ability to do well at this event,” McLeod said. “It has been good to see Scotty Columb and Mike Phillips both doing well in the British Motocross Championships and world MX1 championship frontrunner Josh Coppins was always an automatic choice for us and will captain the team.”

KIWI RIDER 155

JUNIOR ED NOT INCLUD Big Wheel

2009 KLX140L

$5,395 incl.

Small Wheel

2009 KLX140

2009 KLX 110

$4,595 incl.

$3,295 incl.

Monster Energy

2009 KLX 110 Phone 0800 4 Kawasaki (0800 452-9272) Get current prices & download the full information PDF from www.kawasaki.co.nz

$3,795 incl.

There is, however, a fear with many folk that two-strokes are just a tad too difﬁcult for little Johnny to learn the basics on, and they end up steering well clear of them. If you boil it down two-strokes are every as bit as easy asy to ride as four-strokes so long as they’re set up to reﬂect their intended use. That setup is something KTM has focussed on in their youth orientated range.

KR KIDS KIDS’ BIKES TEST

o fair to say that KTM subscribes to that.

Although on test day the KR Kids’ crew had four KTM Sportminicycles to drool over, and drool they did, only two were set up to ride. There were several other KTM youth bikes ﬂoating around but they were personal rides, so in fairness to the kids we limited their evaluation to the 50SX and 65SX on offer. LEAPS & BOUNDS For two youth orientated bikes the 50SX and 65SX sure look the business and every bit as genetically similar to the full blown adult SX race range. It’s a sign of just how serious the company is about its kids’ bike; the 50SX is a purpose-built model with a unique chassis and engine (in other words not a 65 with a smaller barrel or shorter piston stroke). Despite its aggressive styling the single cylinder 49cc two-stroke is light on the throttle and uber easy for the kids to learn on. The engine is well developed to produce low end pull whilst at the same time being very

IT’S KTM’S TURN Serious kids’ bikes are one of the cornerstones of Austrian manufacturer KTM’s range. So there was no shortage of takers when the orange brand’s offerings were put in front of the KR Kids’ testing team. WORDS: Ollie S. PICS: Geoff Osborne

TM has an illustrious pedigree of high performing and educational two-stroke kids’ bikes developed to reach the requirements of the beginner through to the serious youth racer. And just like their youth model range, it was a twostroke-fest on test day for the KR Kids’ evaluation crew.

well tuned to run at the upper limit of its rev range. A single gear automatic gearbox and centrifugal clutch takes the technical challenge out of controlling throttle, clutch and gearbox leaving little Johnny or Jane to focus on balance and learning the art of braking with the 50SX’s fantastic front and rear disc calipers.

Well-known as a pro two-stroke company you won’t ﬁnd any fourstroke youth bikes within KTM’s Sportminicycle range. There’s a line of thinking that time spent in the formative years on a two-stroke makes for a better developed rider and it would be

The next logical step in the KTM chain of Sportminicycles is the slightly bigger, more powerful and ‘experience necessary’ 65SX. It’s powered by a 64.9cc two-stroke single, has six gears and a fully functioning wet multi-disc clutch. KIWI RIDER 159

KR KIDS KIDS’ BIKES TEST

to develop their skills and potential. And just because they’re both peppy sounding two-strokes doesn’t mean they are any harder to ride than a fourstroke aimed at a similar skill level. KTMs sure do seem to be popular motorbikes around the kids and the brand’s lack of youth four-stroke options is in no way a disadvantage. In fact a two-stroke has many advantages and in this instance the KTM’s open riding ergonomics allow for ample room to grow on. KR The pics below (studio) pics are of 65 and 50cc SX models while the others are of our KR Kids’ testers Trent Collins (KTM 65SX) and Tommy Buxton (KTM 85SX) on their own bikes.

Its chassis and engine setup is more closely angled at the experienced youth rider looking at challenging the local mini MX scene but isn’t too far set apart from attacking the trail. The 50SX weighs a feather-like 42kg (the 65SX closely follows at 57kg) with the best part of that weight difference boiling down to up-rated suspension, brake and engine components, and more importantly, slightly taller ergonomics.

ABOVE: KTM sportminicycles range supplemented on day of test by personal bikes used by a couple of our KR Kids’ testers.

The 65SX is developed to race and therefore may not have the bottom end practicality intended for slow-going, basic-skill learning. But it does provide an excellent step from which a skilled youth rider can quite easily hop on and ride away. A KID’S EYE VIEW KTM was obviously a fl avour many of the KR Kids’ crew couldn’t keep off all day. Despite the wet, greasy conditions and the abundance of four-strokes (which are commonly seen as easier to ride in those circumstances), the kids thrashed out lap after lap on the 50SX and 65SX as well as their own mounts. Without a doubt the most signifi cant benefit I saw was the change in their confidence levels swapping from twostroke to four-stroke. Skill ranges of the crew ranged from basic novice to national champ ability and every one of them seemed to revel in both KTMs’ ease of use and control in the tricky conditions. Both the 50SX and 65SX are fantastic looking machines with quality componentry and they both offer a wide spectrum of riders the opportunity 160 KIWI RIDER

SPECIFICATIONS KTM 50SX Engine: Single cylinder 2-stroke Gearbox: Single gear automatic Starter: Kick Wheelbase: 1030mm Seat height: 650/675mm Adjustable Kerb weight: 42kg Fuel tank capacity: 2.3l RRP: $4,995

KTM65SX Engine: Single cylinder 2-stroke Gearbox: 6-speed Starter: Kick Wheelbase: 1137mm Seat height: 750mm Kerb weight: 57kg Fuel tank capacity: 3.5l RRP: $5,995

KR KIDS HAMISH DOBBYN

MOTOCROSS WITH HAMISH DOBBYN Well, after sitting down with dad, and watching and learning how all the top riders overseas prepare for their events we realised motocross is not an individual sport. Without the support and backing of a lot of people around you it is not possible to perform at 100% all of the time. From the person who makes sure you have a roof over your head and a bed to sleep in to the one that makes sure every single nut and bolt is tight... NEW MECHANIC Recently Craig Guy (Mushy) has come on board to help out and keep my bikes in top form. It has been a huge learning curve for myself understanding how important it is to have someone working on your bike that you have 100% trust in.

Hey Everyone, Welcome to this month’s column. A quick up-date on all the new changes. As for all of the New Zealand team members of the 2009 Junior World Champs team it has been a very busy few months. NEW TEAM As most of you would have heard (and the Ed tells me you can read all about it in the news section) by now I have made the change and am now riding for Fly Team Green under Mike Cotter’s wing. Obviously it’s a big change, particularly with me being three weeks out from one of the biggest races ever, the big question I suppose, why the change so close to the event?

THANKS A big thanks to Yamaha for all their support and great bikes over the years. The Townley family for all the help they have given me. I would also like to thank Russell Burling for all the advice and guiding me down the correct path. Until next time Thanks for reading and stay safe. KR

Also Sue, Mushy’s wife who I can’t thank enough for letting Mushy spend all his spare time working with me on my bike. (Best we keep dad on the hammer eh Mushy?) TRAINING The last few months have been a rollercoaster ride for myself and the team around me particularly with coming in and out of injury at all the wrong times. After one of the MNZ training sessions Ben Townley (BT) advised me that the best thing I could do was have a month off and let everything heal. Over the last few months BT has been helping Cam Dillon, Mat Hunt and myself on and off the bike so we can all do the best possible at the 2009 worlds.

KR Kids columnist Hamish Dobbyn in his new – green – colours

KIWI RIDER 161

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162 KIWI RIDER

KR KIDS COURTNEY DUNCAN

JUNIOR MX WITH COURTNEY DUNCAN

FINAL TRAINING SQUAD The ﬁnal World Training Squad day took place in Taupo on July 7, 8 and 9. The track was fantastic from having a lot of rain and the club ripping the track. We did a pre-run of the Worlds so it was a busy few days if you stick the hill run and the haka in there as well.

Hi everyone and welcome back! Here’s an update of what’s happening and what is about to happen in my busy life. 2009 WORLD JUNIOR MX CHAMPS Yah! It’s not long now until the World Junior champs in Taupo. It’s going to be an awesome couple of days racing because you will get to see the best in the world race and also it’s the ﬁrst time that this event has been held outside of Europe. Hope you all have booked your tickets and are ready for the exciting weekend. Come along and support your home country, New Zealand. CANTERBURY CHAMPS You get muddy and dry weekends and this was deﬁnitely a muddy one! Even though

it did not rain all weekend the couple of weekends before this meeting it did, and it was torrential. So you could imagine what the track was like...yeah it was a bog. This weekend I only competed in the 12-16 85cc class because of the bad conditions and focusing on the one class. After the weekend had finished I sat in the lead by 13 points to take the overall in front of Jacob Ewing and Micah McGoldrick. Dylan Walsh cleaned up the 8-11 85cc class after winning five from five motos. He lapped the whole field in just about every race! MX2 was the most exciting class of the weekend with Even Wadsworth, Craig Smith and Isaiah McGoldrick all battling it out for the overall, each one grabbing a race win.

Practice on the track went great and qualifying went even better. I qualified second behind Dion Picard, so that meant I had a great gate pick for the two motos the following day. The first moto went pretty well even though I crashed early on in the 30 minutes. I picked my bike up and didn’t give up, working my way back to third place behind Dion and Haki Waller. The second moto went awesome! I was second to the first corner behind Campbell King and soon made a pass on him early on the second lap to take the lead and pull a 18 second lead by the checked flag. Dane Russell finished second and Haki third. Thanks to everyone who has helped me out over the last few months. See ‘ya at the track soon! Courtney Duncan #8

Thanks to: GMD, Backﬂips, Otago Transport, Bridgestone, Mike Gould Yamaha, Yamaha NZ, Yamalube, Fox, Scott, Sports Pro, Suspension Tech.

KIWI RIDER 163

\ “WORLD BEATER” is how the Aussie dirt bike magazine, Trailbike Adventure, described the 09 Safari!

MARLBOROUGH SOUNDS JAN 9-11 2010

Yamaha NZ and the Britton Motorcycle Adventures team are back with a new three-day South Island Safari! The 2010 Yamaha NZ Safari is based in Marlborough, a region that is well known for its dry, temperate climate, its wineindustry, the stunning Marlborough Sounds, the beautiful Awatere Valley and high country farms and stations. This year we head into exciting new terrain, ride areas include Marlborough Sounds, Pelorus Sounds, Havelock, Canvastown and the Awatere Valley. ANYONE CAN RIDE THE YAMAHA NZ SAFARI Any off-road or adventure rider can join the Safari; this ride is open to all brands, and models. You will need a road legal dual purpose bike of 200 to 1200cc. It must be well prepared with at least dual-purpose tyres fitted. Riders need a current driver’s licence, a reasonable level of fitness and capability, and the confidence to ride many kilometers on gravel and stony trails. SAFARI ENTRY COST Full Safari Package: NZ$1250 Pillion Rider: NZ $1100 Own Accommodation: NZ$950

OPEN TO ALL DUAL PURPOSE MOTORCYCLES AND RIDERS BIG BIKE AND ADVENTURE TRAIL OPTIONS

Safari Entry Forms are available on the website; www.adventurerides.co.nz For more information contact; Mike Britton at 07 8556132, mobile 021 2849047 or email: mike@adventurerides.co.nz Postal: PO Box 12180, Chartwell, Hamilton 3248

TEN YEARS AGO – SEPT 1999

15 YEARS AGO – SEPT 1994

- After a generation of building K-series four cylinders, BMW went ballistic with its new model: the BMW K1200RS. Key attributes of this new BMW included a radical new forward-inclined four cylinder engine which produced a genuine 167 bhp courtesy of features such as a 13:1 compression ratio, a beam-type aluminium frame and an all-new ‘Duo-lever’ front suspension system.

- Following a secret re-writing of the Sports Production rules, Motorcycling New Zealand effectively banned the Ducati 748 from racing in the 600 Sports Production class of the New Zealand Road Race Championships. The rules also excluded the Suzuki SV650 V twin. The Sports Production rules, when ﬁrst drafted in 1995, allowed twin cylinder machines of up to 750cc to race with 600cc fours, in line with both the Australian 600 supersport rules and the FIM Supersport rules. The Sports Production rules that appeared as an appendix in the 1998/99 General Competition Rules had been replaced by eight pages of new rules in the 1999/2000 General Competition. No one in the industry that KR spoke to had been consulted.

- It was conﬁrmed that the New Zealand Isle of Man racing team had won the World famous Maudes Trophy. Nominations for the trophy were rarely considered, and it was even more rarely won. The New Zealand team effort was masterminded by John Shand of Christchurch, a past president of Motorcycling New Zealand. d. He was assisted by Noel McCutcheon from Mosgiel as Team Manager. When told of the win, team member Jason McEwen said; ‘This just puts the icing on a great big cake for us all; it was an enormously successful and enjoyable trip all the way.’

- World motocross championship leader Ben Townley took up an invitation that made him the envy of his road-racing peers. He was to ﬂy Austria to try out a works KTM 125cc Grand Prix road-racer! The deal was part of a cross-over test with Australian teenager Casey Stoner, who was fourth in the World 125 Championship. Townley was to try out one of Stoner’s spare world bikes while Stoner got to ride one of Townley’s factory 250cc four-stroke motocrossers. - Austrian motorcycle manufacturer KTM developed its own version of an hydraulic both-wheel motorcycle drive system after the extraordinary performance of French rider David Fretigne and his Yamaha 450 2-Trac in the 2004 Dakar rally. Project leader Wolfgang Felber explained; ‘What we’re testing is a mechanical/hydraulic system with torque distribution pre-set between the wheels.’ - After months of planning, the ﬁrst Sichuan Alpine Tour kicked off with a party of Australian and New Zealand motorcycle enthusiasts sampling the spectacular scenic splendors of China’s Sichuan Province. From the teeming multitudes of the capital, Chengdu, to the desolate and thinly populated Ruoergai Grasslands, Sichuan, like China itself, was a land of contrasts. It was an action-packed 17 days which was exactly what each member of the tour party had been looking for.

That’s John Nic and The Hump in the main cover shot with a bemused BT lower left on Casey Stoner’s 125ccGP bike

LOOKING BACK 5/10/15 YEARS AGO

FIVE YEARS AGO – SEPT 2004

- KR examined scooters after establishing that they were, in fact, not dead and found that the New Zealand scooter scene paralleled - Billed as the toughest event on the roadracing calendar, the Suzuka 8-Hour was little that of the rest of the world. In the 50s, the punitive cost of cars in a highly regulated New different to most other years in its colourful 22 year history. New Zealand was represent- Zealand market resulted in a wave of Scooters arriving. After a road test, KR discovered that ed, with Aaron Slight teamed with Castrol scooters are more fun than they look and that Honda teammate Colin Edwards while KawVespas don’t fall sideways with the weight erau’s Tony Ree’s made his Suzuka 8-Hour of side mounted engine when stopped. KR debut riding for the English Phase One team. concluded that for fun cheap transport with an Tadayuki Okada and Alex Barros placed ﬁrst in individual nature you can’t beat a scooter. the event, followed by Aaron Slight and Colin - Suzuki’s pro class riders, Peter Aldridge Edwards, both teams riding Honda RC45s. (Wellington), Josh Coppins (Motueka), Darryl The fastest lap was achieved by Daijiro Kato Hurley (Hawera) and Daniel Marshall (Roat 2m 10.457s. torua), stormed out onto the motocross tracks - September 3-5 saw the 25th running of the on their RM125 or RM250 machines. Hurley Cold Kiwi Rally, now at an entirely different went from seventh to third in the 125cc class, site to the original rally it was to be a ride to Aldridge from fourteenth to fourth and Copthe site of the original to reminisce about how pins, a 17-year-old ﬁrst timer in the pro class, cold and adventurous it was in the ‘70s and established himself at twelfth in both the ‘80s. For new rally goers this was an oppor125cc and 250cc classes. Marshall picked up tunity to see where the ‘old timers’ used to the pace to rocket from tenth to fourth in the while away a winter’s weekend. As usual, the pro 250cc rankings. To break into the top 20, Cold Kiwi hosted a plethora of activities such the riders spent countless hours on the track as the burn-out, hill climb, wheelies, slow honing their skills. KR race and best presented.

Meanwhile in 1999 the feature bike was Honda’s VTR1000 and we looked at the new Gas Gas 4-stroke 400

And ﬁnally it’s the current Ed himself wrestling Suzuki’s then new RF900 around a right-hander for Osborne’s camera. Incredibly those Sidi boots he’s wearing are still in regular use!

KIWI RIDER 165

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Get some ‘Quick Action’ from

A complete range of high quality, Italian made replacement throttles for your dirt bike.

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SEEV CTEN IO TS N !

Photo: Geoff Osborne

m os Inc t c lu om de pr s N eh Z’ en s si ve

ISSUE 148 • BIKES FOR SALE • EVENTS

KIWI RIDER 167

Great Shops ~ For Great Bikes -

NEW SUZUKIS

BIGB

IMPORTERS OF TOP QUALITY, LATE MODEL PERFOR

23 Grasslands Place, Hamilton Phone: 07 846 6991

RM-Z450K9 $11495 incl $1000 worth of free gear VL250 $7995 $6995 SAVE $1000

(Ogio Suzuki gear bag-4 x oil filters-clutch & brake levers – front & rear mudguards-1x pair Scott goggles-Acerbis hand guards-Suzuki beanie – Elf 4Ltr oil pack, chain Lube, 6 in 1 oil spray)

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

$18,990 2007 BMW K1200R Like new, only 858kms. Was $19,990 Now $18,990 SF-V650 Gladius $11995

GSXR1000K9 $20995

$6,990 2001 Ducati Monster 400 Great commuting bike. One of two in stock.

GSX1400 $12995 incl Yoshi muffler

LT-F400K9 $13100 $12000 save $1100

$3,990 SCREAMING DEMON MUFFLERS to fit Hyosung GT250/650 2005 Yamaha Blaster

From 6 speed, like new. Was$475 $4,990 Now $3,990

RM250 $9995 2 stroke

DRZ125 B/W $4250 $3750 save $500

403 Te Rapa Rd, Hamilton Ph 07 838 1209 Fax 07 838 1208

Get a WOF in store before 1st November and you’re in the draw to WIN a new set of tyres for your bike.

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

Great Shops ~ For Great Bikes

IKES

SPRING SPECIALS

www. bigbik es.co. nz

MANCE MOTORCYCLES

Check out our awesome new website. Shop online, lookk att our bikes, or join our mailing list!

WOFs • Servicing • Tyres • Repairs

2008 Honda CBR600RR – $14495

2009 Honda CB1000R – $15795

2008 Honda XLV700 Transalp $13750

2009 Honda DN-01 – $19495

2009 Honda CRF250R – $8995

2009 Honda CRF450R – $9495

2009 Honda CRF150RB – $6995

2008 Honda TRX700XX – $11995

$6,995

+orc

2009 Hyosung GT250 Great for learners. 2yr warranty.

$13,990 2006 BMW R850R Excellent touring bike. 27,000kms. Was $14,990 Now $13,990

$11,990 2005 Honda VTX1300 06 model, heaps of extras. 25,000kms

Be seen in this Strada Giro Jacket. SML – 5XL $299

HONDA HAMILTON 10-14 Willoughby St (op. Countdown)

HONDA HAMILTON Ph 07 838 9299 Jayd 021 284 6632 sales@hondahamilton.co.nz

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

GSX1300 ’08, WRECKING ONLY

CBR100RR ’09, WRECKING ONLY

SV650 ’08, WRECKING ONLY

RS250, WRECKING ONLY

SP-2, WRECKING ONLY

GSXR600 ’02, WRECKING ONLY

GSXR600 ’07, WRECKING ONLY

GPX250, WRECKING ONLY

CBR250RR MC22, WRECKING ONLY

ZX6-R ’07 WRECKING ONLY

SV650 ’99, WRECKING ONLY

CB400 WRECKING ONLY

170 KIWI RIDER

You know you want it

TE250 & TE310 - in stock now 2 year manufacturers warranty www.husqvarnamotorcycles.co.nz

172 KIWI RIDER

Cyclespot Honda

<G6C9 DE:C>C< At the brand NEW store - 63 Barrys Point Road, Takapuna Saturday 5 September 2009, 9am-4pm

WIN a trip for two to the Phillip Island MOTO GP

VALUED AT $6,200 See in store for details.

OPENING SPECIALS

SPOT PRIZES PARTS AND ACCESSORIES

COME AND MEET Aaron Slight World Superbike Champion

Shayne King World MX Champion

RIDING GEAR SPECIAL Head to toe set RRP $799 ONLY $599

EVENTS

different trails. Inquiries to Des Trubshoe on 0272836613 or email destrubshoe@xtra.co.nz

MISC

BEACH RACING

AUGUST - 21, Ladies only mini fashion show at Cycletreads, at Barrys Point Road, take the Esmonde Road off ramp from the Northern Motorway, Auckland and head up to Cycletreads on the right. Start 7pm, there will be off road and casual gear displayed and modeled for your viewing. Nibbles and drinkies also on tap. Ladies only. Just rock on up on Fri night! - 22, Ladies Only Trail Ride Coaching, South Head, ladies only 10yrs and older. Leighton’s farm near Woodhill, signposted from Parakai nr Helensville. Download a registration form downloaded from www. poweradventures.co.nz and send in. Greg Power will be conducting this course for beginner to intermediate riders. From 9-3. Contact Greg on 0274454429.

AUGUST - 22, Beach Racing Series East Coast Challenge at Makarori Beach, approx 5 kms north of Gisborne on SH35, sign in starts 11 am. 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, must have full licence, no day licences issued. One practice and 3 races in all weathers. Minimum 6 bikes to make a class. Entry fee $25, please be on time. Gisborne Motorcycle Sports Club, contact Rockie Ellmers 06 8679342 (day) or Mike Sharp 0274436463

SEPTEMBER - 19/20, Speedshow ‘09, at ASB Showgrounds, Greenlane, Auckland. Contact Keith Sharp 09 4453179 or email goodoil@xtra.co.nz OCTOBER - 18, Spring Swap Meet, Classic & Japanese bikes & parts, at Waikato Event Centre, Claudelands Showgrounds, East Wing, Brooklyn Road, Gate 1, Fully undercover, Buyers $5, Sellers $10 per bay. Organised by Hamilton MCC Inc, enquiries Bruce 07 8397722 or Gary 0274399681 or Steve 0272913495 or HMCC info phone 07 847 5673. Motorcycle related items only please. Doors open 7.30am, refreshments available.

ADVENTURE RIDES NOVEMBER - 13/15, Mid North Adventure Trail Ride, at Trounson Kauri Park, 30 kms north of Dargarville, same venue,

BUCKET RACING SEPTEMBER - 19/20, AMC, Bucket racing, Club Champs, Round 3, at Mt Wellington Kart Club. Contact John Connor 0274988883 or at itswj@xtra.co.nz OCTOBER - 17/18, AMC, Bucket racing, Club Champs, Round 4, at Mt Wellington Kart Club. Contact John Connor 0274988883 or at itswj@xtra.co.nz NOVEMBER - 14/15, AMC, Bucket 2 hour, at Mt Wellington Kart Club. John Connor 0274988883 or at itswj@xtra.co.nz

CROSS COUNTRY AUGUST - 22, Taupo 4 hour endurance race. Run by Epic Events. Open to individuals or teams of 2. Riders from the National Enduro, Cross Country and Motocross scene are welcome. Track will be around 30km long on some of the best pumice terrain in Taupo. No mud. Exact venue tba later, but will be within 15 mins of Taupo.

Also included will be a grass MX style section. $1000 cash prize to winning rider, or team. Also $2000 worth of product prizes awarded to place getters and spot prizes. Race starts at 12am with sign on at 8am. Will suit more social riders. Ph Nick on 021983766 or email nick@epicevents.co.nz www.epicevents.co.nz

ENDURO AUGUST - 21/22, Taupo 4 hour endurance race. Run by Epic Events. Open to individuals or teams of 2. Riders from the National Enduro, Cross Country and Motocross scene are welcome. Venue is 10 mins out of Taupo on the Napier Highway. White pumice soil, and a hill paddock to make a 2 min TT style track. Riders to do the Le Mans start, complete half the TT track, into the bush for 25 mins, complete the entire TT track, before finishing. $1000 cash prize to winning rider, or team. Also $2000 worth of product prizes awarded to place getters and spot prizes. Sign on at 8am. Will suit more social riders - whether you are trail rider, motocrosser, cross country, or enduro rider. Entry fee $80 pp or $150 for teams of 2. No MNZ licence required. Late fees apply from 17 August. Prizegiving will be at the Shed bar at 7pm. Contact Nick on 021983766 or email nick@epicevents.co.nz or visit www.epicevents. co.nz or contact Jodie Davis 0211873074

MOTARD/ MINIATURE ROAD RACING 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 qualify-

Harley Davidson FXRS/SP 1990 Reconditioned motor. New cases. $15,000

Harley Davidson Heritage Softail 1988 2000 miles on new motor. Immaculate. $15,000

Aprilia RS250 1999 $6000

Triumph Bonneville 750 Good condition 1982 $6800

Triumph Trident 750 Good example 1972 $8995

Harley Custom 2009 100 cui $24995

MORE BIKES FOR SALE • Ducati 125 $4495 • Ducati Vento 350cc $6995 • Ducati 750SS 1995 $6995 Harley Davidson FXR 1986 113 cu S & S $18000 • Harley Davidson Lowrider 1988 $16000

Full restoration work available Vintage Classic & Modern 174 KIWI RIDER

Trevor Hall Motorcycles

LMVD

503 Sloane St, Te Awamutu. Phone/Fax 07 870 3423 thmotorcycles@xtra.co.nz www.trevorhallmotorcycles.co.nz

ing session of 2 laps, 3 races of 5 laps. 7-8am sign on, 8 am riders briefing. 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 of a pit garage. Reg on the day $100 if 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 available. For more info call Steven Croad on 021485655 or Rob Edwards on 07 3774215 or 021408901

MINI MOTOCROSS October - 31/1 November, NZ Mini Motocross Champs, at Barrett Motorcycle Park, New Plymouth, contact www.tmcc. co.nz, or phone Katrina 0276937772 or Paula Holdt 0275545977 or email paula.kidscare@xtra.co.nz. Entry $130 (includes T shirt) ($110 with own TX) Late entry $180 ($160 with own TX) Entries close 9 October. Sign on Fri 30th 5.30 to 7pm. Qualifying plus 2 races on Sat, sign on 7-8am, briefing 8.15, practice 8.30, qualifying if needed, racing starts 10am approx. 3 races on Sunday, practice 8.30, racing 9.30am

MOTOCROSS AUGUST - 22, Taupo 4 hour endurance race. Run by Epic Events. Open to individuals or teams of 2. Riders from the National Enduro, Cross Country and Motocross scene are welcome. Track will be around 30km long on some of the best pumice terrain in Taupo. No mud. Exact venue tba later, but will be within 15 mins of Taupo. Also included will be a grass MX style section. $1000 cash prize to winning rider, or team. Also $2000 worth of product prizes awarded to place getters and spot

EVENTS

prizes. Sign on at 8am. Will suit more social riders. Contact Nick on 021983766 or email nick@ epicevents.co.nz or visit www.epicevents.co.nz.

- 17, Red Horse Safaris, Raglan Windmills, pre entry registration forms with start venues, times, meals and accommodation details on Power Adventures website www.poweradventures.co.nz, or email Greg at redhorse@poweradventures.co.nz or phone 0274454429

SEPTEMBER - 13, Round 5, 2009 ZM Valley MX Magic Series organised by Hawkes Bay MCC, 5 rounds in total, all mini, junior and senior classes. Senior $30/class, $10 extra class, Junior $25/class, Mini $20/class. Ph Club 027 5222 032 and www.hbmc.org.nz or 06 8430458 - 26/27, North Island Veterans Champs, at Egmont Road, Egmont Village, for more info go to www.tmcc.co.nz

RALLIES, RUNS & RIDES Attention all Aprilia Riders: Wanted to form a small & relaxing club for touring, racing & club meetings every week. Vincent 021 682 823 or aprilia_NZ@hotmail.com

NOVEMBER - 15, Fun-day MX, at Awakaponga MX Track, Matata, nr Whakatane. Sign in 7.45. 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, Easy Rider Road Rally to celebrate the 40th Anniversary of the release of the Easy Rider Movie in 1969. Last run by RNMC in 1999, this is a 10 yrly event. Run by Rusty Nuts Motorcycle Club. Limited entry to 60 (due to catering). Approx 400 kms, starting and finishing in Auckland. Entry fee $50, includes run, meal, couple of cans of USA beer, badge and theatre screening of classic movie. Entries must be pre-booked. Entry forms on website or rustyinfo@rustynuts.co.nz or phone Lee or Gail on 09 416 5866 - 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

QUAD/ATV AUGUST - 28, Red Horse Safaris, Central North Island views, pre entry registration forms with start venues, times, meals and accommodation details on Power Adventures website www.poweradventures.co.nz, or email Greg at redhorse@poweradventures.co.nz or phone 0274454429 SEPTEMBER - 11, Red Horse Safaris, Dargaville Coast, pre entry registration forms with start venues, times, meals and accommodation details on Power Adventures website www.poweradventures.co.nz, or email Greg at redhorse@poweradventures.co.nz or phone 0274454429 - 13, Dome Valley Park Quad Bike Trail Ride, 1x20km loop with expert sections, sign on from 8.30am, track opens 9am and closes 3pm. Not weather dependant, will go ahead if raining, cost $30 per rider. Location: Dome Valley Park 12 kms north of Warkworth, queries phone or txt 02102324901

OCTOBER - 10, Sunday Social Poker Run, sign in at Motomart, Lower Hutt, between 10-11am, tickets $25, live band, cash and spot prizes, security for bikes at after function. For pre registration contact Stewart 0273726114 - 17/18, Rusty Nuts Grand Challenge, the original 1000 mile 24 hr event. (23rd running of this event). Based at Turangi in the central North Island. Pre booked entry

OCTOBER

Super Light $150

Cnell $250 ﬁbreglass

HLD ﬂip $249

HLD standard

HLD $99 open face

Knight $125 Black, blue, red, sliver

HLD $599 carbon ﬁbre

Black & silver $125

German $145

HLD MX adult 125

Star $135

HLD leather

HLD MX adult 125

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 175

EVENTS

email Sue Futter at golfergirl@paradise.net.nz

only, limited to 120 riders, sorry no pillions. Entry fee is $120 or $170 with Friday and Sunday nights accomodation. Entry form on website www.rustynuts.co.nz or rustyinfo@rustynuts.co.nz or phone Lee or Gail on 09 416 5866 - 20, Tuesday BRONZ 56th Bi-Annual Blood Run 6-8pm. Blood Donor Centre – 71 Great South Road, Epsom Yes this is our 56th Blood Run. 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

ROAD RACING 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

TOURING OCTOBER - 2, 16 day tour of Northern Thailand on rented 2501000cc 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. Other dates: 16 Oct & 6 Nov.

TRACK DAYS 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. Sessions cateri for experts through to 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 - 4, Hampton Downs Ride Days, at Hampton Downs Motorsport Park, contact Darren Sweetman on 09 412 6266 or info@hamptondownsridedays.co.nz. Hampton Downs is NZs newest international standard motorsport venue. Experience the thrills of riding this track at a speed that you feel comfortable, as fast or as slow you like. 4 different speed groups are available to cater for all riding abilities. Hire leathers and bikes available for those that don’t have their own. 6 x sessions per group (approx 2 hours of track time) - 10, California Superbike School, at Hampton Downs Motorsport Park. Discover the art of cornering. A structured day of classroom theory combined with on track coaching. This school has been taught all over the world and it is now available in NZ. Please email info@ californiasuperbikeschool.co.nz or phone Darren Sweetman (09)412 6266 for details.

- 11, California Superbike School, at Hampton Downs Motorsport Park email info@californiasuperbikeschool. co.nz or phone Darren Sweetman (09)412 6266. - 12, Hampton Downs Ride Days, at Hampton Downs Motorsport Park, contact Darren Sweetman on 09 412 6266 or info@hamptondownsridedays.co.nz. - 13, Hampton Downs Ride Days, at Hampton Downs Motorsport Park, contact Darren Sweetman on 09 412 6266 or info@hamptondownsridedays.co.nz.. - 25, At Taupo international race track. 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. ride@motott.co.nz NOVEMBER - 14, At Taupo international race track. ride@motott.co.nz - 15, Redline TrackDays, atTaupo Motorsport Park, Track 1 (full track) email info@redlinetrackdays.co.nz - 19, California Superbike School, at Hampton Downs Motorsport Park. email info@californiasuperbikeschool. co.nz or phone Darren Sweetman (09)412 6266 - 22, Hampton Downs Ride Days info@hamptondownsridedays.co.nz or ph Darren Sweetman 09 4126266

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 AUGUST - 22, Taupo 4 hour endurance race. Run by Epic Events. Open to individuals or teams of 2. Riders from the National Enduro, Cross Country and Motocross scene are welcome. Track will be around 30km long on some of the best pumice terrain in Taupo. No mud. Exact venue tba later, but will be within 20 mins of Taupo. Also included will be a grass MX style section. $1000 cash prize to winning rider, or team. Also $2000 worth of product prizes awarded to place getters and spot

Dismantling Motorcycles for over 24 years

1998 Honda XR250 wrecking now (sample photo)

93 Kawasaki Balius 250, 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

44 Tallyho St Rotorua Ph 07 347 0804 Suzuki LS 650 Savage, wrecking now

176 KIWI RIDER

85 Suzuki GSX750ES, wrecking now

prizes. Sign on at 8am. Will suit more social riders. Contact Nick on 021983766 or email nick@ epicevents.co.nz or visit www.epicevents.co.nz - 30, Kawasaki Sandpit Woodhill 2 Man Series, Classes 9am Ladies, Juniors 8-13 yrs, 2 hrs, Junior solo 1.5 hrs. 11.20am Novice, Mixed, Father & Son, Clubman, Vets, Expert, Pro. 3 hrs Solo 2.5 hrs. Venue: South Head. Price: Senior - Solo $45, Team $80, Jun/Ladies Solo $35, Team $75. Trophies to 3rd place, spot prizes. 2nd of 3 rounds. Visit www.thesandpit.co.nz - 30, Suzuki Trails, Trailride at Dalethorpe Forest Sheffield, signposted from Dalethorpe Rd, Sheffield SH 73, sign on and scrutineering Sunday from 9.30am. Cost $40/rider, $60/family (parents and children 15 yrs and under) Mini/Peewee Riders free, parents supervision. Need: Helmet, boots, spark arrestor muffler (compulsory), no dogs please. Forestry Trails and high country, suitable for trailbikes and quadbikes, childrens and beginners shortcuts, bbq/refreshments available, knobbly tyres essential. Enquiries to Grenville or Chris 0274510584 or email trailrides@xtra.co.nz SEPTEMBER - 12/13, Suzuki Pumice Blast www.epicevents.co.nz - 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. Suitable for Quads and bikes, minis track provided for young ones. Loop about 25kms with some mud. Contact Rex 0274862538 or Craig 0272878344 or Angela 06 374 0427. $20/day, bbq lunch provided. Non riders $5 incl lunch. Camping $10/adult/night $5/ child. Bring water and food. Toilets supplied. - 27, Kawasaki Sandpit Woodhill 2 Man Series. Visit www.thesandpit.co.nz OCTOBER - 11, Suzuki Trail Blazer 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. 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 entryf form etc in downloads section at www.bushriders.co.nz website soon. Quads race Sat, two wheelers Sun. - 21, Raetihi Ripper, Raetihi-Old Mangaeturoa School Grounds, Ruapehu. It’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.

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

EVENTS

Ride Right Ride Safe training days at Whenuapai Air Base, Brighams Creek Road, Whenuapai third Sunday of every month except December and Feb (days for 2009 20 September, 18 October, 15 November). Suitable for initial or refresher training. Cost $50. Registration form www. rrrs.org.nz Finn Nielsen 09 625 5533 or 0274846326 Basic Motorcycle Maintenance - 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 AUGUST - 30, AMC, Advanced Rider Training Day, Pukekohe circuit. Contact amccinc@ihug.co.nz

TRIALS SEPTEMBER - 26/27, Beta Novogar North Island Trials Championships, Rounds 7&8 at Waikato. Entry fee: Senior $60, Junior $40, Minders $10. Make cheques payable to appropriate club. King Country - Swan Solutions Trials john@ trialscores.com, Manawatu - MOMCC jenquip@clear. net.nz, Bay of Plenty - BOP Trials Group xyeovillian@ gmail.com and Waikato - Hamilton MC Club bandmnicholls@xtra.co.nz. Entries close 10 days prior to the event. Late fee of $20. No entries on the day! Classes: Expert, A Grade, Intermediate, President, Clubman, Junior, Social. Location: Day 1 - O’Shea Road, Pirongia, Day 2 - Harding Road, Wharepapa South. Contact Colin Downs 0274962314. CLUB SECRETARIES: If you want your event listed here FREE, please fax the details to KR EVENTS, (09) 416-5308 or email admin@kiwirider.co.nz

WE MOVE MOTORCYCLES NORTH & SOUTH ISLAND! T T T T T

Scheduled Delivery Dates Skilled and experienced staff Regular and reliable Fast and effective Trusted by the motorcycle trade

Motorcycle Movers as the name suggests do just one thing and that is we move motorcycles. Our specially modiﬁed vehicles allow us to offer a door to door, roll-on and roll-off service of the highest level. The reputation we have gained has been built on providing an extremely high quality service to all of our customers. All our staff are trained and have many years experience in both transportation and motorcycles. CALL FOR A FREE QUOTE: 0800 687 583

Motorcycle Movers • PO Box 11, Tirau • Ph: 07 8831 289 • Email: info@motorcyclemovers.co.nz KIWI RIDER 177

Metric nuts bolts & washers 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

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.

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

Panel screws Nylon washers

KX125 08 Six months old, 18 hrs, full spares kit $6495

Kids bikes PW80 07, TTR50 07 both $1495 JR50 like new $1095

2006 YZ85 small wheel, tidy $2995 2001 YZ80 big wheel tidy $1895

WR450F 2007 Mint (YZ exhaust) $7995

YZ250F 2009 10 hours, 3 months old, spares kit $9995

YZ250F 2006 50hrs, full spares kit (anniversary version) $6500

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.

178 KIWI RIDER

LAST CHANCE! 2009 AUSTRALIAN MOTO GP TOUR NEW 2008 YAMAHA WR250F $11300, from $59 per week with YMF

16-18 OCTOBER PHILLIP ISLAND

250GP / 125GP / ASBK / Aus 600 Supersport / MotoGP Expo

MELAN M ELAN NDRI • HAYDEN • EDWARDS SIMONCELLI • TOSELAND

2008 YZ450F $7500, from $43 per week with YMF

TOUR PRICE INCLUDES: • Return airfares from Auckland or Christchurch, • Four day minibus transfers, • Four nights accommodation in top-class houses just a few minutes drive from the circuit and a five minute walk from the beach. • Insurance and security taxes • Four nights entertainment Kiwi Rider style Spaces are limited, so book NOW to avoid disappointment.

Central Motors 2001 LTD Ngatea

For more information or to request a booking form, contact motogp@trackfun.co.nz

www.centralmotors.co.nz 60 orchard Rd, Ngatea

ROSSI • STONER • PEDROSA LORENZO • DOVIZIO OSO

Ph 07 867 7524 Fax 07 867 7526 A/hrs: Orrin 027 293 0420 orrin@centralmotors.co.nz KIWI RIDER 179

SECOND HAND PARTS MOTORCYCLE WOFs BIKES WANTED NOW WRECKING ZX9-R VFR400NC23 XJ750 CB250RS

RH250 SJ125 GPZ750A3 PAL

MINT STARDUST ZXR250C

BIKES FOR SALE GasGas EC250 09 Six Day . . . . . . . . . . $12790 GasGas EC300 09 Six Day . . . . . . . . . . $12790 Yamaha YZ250F 09 save $500 . . . . . . $11699 Yamaha YZ250F SE 09 save $1000. . . $11199 Yamaha YZ450F 08 save $2600 . . . . . . $9995 Yamaha WR250 save $1000 . . . . . . . . $12199 Yamaha AG100 save $400 . . . . . . . . . . . $3599 Yamaha AG200 save $400 . . . . . . . . . . . $5799 Yamaha YZ450F new 08 . . . . . . . . . . . . . $9995 Yamaha YFM450 4x4 . . . . . . . . . . . . . . $13999 Yamaha YFM350 Grizzly . . . . . . . from $8999 Yamaha YFM550 Grizzly . . . . . from $15199 Yamaha TTR125 new, big whl . . . . . . . $5295

Yamaha SX-4 225 new . . . . . . . . +orc $3499 Yamaha YZ250F 08 demo . . . . . . . . . . . $7995 Yamaha PW80 new . . . . . . . . . . . . . . . $2195 Yamaha PW50 new . . . . . . . . . . . . . . . . $1799 Yamaha TTR50E new. . . . . . . . . . . . . . . $1995 Yamaha TTR230 new. . . . . . . . . .$7099 $6795

Used Bikes Yamaha YZ250F 06 . . . . . . . . . . . . . . . . . $5995 Yamaha AG100 2006 . . . . . . . . . . . . . . . $2495 Suzuki LTF300 4x4 06 new tyre . . . . . . $4495 Suzuki LT50 1990. . . . . . . . . . . . . . . . . . . . $795 Kawasaki KLF300 4x4 1998. . . . . . . . . . $2295 Kawasaki KX250 07 . . . . . . . . . . $6695 $5995

WRECKING YAMAHA AG200 DT125LC DT200LC IT175 PW80 SA50 TT250 WR200 XT225 XT400 YFM200 YFM350 YFM400

YTM200 YZ125 YZ250F YZ80 YZ80BW HONDA ATC250 CR250 CT185 FC50 TRX300 TRX350 TRX450 XL185S

XL400 XR200 XR250A XR500R SUZUKI DF125 DR200 DS80 ER250 LT160 LT250 LTF300 PE175 RM125

RM125 RM250 RMX250 TF125 KAWASAKI KDX175 KDX200E KL250 KLF300 KLF300A KVF650 KLX300 KM90 KX80T

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

62a Barrys Point Rd, Takapuna, Auckland Ph/Fax (09) 489 7987 actionbikewreckers@clear.net.nz

New Bikes

LEO VINCE MUFFLER SPECIALS

KX250 KX250K KAZUMA/ MARSHIN MH200 ATV110 Gas Gas EC200 FSE400 EC300 Water Craft JS300 JS550

309 SOUTH RD, HAWERA PH 06 278 4726 MOB 0274 540 073 A/H 06 278 5938 baileymotorcycles@xtra.co.nz

Making motorcycle exhausts since 1978 30A Kerwyn Ave, East Tamaki. Ph 09 2741155 www.mcstuff.co.nz exhausts@hotmail.com

NOW WRECKING 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 HYOSUNG GT250 GV250 SUZUKI SJ50 EN125 FXR150 RG150 GN250 GN250 GN250 GSF250 Bandit GSX250 GSX250 GSXR250RR GZ250

MOTORCYCLE

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 2008 2008 2007 2002 2000 1998 2004 2005 1988 1990 2004 2003 1989 2002

LMVD

ZZR400 CX400 Euro GPX250 '07 KX125F '98

MOTORCYCLE EXHAUSTS

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

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

BIKE

KAWASAKI EX250 Ninja 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

BUSTERS

2008 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

WRECKERS

Wayne Parry, 21 Hakarimata Rd, Ngaruawahia, Nth Hamilton Tel 07 824 7705 Fax: 07 824 7745

EMAIL ORDERS wayne@bikebusters.co.nz DEALER HOTLINE 0800 846 2020

180 KIWI RIDER

NEW ZEALAND’S BIGGEST SELLING MOTORCYCLE TYRE Distrubted by Nationwide Accessories (W/S) Ltd, Hamilton

BOSS

ENGINEERING SERVICES

• Cylinder Resleeving • Cylinder Reboring • Shock Rebuilds • All Head Work • Crank & Engine Rebuilds for all jet skis • Gear Dogs Build Up & Undercutting 196 Taupo Quay, Wanganui, New Zealand Phone: (06) 348 9516 Fax: (06) 348 9517 Email: bossengservices@xtra.co.nz

NORTH ISLAND STOCKISTS Auckland: Botany Honda Motorcycles 09 274 Coleman’s Suzuki 09 303 Cycletreads 09 486 Full Throttle Motorcycles 09 238 Haldane Motorcycles 09 303 Henderson Motorcycles 09 838 Holeshot Motorcycles 09 486 JFK Motorcycles & Jetskis 09 262 JTR Motorcycles Ltd 09 826 Triple X Motocycles 09 265 Mt. Eden Motorcycles 09 303 Papakura M/C Services 09 299 Silverfern Imports 09 299 Watson Racing 09 412 Cambridge: Blackwood Yamaha 07 827 Peter Glidden Honda 07 823 Dannevirke: Hewitts Motorcycles 06 374 Dargaville: Dargaville Honda 09 439 Drury: Drury Perfromance Centre 09 294 Gisborne: C.G.M Motorcycles 06 867 Hamilton: Big Bikes 07 846 Boyd Motorcycles 07 838 Hamilton M/C Centre 07 849 Honda Hamilton 07 838 Road and Sport Motorcycles 07 958 Speed Tech Limited 07 847 Waikato Yamaha 07 850 Hastings: Hastings Honda 06 878 Hawera: Action Suzuki 06 278 Huntly: Huntly Honda 07 828 Lower Hutt: Moto Mart 04 589 TSS Motorcycles 04 569 Masterton: Dave Anderson Limited 06 370 Maungatoroto: Maungatoroto M/C Ltd 09 431 Matamata: JD Motorcycles 07 888 Phil’s Motorcycle Centre 07 888 Morrinsville: Phil’s Motorcycle Centre 07 889 Mount Maunganui: GP Motorcycles 07 574 Moto GB 07 574 Napier: Ericksen Honda 06 836 Pro Cycle Ltd 06 842 Five Star Suzuki 06 842 New Plymouth: Energy Honda 06 757 Mach 1 Yamaha 06 757 New Plymouth M/C Centre 06 758 North West KTM 06 759 Perfromance Factory 06 756 Otorohanga: Bike Torque 07 873 Otorohonda 07 873 Opunake: Triple Fourensics 06 761 Paeroa: Whyteline 07 862 Palmerston North: AFCM Motorcycles 06 357 Anza Parts & Accessories 06 358 Freedom Suzuki 06 356 Pahiatua: Simon’s Motorcycle Repairs 06 376 Tony Jury Motorcycles 06 376 Paraparaumu: Bike Clinic 04 298 Twin Cam Motor Cycles 04 298 Pukekohe: Mr Motorcycles 09 238 Putaruru: Peter Glidden Motorcycles 07 883 Phil’s Motorcycle Centre 07 883 Rotorua: Bike Force 07 348 Patterson O’Connor M/C’s 07 345 Rowlinson Honda 07 348 Shannon: Shield Motor Repairs 06 362 Stratford: Cooks Honda 06 765 Taihape: Taihape Honda 06 388

2727 1786 2472 5384 0624 5899 5187 4285 4034 2135 1960 8420 1006 9430 7066 5522 7701 1089 7995 6638 6991 1209 1919 9299 1400 8944 5044 4152 4160 9687 5106 3989 0033 8555 4969 7604 7686 6688 0146 6298 0915 0010 3612 9747 4449 9059 6117 8196 7273 8289 8783 8043 7082 5317 8288 7163 6419 3556 3176 3310 7602 9171 5654 4100 7347 8028 1211

Taumarunui: Bike Torque 07 895 7994 Honda First 07 895 8998 Taupo: Promoto 07 378 2453 Daryll August Motorcycles 07 378 8342 Huka Honda 07 378 5508 Tauranga: Bayride Motorcycles 07 571 3040 Bay City Motorcycles 07 578 3169 Coastline Honda 07 578 5550 Makz Gear 07 571 1161 Smiths Motorcycles Ltd 07 578 6062 Te Aroha: Te Aroha M/C Centre 07 884 8044 Te Awamutu: Peter Glidden Motorcycles 07 871 7317 Thames: Wheels of Thames 07 868 9363 Tokoroa: Craig Stevens Motorcycles 07 889 1014 Upper Hutt: Maidstone M/C Centre 04 528 9395 Waipukarua: Five Star Suzuki 06 858 8983 Wanganui: Joe Lett Motorcycles 06 345 8599 Warkworth: Warkworth Motorcycles 09 425 8535 Wellington: Harley Speed and Custom 04 239 9272 Motorad 04 382 8011 Richards M/C Services 04 477 2322 Wellington Motorcycles 04 384 4149 Whakatane: Bay Honda 07 307 0502 Moto SR Ltd 07 308 0310 Tony Rees Motorcycles 07 307 1050 Underwood & Wilkins 07 308 6166 Whangarei: Maunder Suzuki 09 430 3097 Shaw Motorcycles 09 438 1183 Whangarei Yamaha 09 438 0804 Whitianga: Coastal Tyres 07 866 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 Tracktion 03 374 3502 Trevor Pierce Motorcycles 03 366 6563 Greymouth: Honda Farm & Trail Road 03 768 9922 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 Methven: Spring Lynne Motorcycles 03 302 4939 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 Picton: Picton Tools & Tyres 03 573 5413 Tapanui: Dwains Service Centre 03 204 8455 Timaru: Mike Gould Motocycles 03 688 4802 Southern Motorcycle World 03 688 4225 Winton: Brent Scammell Honda 03 236 7993

KIWI RIDER 181

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

Darrin Wilsons Hotsuits, 107 Ikanui Road, Hastings. Ph 06 876 2710 email hotsuits@xtra.co.nz

182 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 an event near you: Speedshow Auck, Sept 1920th or call 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 183

BIKE TYRES 257 GREAT SOUTH RD, DRURY PH 09 294 7955 TXT 021 225 2142 EMAIL DPC@MAXNET.CO.NZ

Fit while you wait RIDE IN RIDE OUT FREE DELIVERY NATIONWIDE

DPC Mike Old Richard Goodfellow

A stone’s throw away from the Motorway

TYRES SERVICING ACCESSORIES CLOTHING

FOR THE BEST ADVICE ON RUBBER - TRY NO OTHER 184 KIWI RIDER