Issue#67 Dec/Jan

RUNNING FROM STORMS ON THE RIDE TO THE SNOWY RIDE

PROJECT KLX450 GOES

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WR250F YZ250FX YZ250X THREE YAMMIES

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TESTED BACKTO-BACK DEC/JAN 2016 ISSUE 67 AUS $9.95* NZ $12.20 (Both incl. GST)

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J A C K E T | PA N T S | D U A L R O A D B O O T S

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ISSUE #67 DECEMBER/JANUARY 2015-16

REGULARS 6 SNAP SHOT A frame grab of what we live for

8 BIKE OF THE MONTH A classic piece of steel that’s high on

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drool factor

FEATURES 30 YAMAHA WR450F ADV-BUILD Taking old reliable a few miles more

36 RIDING NARRABRI

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Finding heaven on two wheels

44 SUNNY CORNER Does it get better every year?

48 GETTING STARTED IN VINDURO Doesn’t get much more fun than this

54 CAPE YORK Taking the well-worn road in reverse

60 KLX450 FINALE

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Yep, we have to give it back... sadly

64 YAMAHA’S FX vs WRF What’s the best choice for you?

70 RIDING IN STEALTH We spend some time on the Aussie electric bike

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BACK PACK 80 TRIED AND TESTED All the gear we’ve hammered and flogged in the name of science

82 TECH TIPS We get greasy and play with our tools

84 DESTINATIONS A quick look at a dream ride location

86 RIDE TIPS

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Tackle the easy to the tough with these two-wheel tips

90 WRF PROJECT BIKE

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We test out the new kid on the block

92 READERS’ RIDES Your photos of your bikes in full-colour glory

98 PARTING SHOT The last word — or photo — till we see you again

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ON O NT THE HE C COVER OVE ER Greg Smith takes the KLX450 project bike out for one of its final rides Photo — Greg Smith

MANAGING EDITOR Damien Ashenhurst EDITORIAL ASSISTANT Hayden Gregory STAFF WRITER Shane Booth CONTRIBUTORS Greg Smith, Craig Bernard, Paul Sneddon, Ian Neubauer DESIGNER Shant Safarian NATIONAL ADVERTISING MANAGER Kizziah Fieldes: 0449 810 957 ADVERTISING DIRECTORY Ian Cassel: 02 9887 0325 ADVERTISING PRODUCTION Ian Cassel ADVERTISING SENIOR DESIGNER Martha Rubazewicz ASSOCIATE PUBLISHER Karen Day

CHAIRMAN/CEO Prema Perera PUBLISHER Janice Williams CHIEF FINANCIAL OFFICER Vicky Mahadeva ASSOCIATE PUBLISHER Emma Perera ASSOCIATE PUBLISHER Karen Day CIRCULATION DIRECTOR Mark Darton CREATIVE DIRECTOR Kate Podger EDITORIAL & PRODUCTION MANAGER Anastasia Casey PRODUCTION EXECUTIVE Renu Bhatt PREPRESS MANAGER Ivan Fitz-Gerald MARKETING & ACQUISITIONS MANAGER Chelsea Peters Circulation enquiries to our Sydney head office (02) 9805 0399. TRAILRIDER #67 is published by Australian Publishing Pty Ltd, Unit 5, 6-8 Byfield Street, North Ryde NSW 2113. Phone: (02) 9805 0399, Fax: (02) 9805 0714. Melbourne office, Level 1, 150 Albert Road, South Melbourne Vic 3205. Phone: (03) 9694 6444, Fax: (03) 9699 7890. Printed by KHL Printing Pte Ltd, Singapore, and distributed by Network Services. This book is copyright. Apart from any fair dealing for the purpose of private study, research, criticism or review as permitted under the Copyright Act, no part may be reproduced by any process without written permission. Enquiries should be addressed to the publishers. The publishers believe all the information supplied in this book to be correct at the time of printing. They are not, however, in a position to make a guarantee to this effect and accept no liability in the event of any information proving inaccurate. Prices, addresses and phone numbers were, after investigation and to the best of our knowledge and belief, up to date at the time of printing, but the shifting sands of time may change them in some cases. It is not possible for the publishers to ensure that advertisements which appear in this publication comply with the Trade Practices Act, 1974. The responsibility must therefore be on the person, company or advertising agency submitting the advertisements for publication. While every endeavour has been made to ensure complete accuracy, the publishers cannot be held responsible for any errors or omissions. *Recommended retail price ISSN 1323-935X Copyright © Australian Publishing Pty Ltd. ACN 003 609 103. www.universalmagazines.com.au Please pass on or recycle this magazine.

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SNAPSHOT

EJECT, EJECT! PIC — ASHENHURST You would never tell your bike this but there are times when there’s a choice between a catastrophic get-off or simply ejecting and letting the bike take the fall. At that moment you will say goodbye to your steed and wish it the best of luck while you watch it take off from under you.

And without a word of complaint or blame, it’ll fire to life again and be ready for the next challenge. There are a thousand reasons to love your bike — this is just one.

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E K I B

FEATURE BIKE OF THE MONTH

E H T OF

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H T N MO

2016 YAMAHA WR450F In Yamaha’s own words, the 2016 “WR450F heralds the biggest change since the introduction of that first WR400F”. At first that seems a pretty big claim until you think of just how many years the WR450F went essentially unchanged and still did the job, winning offroad titles and selling in numbers all around the country.

Every bike gets old, though, and the WR450F reached its peak some time ago, albeit with no

WR450F TECHNICAL HIGHLIGHTS YZ450F-based 450cc liquid-cooled DOHC, fuelinjected 4-valve engine Revolutionary reverse cylinder head with frontfacing intake Engine power is fully adjustable with optional Yamaha Power Tuner Wide-ratio 5-speed transmission with light enduro clutch Efficient cooling by enduro radiator with cooling fan

significant Japanese competition until the RMX was registered. It didn’t scream outdated unless a 450EXC-F was parked beside it.

While many expected this model to arrive for the start of 2015, the new WR450F will no doubt be the answer to many a Yammie fan’s prayers. As with the WR250F, the bike is based heavily off its motocross counterpart — the YZ450F (on which Beau Ralston won his class in the AORC) — and will feel quite different from the incumbent model.

Top-mounted, quickly removable air filter YZF-based alu bilateral-beam frame with optimised rigidity balance Latest KYB air-oil separation (AOS) type front forks Main switch-free electric starter Instrument panel featuring enduro computer, fuel warning and more Metzeler 6 Days Extreme tyres Team Yamaha Blue: $12,999 60th Anniversary Yellow: $13,199

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WHEEL TO WHEEL TWO BIKES GO HEAD TO HEAD IN A SPEC-CHECK SHOWDOWN

One of the more impressive aspects of the EXC is its torque and ability to climb and conquer the toughest of sections without revving to the redline

KTM250EXC This bike really needs no introduction. It may have been a little overshadowed by its bigger brother, the 300EXC, in recent years but the 250 needn’t hang its head in shame and bow to the dominance of the extra 50cc.

The 250EXC is one of the most versatile bikes ever built and its reliability is legendary. You can punch this thing through the snottiest of single trails and throw the 105kg around at will whenever a log or rock shelf appears. When the track opens up, the EXC comes to life with the aid of a six-speed gearbox and a healthy top-end. Of course, excessive

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speed is worth nothing if you can’t stop, but when you run Brembo brakes this is never a problem.

One of the more impressive aspects of the EXC is its torque and ability to climb and conquer the toughest of sections without revving to the redline.

Where the 200EXC appreciates hitting things at speed, carrying momentum all the way, the 250 can be ridden more subtly with small movements of the throttle and doesn’t need huge handfuls of throttle, which means you can keep traction and keep moving forward. It’s a quick-steering bike and certainly benefits from having its suspension

set up to suit the rider. Once it’s dialled in, you’ll be hard pressed to find the bike’s limits before you find yours.

Being a Kato, the bike is fitted out from the showroom to get stuck into anything, but if you want to go further, the impressive KTM Power Parts catalogue has all you need. We like Pivot Pegz, the metal bashplate and wrap-around handguards and if you’re looking for good stuff outside the KTM sphere, then Steg Pegz and a damper from MSC are top picks for polishing an already brilliant bike.

The 250SE-R has one of the best chassis in the business if your business is all about carving single trail

SHERCO 250SE-R You’d be forgiven for assuming that one 250 twostroke is pretty much like the other. What we love almost more than anything is getting on two bikes in the same category and having two completely different experiences. And that’s what the Sherco provides — nothing else feels like the Sherco and we love it for that very reason.

The bike itself feels small. In fact, it is kinda small and a little more cramped than the wide-open cockpit of the Kato, but it’s not

uncomfortable, even on long-distance rides.

The 250SE-R has one of the best chassis in the business if your business is all about carving single trail. It’s mated to an impressive WP suspension package but so much of it comes from the clever geometry and we hope this doesn’t change any time soon.

The engine is more of a revver than the EXC and likes to be ridden a gear lower at times, but rip the right hand down and let it run because it’ll corner

accurately at speed. Pulling up is no drama either, with Brembo brakes doing the work. The FMF pipe helps develop plenty of mumbo and while it doesn’t feel as torquey as the Kato, its smaller feel, same claimed weight and lively delivery mean you can throw it around like a toy and it stays incredibly stable. The hydraulic clutch and electric start are a nod to the KTM and a declaration of intention that the Sherco is here as solid competition for a great foundation bike like the 250EXC.

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NEWS TRAIL NOTES

KILLER CONCEPT Husqvarna initially released the 401 Svartpilen as a concept bike at a huge bike show in Europe called EICMA. As soon as the images hit the internet it went off like a Kim Kardashian butt photo and the cries of “I want one!” could be heard from Denmark to Dubbo.

Svartpilen is a Swedish word that means Black Arrow. The bike has a more street-ready sister machine called the Vitpilen, which means White Arrow. The Black Arrow is a throwback and retro extravaganza in the best possible way.

There’s nothing fancy going on here and it’s all about the ride, as it should be.

The good news is that the bike will go into production most likely as a 2017 model. While the finished product might be a little different from the concept build, the engine and frame will come from the Duke 390 and will put out around 43.5Hp. According to an interview Cycle News did with KTM head honcho Stefan Pierer, the chassis will be made in India and shipped to Mattighofen for final assembly with the rest of the components.

As a 400cc bike it will be learner legal, which is awesome for newbies that love the scrambler vibe.

STYLE AND FUNCTION The upright sitting position is essential for dirt riding and the high bars help complete the ergos. We love that crossbrace! The headlight looks retro but it’s actually a small LED unit, which is a clever touch.

The footpegs are big dirt units which

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make standing up that much easier, and the bashplate is a dead giveaway regarding where the bike hopes to be steered.

On the tank there’s a rack for mounting a bag easily and the there’s also another mounting rack at the rear.

There isn’t much in the way of a front fender, but it would look a bit goofy to run anything too big and it’s not entirely in keeping with the scrambler style either.

CONCEPT BY THE NUMBERS ENGINE Engine type single-cylinder, 4-stroke, double-cam Displacement 46Hp Transmission 6-speed Electronic fuel injection Clutch multi-plate in oil bath CHASSIS Chassis trellis frame in steel Rear frame steel Front suspension WP-USD Ø 43mm Rear suspension WPmonoshock Front brake calliper 4-piston, radially mounted, single disc Ø 300mm Rear brake single piston floating caliper, brake disc Ø 230mm Seat height 800mm Weight (dry) 135kg

Six Days limitededition range Sherco releases a 2016 commemorative bike In the aftermath of a very eventful Six Days Enduro, Sherco has released a line of limitededition bikes. The manufacturer had four world championship riders on the podium this year, including Australia’s Broc Grabham and Jessica Gardiner. Anthony Boissiere and Loic Larrieu were also aboard Sherco bikes for the French team — provisional overall winners.

The commemorative bikes will feature a translucent fuel tank, Sherco bicolour handgrips, a special graphic kit with the colours of the ISDE and a “Double Grip 2” seat.

All sizes will be available in the enduro range for a limited time. Price and exact Australian release date are still yet to be confirmed by Sherco.

HUSQVARNA 701 ENDURO The Swedes have announced a new addition to their 2016 line-up. A dual-purpose mid-size adventure bike will be released late this year as an offroad version of the recently introduced 701 Supermoto.

The 701 Enduro boasts the functional Swedishinspired design that we have come to expect from the manufacturer. Experience in offroad competition has allowed Husqvarna to return to the dual-sport market, providing riders with the opportunity to mix onroad riding with a bit of offroad fun.

The 690cc engine produces 67hp, has a double spark plug ignition and selectable engine maps. The A2-compliant engine maps restrict power to 30kW, meaning the bike is both beginner-friendly and can be ridden by A2 license holders.

Unlike most Husqvarna models, the enduro’s subframe is integrated with the fuel tank for favourable weight distribution. Holding 13L, the fuel tank is handy, allowing extra mileage while on those long trips.

The ABS system with offroad settings, Brembo brakes and slipper clutch are as standard. Closedcartridge 4CS forks have been tuned specifically for the enduro, matching the fully adjustable WP rear shock.

The dual-purpose bike is set to be a keen contender in the adventure market and we won’t have to wait long to find out. Retail price has not yet been confirmed by Husqvarna, but they are expected to hit Australian stores by year’s end.

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NEWS TRAIL NOTES

MILNERIT S E K A M FOUR 2015 YAMAHA A4DE OUTRIGHT TOP 10 1. Daniel Milner 3:07:30 2. Matt Phillips 3:08:57 3. Daniel Sanders 3:10:27 4. Toby Price 3:12:15 5. Josh Green 3:12:37 6. Chris Hollis 3:13:16 7. Lachlan Stanford 3:14:26 8. Tye Simmonds 3:14:32 9. Glenn Kearney 3:15:02 10. Peter Boyle 3:17:57

ENDURO 1 1 Josh Green 3:12:37 2 Tye Simmonds 3:14:32 3 Wil Ruprecht 3:19:28

ENDURO 2 1 Daniel Milner 3:07:30 2 Chris Hollis 3:13:16 3 Lachlan Stanford 3:14:26

D

an Milner has been chasing racing overseas pretty much since the 2014 Australian Four-Day Enduro (A4DE), so you’d be forgiven if the name slipped the mind of the casual observer with all the hype around Price, Green, Hollis, Ralston, Phillips, Stanford, Jones, Simmonds or Sanders. The offroad field is deep and motivated in Australia at the moment, so coming back in to take on the premier enduro after mixed results and injuries in the States is a big task.

This year’s event was held for the first time in Tasmania, which added a degree of intrigue as most riders were unfamiliar with what to expect, which in turn levels the playing field a little.

It’s also the last big race of the year for

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the guys and girls who’ve taken on a massive schedule that included Enduro-X, Finke, Hattah, the AORC and then the Four Day, which is now really a five day as they must prologue before racing starts.

FOUR DAYS OF DOMINATION CDR Yamaha’s Milner, who won the event in 2012, 2013 and 2014, started well by taking three wins in the six tests on day one. His team mate and serious rival for the win, Chris Hollis (who topped a difficult prologue), had been in hot late-season form but smashed his finger hard on day one and it ended up looking more like a half-chewed sausage than a workable digit.

KTM’s Matt Phillips, a Tassie local, was pushing Milner hard early and there were just

three seconds separating Dan and Matt after day one, but then Milner went on a charge.

In the first test on day two, Milner won by nearly 18 seconds over Josh Green. He then put on another 11 seconds in the second test, this time with Phillips chasing. The trend continued in the third test, again with Phillips chasing and Toby Price appearing in the top three for the first time, but by the end of a day where Philips won the last two tests, Milner already had a good lead. It was race craft at its best, as demonstrated by a master.

Day three started with a few riders hitting their stride. Toby Price, Matt Phillips, Chris Hollis and Daniel Sanders all went hard throughout the day, fighting for outright wins, but again Milner prevailed and it was becoming

ENDURO 3 1 Matt Phillips 3:08:57 2 Daniel Sanders 3:10:27 3 Toby Price 3:12:15.821 4 Glenn Kearney 3:15:02

WOMEN’S 1 Tayla Jones 3:35:37 2 Jessica Gardiner 3:38:37 3 Jemma Wilson 3:43:38

VETERANS 1 Damian Smith 3:27:04 2 Brandon Kienhuis 3:37:52 3 Ben Lindsay 3:38:48

an insurmountable lead, with just the motocross test on day four to come.

As he did in 2014, Beau Ralston dominated the motocross test, which brought a solid end to a shaky Four Day for the big guy.

In the E1 class, Tye Simmonds and Josh Green went at it and weren’t separated by much at the finish line, while Daniel Sanders beat out both Price and Phillips in the E3 final moto.

The final class standings saw Milner take the E2 win, Phillips won the E1 class and Josh Green continued his domination in the E1 class in what would be his last ride on a 250, as in 2016 he’ll be back on a 450 in the E2 class.

Tayla Jones topped off a brilliant year by taking the Women’s class and she’ll be tough to catch in 2016. Damian Smith dominated the Vets

class with some times that were impressive for anyone to card, while David Fleming took a solid win in the Masters class.

FOUR DOWN And so Dan Milner had put on a masterclass to take his fourth A4DE win in a row, which matched Stefan Merriman’s record and is only bettered by Shane Watt’s six Four Day wins.

Also interesting was the battle between Yamaha and KTM all through 2015. Just as it was last year, the blue versus orange battle was a fairly even affair across a crowded racing calendar that takes in forests, deserts and stadiums all across Australia (not to mention the ISDE). Husqvarna poked its nose in from time to time, with Stanford, Kearney, Mike Brown and Damian Smith all

bagging some excellent results and wins, but in the major classes it’s all orange and blue.

This won’t change anytime soon either, with no other manufacturer showing interest in the level of investment these two currently put into offroad. Suzuki has yielded good results without an enormous outlay (Wil Ruprecht’s third in E1 was a top effort) so it is possible to achieve without throwing ridiculous sums of money at it — Active8 Yamaha has proven that time and again.

Twenty-sixteen will see the continuation of the KTM v Yamaha battle and without Price it will be a close call, but it could be the year Yamaha’s Active8 and CDR emerge as the dominant teams — no doubt KTM team boss Ben Grabham will have something to say about that. Bring it on!

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NEWS TRAIL NOTES

AUSTRALIAN CLEAN SWEEP CONFIRMED Aussie Trophy team awarded ISDE win ... as it should be.

Checkpoints around the world keep their jobs

It’s official ... Australia has been awarded confirmation of a clean sweep of the 2015 International Six Day Enduro by the FIM. In a statement released on November 19 by the FIM, the disqualification of a number of riders who missed a checkpoint was said to stand, which rightly hands the win back to the Aussie Trophy team. This means Australia won all three major classes, with the Junior and Women’s teams also winning. And while the joy of the moment has

long passed, it’s still just reward for a team that did everything right and has now made history.

It also means the French team will have to hand back their gold medals, which will not go down well and will ensure the 2016 ISDE will be a tense affair. It should never have got to this point and the Aussie team would feel they have been cheated of a great moment that should have been had on the podium, but it’s over now and they

Australia has been awarded confirmation of a clean sweep of the 2015 International Six Day Enduro by the FIM 16 |

are the world champs in all three classes. Nobody can take that away from them now.

Below is the FIM release in full.

“Following a hearing held at the FIM headquarters in Mies on 2 November 2015, the CDI Sole Judge appointed to hear the case, Mr Jan Stovicek (Czech Republic), took a decision on the merits. The operative part of the decision was notified to the parties earlier today.

The reasoned decision will be issued shortly.

“The CDI rejected the Appeals lodged by the Fédération Française de Motocyclisme (FFM), the Real Federación de Motociclimo (RFME) and the Auto-Cycle Union (ACU) against the decision of the International jury disqualifying eight

riders who missed a Route Check. The disqualification will therefore stand.

“The first place in the rankings for the FIM World Trophy therefore goes to Australia, with Italy in second place and Finland in third.

Australia is therefore the FIM World Trophy team winner of the 2015 FIM International Six Days Enduro (ISDE).

“The amended rankings of the FIM World Trophy of the 2015 FIM International Six Days of Enduro are attached to the present document.

“In its Appeal, the FFM petitioned for a stay of execution of the Decision in application of Article 4.8 of the FIM Disciplinary and Arbitration Code, which was granted by the CDI in view of the urgent nature of the matter and the exceptional circumstances of the case.”

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NEWS TRAIL NOTES

2 stroke ROUND UP

KTM FREERIDE 250 There may have been some who raised their eyebrows when KTM released the Freeride, and they may even have thought the concept would die off pretty quickly. It hasn’t. And in fact if you’ve ever met a die-hard Freeride fan on the trails, you’ll know you’ll have to pry that thing from their “cold dead hands”.

The concept is the melding of enduro and

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GAS GAS EC300 While the company seems to be in dire straits, which is something we hope can be sorted and solved and the brand can live on, there’s no denying the 2015 EC300 was a stunning-looking bike and deserves to line up against anything from the competition. We didn’t ride the 2015 model as we were told there were no test units available, but some pretty big efforts were made to improve on previous models that had issues, particularly with the chassis geometry that affected handling.

Maybe the Gasser guys can find a way to survive and the whole thing can be turned around at some point in the future. KTM went through this twice so there’s always hope. trials and KTM has done a great job keeping aspects of both alive in the bike. It’s a very different bike to ride when compared to an EXC and it takes a bit of getting used to, but the idea is solid. A lightweight machine that’s agile and balanced like a trials bike means you start looking at really small areas of bush like endless playgrounds. Logs, rock shelves, mounds and tight trails are all the Freeride’s domain and as a primary bike or a second machine there’s any number of reasons to get on it.

BETA 300 RR RACE EDITION Beta has established itself as a quality manufacturer and has a host of wins around the world in enduro to solidify that reputation.

We haven’t ridden a Beta for a while (we’ve tried), but have always been impressed with the bike anytime we’ve mounted up before.

The big news for 2016 is that the Beta RR range incorporates oil injection among a host of other upgrades, but the model pictured is the limited-edition Race Edition which doesn’t have oil injection, but does feature the following goodies: • All-new Sachs Closed Cartridge racing front fork • Billet aluminium chain adjusters and oil filler caps • Beta Factory handguards • Stiffer (race-spec) rear shock settings • Extra-wide aluminium footpegs • Dual-map ignition with wet and dry riding settings • Special seat with pocket • Special race team-inspired graphics

SHERCO 250SE-R Sherco’s 250SE-R is an immensely impressive bike that feels like it sits somewhere between the 200 and 250 KTM for a simple comparison. It feels agile like a 200 but runs like a 250.

Sherco hasn’t skimped at any point on the bike, offering Brembo brakes, hydraulic clutch, WP suspension and electric start, so compared to any other bike the Sherco stands tall.

For 2016 the bikes have received a few improvements particularly targeted at better engine response and reduced weight. The brand has grown a great deal since the current-model iteration appeared and it will continue to grow as dealers jump on board, the parts catalogue increases and more riders make the jump.

YAMAHA YZ250X It’s been a while since we could ride a new Yamaha twostroke that had any sort of bush purpose to it and the YZ250X doesn’t disappoint. It’s a fire-breathing screamer that hasn’t fully let go of its motocross heritage.

We go into more detail further on in this issue but suffice to say that while rego is the one big missing ingredient, the bike itself is amazing to ride. The design is tried and tested the world over and while the YZ250X needs a few finishing touches compared to its competition, the base is solid and it’s insane fun on the trails, particularly when it’s fast and flowing because the YZ carves like the best.

KTM 200EXC One of the most underrated bikes on the market today, the 200EXC must be feeling all but forgotten. And it’s not fair — this is a brilliant bike. It’s light, nimble, fast and agile. It’s stupidly fun and it could be the sort of bike that makes you a better rider.

A lot of blokes will bring up the lack of CCs and equate that to a lack of outright speed, but that’s reading it all wrong.

The 200 is fast and we’d bet that a fair percentage of riders would be faster on it over a full day than on their 450Fs. It’s much easier to ride than a 125 but not as imposing as a 250 or 300 can be.

The 200 makes you look at trails differently and suddenly you start seeing things that look fun that you would never have approached on a big bore.

HUSQVARNA TE300 Husky’s TE300 can be both a weapon of mass destruction and a subtle and subdued machine capable of carefully picking through the snottiest terrain on the planet.

There’s a good reason why this bike is so popular in Australia and it’s simply that it can do anything. It’s as tough as a bike gets, which is why it has such an amazing win record in extreme enduro.

There are few bikes as versatile as the TE300 and it’s damn easy to live with, too.

The sheer amount of torque it produces allows you to pick through and up hard trails but, man, open that throttle and you’d have to have balls of steel not to have the shit scared out of you at least once every ride — not hard when you have just short of 55Hp pushing 105kg.

The TE300 isn’t afraid of unleashing hell on any trail and riding behind the bike when the rear wheel spins can be dangerous to your health.

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NEWS

RItDoEthe SNOWYRIDE

TRAIL NOTES

BY PICS AND TEXT URST NH HE AS IEN DAM

Clubby h it w h t u o s s Damo head for an epic r o s s e f o r P e and th no concerns — I’ll ride whatever I’m o n e - d a ye r given. I’ll regret it — only once — a little later on.

T

o get me to get on a bike by 4am to make a rally point three-anda-half hours away that marks the start of the actual ride should take some persuasion. But when the Professor and Clubby rang and asked if I wanted to tag along on their Ride to the Snowy Ride, I was in with no questions asked. If these boys had plotted the course then you can be sure it’s worth all the effort.

Rising at 3.30am and gearing up was the hard part. I borrowed my old man’s V-Strom 650 because he just bought it and it had remained far too clean. It’s a bloody comfortable bike to ride all day too, but that being said, it was always in the back of my mind that I didn’t want to drop my dad’s bike.

I met the tidy crew of bikes and riders at the Marulan servo. The little V-Strom was towered over by a flock of well-prepped Ténéré 1200s and 660s and one sweet XR650. One rider questioned the choice of Trailwings on my 650, given the weather looked like it was soon to turn nasty. I had

THE LONG WAY DOWN The ride headed out of the servo and started its journey to meet the starting point for the approximately 3000 road riders taking part in the annual Snowy Ride at the NSW town of Jindabyne, which is in aid of the Steven Walter Foundation, which raises money for research into childhood cancer.

As the crow flies the ride isn’t that long. In fact, you can ride from Marulen to Jindabyne in about three hours. But at the hands of Clubby the route became an epic affair that didn’t have us arriving into Jindabyne until about 6pm and stretched the 300km road ride out into a dirt and pie shop extravaganza that spanned about 800km.

For the most part the weather behaved and we watched some amazing cloud formations dance around us as the sun came and went.

The closer we got to the destination though, the more the darkness encroached. We were chased by some

epic storms that intermittently caught and pelted us from all angles, but the river crossings were all manageable.

It wasn’t until we arrived at a fairly innocent-looking road in Nimmitabel that the wet struck. We had just been riding a brilliant section of trail and stopped for a pie when we next hit this section of road that looked somewhat yellowish, until you reached a real wet point and it turned a dark red.

Within the first five kilometres the red clay had taken its first victim — a Ténéré 1200 was down. This was the slipperiest sustained section of track I’ve ever ridden and I was cursing the choice of Trailwings as my tyres became big clay donuts.

There was no time to hang about though, as the clouds were gathering and the map showed that this section was 15km long. It only took a couple of kays further up the road for me to dump dad’s shiny new bike. At about two kilometres an hour the thing just went into a two-wheel slide down the slope of the road and I was a passenger until there was no point in even putting a foot down. I introduced the V-Strom to the ground. There was

some laughter behind me ... another V-Strom. It didn’t last as his front fender filled with clay and stopped the wheel dead and the bike dropped.

There was still about 8km of this to go.

STORM CHASERS Once we cleared the slipperiest road in the universe, Clubby devised a shorter route to Jindabyne to beat the apocalyptic weather bearing down. We made it into Jindi, 14 hours after I’d mounted up that morning. I was fried but, man, it was fun. I was blown away by the number and variety of bikes present for the charity ride. I checked into my accommodation, which was a B&B on the outskirts of town. It was a creepy place that would make a story for another time.

All the riders and bikes arrived safe and everyone had a blast. The course the boys laid out was brilliant and nothing the weather could do made it less so. The bush trail sections were just perfect and some of the scenery was breathtaking. Watch out for this one-day odyssey next year and get on board. I’ll be there ... maybe with different tyres next time.

At the hands of Clubby the route became an epic affair 20 |

FIVE TIPS

HAVE A DRINK ON US What drinks do what on a hot ride?

BEER

ENERGY DRINKS

Love em or hate em, energy drinks simply aren’t the best drinks for a ride day. They do little to quench your thirst for a start and the huge sugar content will haunt you when you start to come down from the high.

Sadly, beer has no place before or during a ride. And as an aside, milkshake will make you spew. After the ride you may partake if you’ve stayed hydrated during the day. Otherwise, have some water before you crack a coldie.

SOFT DRINKS

There’s really no place for a Coke before or during a ride. Get a Coke and pie combo for lunch and the second half of the day will be slow.

ELECTROLYTES

Sports drinks that contain electrolytes are excellent at replacing what you lose through sweat — namely potassium, sodium and magnesium. On a stinking hot day this is a good option for during and after the ride. Too much can cause an upset stomach, though.

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WATER

As an all-rounder, good old H2O is the best thing to drink before, during and after a ride.

Its underappreciated how much drinking a solid amount of water the night before a ride can help; hit the bike already well hydrated and it’ll pay dividends all through the day. Sip small amounts regularly — sculling isn’t recommended.

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BIKE TEST: YAMAHA WR450F ADVENTURE

PICS B STORY AND

Y DA M O

e take a w , r e v o c n e model F has brok t 0 n 5 e 4 r R r u W c 6 r 1 u 0 o Now the 2 repurpose y can have the best o t y a w r e v look at a cle venture hybrid so you ed in the garage k ad into a trail/ s after the 2016 is par od as one, right? ld of both wor o bikes are twice as go F dden the WRw and all of a su maha said, and pieces, Ya ts en bi r Th — because t . he se ot hing el nch of r thinking ralia credit fo Yamaha Aust Because ve s. gi on to t si ca go oc of ou’ve any number their own on x at bo ok e lo th e they outsid a guys ride, ah m more Ya e e th th of me so many of y to what so different wa . product in a might looked at competition int. Yamaha desk-bound is a case in po e ey went to ur Th nt ve ’t.

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30 |

a bu k.” We like somet well looked what you thin we know so g and tell us at it’s in th wh is e th se e d s an and rid uple of week “Hey, come co a r fo it but take thing to do. couldn’t help like the right just seemed all about. It

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| 31

The best way to describe the bike is that it’s a hybrid.

It’s not an adventure bike in the terms we know capable bl ttrail il bik bike th thatt can now run tto th the 200k 200km mark without needing to visit a fuel stop, and that means exploring the outer regions of the tracks you know and, even more fun, a heap of places you haven’t been before.

It’s well at home in the bush — as you’d expect — and was brilliant to ride in places we wouldn’t want

32 |

t be lugging a traditional adventure bike to a around.

You can jump it, take rock shelves a work up speed on any trail. On road and s stretches it suffers from, well, being a trail bike with low gearing and less comfort for hours in the saddle. And this is why we like t hybrid description. It’s kind of a new the conceptt and we were sceptical until we went on a real exploration ride for hours and hours, which turned into a couple of days.

By the end of the first day the idea of a 450F with a massive range started to make more sense. It’s not a new idea of course and Safari has been fitting out bikes to take on the longest hauls for ages, but

to have it presented by a manufacturer as an option they can get behind (this is not a production model) was different.

Ideally I’d like to see a few things addressed, like the gearing which is a little too low even though there’s a 47-tooth rear sprocket, and we’d like a key start, and of course the lack of a cush-drive hub (perhaps fit a cush-drive sprocket?). And here’s another point: Yamaha has released the all-new 2016 WR450F, so what do you do with the old one?

You could fit it out like this and have two similar but different bikes in the shed for smashing tracks or exploring. We really like that idea of having both in the garage.

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Something else that’s worth mentioning here is that the bike this is all based off has, despite some fierce criticism from some, proven to be reliable and dependable. Our view on the WR450F we first saw in 2013 and will bid farewell to in 2016 is that it was a solid bike that in the end

was probably better for the average rider than the noisy haters would admit. The suspension is excellent, as is the frame, and the engine is as good as anything out there. Yes, it’s heavier than the competition by some margin. It’s not a race bike, but does it have to be?

After a morning on the beach we went home, only to return later for sunset

34 |

HAVE TANK WILL TRAVEL We spent a fair amount of time on Stockton Beach as well as in the bush on the WR450F Adventure and if there’s anywhere that’s going to trip up a bike with some weight behind it, it’s on the soft sand. Instead of being a chore, it was a heap of fun. After a morning on the beach we went home, only to return later for sunset because it’s such a great thing to do when the weather heats up and on a bike that doesn’t struggle.

As we’ve mentioned, this is a

bike that the guys from Yamaha put together to not only show us a different side of the WR-F but also because they wanted to ride it themselves. You can build it up by fitting all the parts (see sidebar) Yammie did. That means it’s coming from the right place and it’s all about the ride. And the ride is good.

Not everyone needs a WR450F with a 15-litre tank but we had a heap of fun on it and can see some short adventures happening, or some epic explorations in areas too hard to ride a 660 and up in.

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RIDE FEATURE: BIKE TERRITORY

36 |

Blue’s Backyard

STORY AND PHOTOS BY GREG SMITH/IKAPTURE

Greg Smith takes a road trip with a mate to tackle a famous hill on the perfect property

O

ver 16 months ago I attended a Yamaha offroad product launch and met a guy (Scott Michell) who insisted I head up to his ride park near Narrabri, NSW. He even handed me what looked like a cloth to clean my glasses.

This wasn’t just a lens cleaner, though; it also had a map imprinted with the trail locations on his property that he referred to as his mud map.

One afternoon my buddy Justin Appi saw the map and said why don’t we head out there? We quickly checked the website (biketerritory.com.au) to see what we needed to do. It’s more than informative, with everything from images

of where you’ll be sleeping to detailed maps of the trails.

If you search Bike Territory on YouTube you’ll learn much more about the property with loads of videos, one of which was done by TRAILRIDER. Another search suggestion is the Horsepower Hill videos — more on that later.

One of the main reasons why the Michells (thirdgeneration landowners) have opened up their property, known as Castle Top, to dirtbike riders isn’t so that Scott can shame anyone who comes to his place with his riding skills.

Rather, and more importantly, it gives them a financial safety net against drought. While most of the surrounding property owners will struggle with stock problems, the Michells will

| 37

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FEATURE: BIKE TERRITORY

The southern side is made up of trails that wind through the valleys an d up to the southern lookout

still be kept alive by the dirtbike community arriving on their doorstep. In saying that, the property was a lot greener than we expected when we arrived just on seven-and-a-half-hours after leaving home on the Gold Coast. It’s around the same amount of time for Sydney dwellers too.

HANGAR HQ On arrival we were pleasantly greeted by Scott. Once he showed us where we were staying and gave us the do’s and don’ts for the property, we were off to our campsite (The Hangar). It’s a self-contained shed that’s actually his dad’s aircraft hangar for when he visits. It’s set far enough off the road to be quiet, yet close enough to the start of the trails. We unpacked and set up camp inside the shed — yes, tents inside the shed, plus ute and bikes inside the shed!

It was early to bed so that we could spend the majority of the next day exploring and it was at that moment I realised I had no mattress! Mind you, we stopped so I could get one but all I bought were peanut M&M’s.

40 |

worrying about meeting someone you don’t know head-on. The ghost fence run was my choice of trail on the northern side and it has a variety of surfaces and speeds. It also has a wide diversity of technical challenges along the trail which make it a lot of fun.

You could easily spend a whole day just exploring the northern area.

COVERING SERIOUS GROUND

Just after breakfast the next morning we thawed out enough to think about riding. It had been warmer than usual on the Gold Coast but not here at Narrabri — it got down to three degrees overnight, which meant wearing almost everything I had to stay warm.

We headed straight for the northern side of the property (Castletop is split down the middle by the main road from Bingara to Narrabri) to check out the northernmost lookout. The trails that wind their way up to the lookout were prime and the moisture content was bang-on. There were a couple of rocky sections and tricky hillclimbs but nothing most people couldn’t do on their first attempt.

One thing to watch out for at Bike Territory is the fact that lots of tracks are two-way. We were lucky that it was a Friday and no-one was around, but you never know. And like Boris Everson from Coffs Detour said to me once, “The right line is the wrong line when you’re talking two-way traffic.” Most of the trails on the northern side were in good condition and Scott has in fact created a few one-way trails where you can try stretching the throttle cable without

After doing a lot of the northern side we headed back to fuel both us and the bikes. The southern side was the next location on our agenda. It contains a lot of varying terrain and ride choices and it’d be hard to find a rider who couldn’t spend the day enjoying themselves.

Located very close to the entry gate is the EnduroCross track with a see-saw and numerous tyre mounds, as well as other cool obstacles. There’s also a motocross track near the enduro-cross and another grass track motocross area a bit further south of the main camping spot. Not to mention the copious amount of space if someone is learning to ride and you need lots of room.

The rest of the southern side is made up of trails that wind through the valleys and up to the southern lookout. There are actually two ways you can get to the southern lookout — ride the easiest way or hit Horsepower Hill and get up there a good 20 minutes before anyone else. Mind you, I tried twice on the KLX and nearly broke it on the second attempt, so I pulled the pin and lived to ride another day.

The second day was spent doing lots of riding for the camera. There are plenty of places to check out on the property — the caves, tram, 360 lookout, Deadend Rock etc. We rode lots of the single tracks before it was time to have a shower and head to Narrabri RSL for dinner and grab some more supplies.

Knowing what we learned from the night before, it was easier to stay warm overnight.

ed so It was early to b end that we could sp e the majority of th ng next day explori SPEC SHEET NAME: Bike Territory CONTACTS: Scott (Blue) & Regina Michell ADDRESS: Castletop, 4188 Killarney Gap Road, Narrabri NSW 2390 Phone: (02) 6783 4218 PRICING: Riders — $35 (under 16 $25 / non-riders $5) ACCOMMODATION: Adults — $30 a night (under 16 $20) — Shearers Quarters / Cottage / Sheds etc CAMPING: Adults — $10 a night (under five free) including rustic shower and longdrop toilet. (The campground is set in a great location near the Grass MX track.)

FIRST AID: Yes, but only basic first aid.

Ambulance can be called for serious injuries. It is recommended that you have ambulance cover.

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FEATURE: BIKE TERRITORY

The third and final day we were up early to get a quick ride in, so we headed down to Sleeper Cutters single track that we’d noticed the day before. It was a great trail to loosen up on, with an average pace of around 25kph and lots of sharp turns that quickly warm up your muscles. A couple of quick photos and then it was back to The Hangar and the long drive back to civilisation.

UNTIL NEXT TIME Bike Territory’s strengths are that it’s run by a farmer who is a bike enthusiast, the soil and terrain can cope with multiple people and those

ever-changing weather scenarios, and there are more hill climbs than you could poke a new set of Pirellis at. Plus, with so many quality photo locations across the property, there’s always a reason to ride to a spot for a cool picture like the top of 360.

The old tram loop is a good test and so is Sleeper Cutters, which winds its way through a small pine plantation. A few close calls with the local wildlife were fun (once my heart rate had settled down) — lots of kangaroos, cows and sheep, not to mention the goats, goannas, snakes and echidnas!

Where else can you experience all of these animals but Straya!

Weaknesses? There are only a couple and they would only really concern you if you didn’t plan ahead with your fuel and food. There’s no fuel at the property and there’s no food, but they do have ice so that rules out the first issue because you know that if you run out of fuel your beer will be cold.

You could drive into Narrabri and top up supplies as the big supermarkets are open till late, and there are 24hour servos as well.

It is close to seven hours from Brisbane and Sydney or 12 hours for Melbourne riders, but it’s more than worth it. Just make sure you set out for two days of riding.

There is one more weakness and that is the fact that our editor, Damien Ashenhurst, made it to the top of Horsepower Hill and I didn’t… there’s a shame file right there!

42 |

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FEATURE: SUNNY CORNER TRAIL BIKE RIDE

STORY AND PHOTOGRAPHY MATT BERNARD

The 2015 Sunny Corner Trail Bike Ride turns on a wicked weekend of bikes, campямБres and good times

44 |

A huge variation of bikes were out and into the trails of Sunny Corner.

Shercos, KTMs, Yamahas and plenty of old and new Husqvarnas.

| 45

FEATURE: 2015 TATTS FINKE DESERT SUNNY CORNER TRAIL BIKERACE RIDE

It’s all about mateship. Sure, the trails are great and the fun immense, but the stories around the campfire and time with their buddies are big reasons why a lot of guys get out and escape their day-to-day lives, spending a weekend shooting shit and riding bikes.

T

his was my first experience of the Sunny Corner Trail Bike Ride. I drove towards the iconic NSW event not 100 per cent sure I was heading in the right direction. I was keeping an eye on Google Maps and scanning the trees, looking for a sign. In the distance, a pit shade, a few tents and a trailer sparked my interest — I thought it was strange to be riding close to a popular organised trail loop when there was so much state forest around.

Then a few kilometres down the road, another group of trail riders were set

up. As I headed closer to the rough area where I expected the event to be held, the crowds along the side of the road got bigger and I realised the riders camping in scattered locations for miles on the side of the road were making up the 966 riders competing in the Sunny Corner Trail Bike Ride. As I got nearer, there was no need for signs as hundreds of camping riders were set up between the pine trees. I parked my ute and made my way into the throng of the Sunny Corner Ride.

The trails were first class — a perfect amount of moisture, some tricky hills and some wicked single trail between

THE DIRTY 30 If you want to have a crack at the Sunny Corner Trailbike Ride, next year promises to be an absolute cracker. It will be the 30th running of the ride. Make sure you head to the website www.sunnycorner.com.au or search Central Tablelands Motorcycle Club — Sunny Corner Trail Bike Ride on Facebook.

46 |

Former enduro professional Brad “Wonka” Williscroft was spotted in the trails, as was Ben Grabham, both on board their KTMs.

There were 966 riders who turned up for the 2015 edition of the Sunny Corner Trailbike Ride.

open sections. Smiles were slapped on just about every rider’s face, although a few did look a tad green from a few extra beverages around the campfire the night before.

There are two fairly distinct classes of rider at Sunny Corner, and something I thought was bloody awesome. There were guys on 20-year-old XRs, KLXs and DR-Zs. These guys don’t give a shit about aftermarket alloy rim lock covers or fancy stickers on their plastics.

They’re running mismatched riding gear and couldn’t give a stuff about what colour their boots are — I love it.

Then there are bling-kings, mainly

riding KTMs or Husqvarnas. The latest riding gear is on and every product from the genuine accessories catalogue bolted to their pride and joy. It was a case of run what you brung and I reckon it was awesome!

One cool thing I noticed was that despite the different bikes and what not, it’s not even on the participants’ radars.

Riders come in and high five their mates, chat about their bikes, bench race about “that hill” or “those ruts” all afternoon as the beers are drunk and the food consumed. The Sunny Corner Trail Bike Ride is a must-do on a trailrider’s calendar. I’ll be back.

| 47

FEATURE: GETTING INTO VINDURO

A FINE STORY & PHOTOGRAPHY: ANDREW CLUBB

Vintage

again, and w e n is ld o g Everythin e vintage th n a th o s re o nowhere m 30-plus-yearre e h w , e n e c s enduro ikes are given b ro u d n e d n a old trail ... just like fe li n o e s a le w a whole ne their owners!

48 |

| 49

FEATURE: GETTING INTO VINDURO

T

he power of smell can be an amazing thing. It can be the catalyst for memories that might otherwise have faded away long, long ago. Like when you walk into the bistro of an RSL on a Saturday night and you cop the nasal hiding of a big feed of roast of the day and vegies. That takes me right back to the time when I was a little grommet and staying the weekend at gran’s house meant Sunday roast was always something to be looked forward to. That’s a good smell.

But on the flip side of the coin, smells can rekindle deep-seated memories that have completely the opposite effect. For me, it’s the smell you get when you ride a 30-plus-year-old air-cooled fourstroke enduro bike and bury it in a muddy bog hole. That smell is a combination of frying clutch plates,

boiled engine oil and swamp water sizzling on burning-hot engine cases. It takes me straight back to my first-ever club enduro rides in the Watagan Forest with the Central Coast Dirt Riders in the early 1980s.

For ages that smell had been long forgotten. But since I’ve started riding a few vintage enduros in recent years, it’s come rushing right back at me and makes the hairs on the back of my neck stand up. It’s all those memories of our old banger enduro bikes and what we used to do to them. Those poor bloody bikes.

So can you believe those very same bikes are going through it all again?

And so are us riders? You’d think we would have learnt our lesson first time around... hah! Welcome to the world of vintage enduros.

MAKING BIG BLUE AS GOOD AS NEW When some blokes get the vinduro bug, they get it bad — real bad.

Long-time DSMRA president Peter Daley copped a serious dose a few years ago when he decided to build a good-as-new 1983-model Yamaha IT490K, which is one of the most revered of all Japanese bigbore two-stroke enduro machines.

Daley went hard at it, buying no less than five big-bore Yamaha ITs in various states of repair to then pick the eyes out of the best parts to make one absolutely mint restored machine.

With the help of fellow DSMRA member Alan Rich, the pair took about 12 months to complete the process and the end result is the gorgeous machine pictured here. But for the newer Barkbuster handguards rather than the plastic foil originals, this bike is damn near as close as possible to how the IT would have rolled off the showroom floor more than 30 years ago.

Daley reckons he spent about $8000 on the five donor bikes, plus their labour costs, to complete the process, and eventually sold the bike for $7000 to an IT enthusiast in Victoria. But the bonus was Alan ended up with a second restored IT out of all the left-over parts.

So has Daley got the resto bug out of his system? No way! His latest project is a YZ250K that he reckons will be every bit as neat as this IT.

A quick needle clip change and this Husky will be running like new ... hopefully.

HELLO & WELCOME

Even Suzuki’s venerable TS185 can make a vinduro mount.

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So what’s this vintage enduro caper all about? It’s quite simple, really: you find yourself a fine specimen of a pre-1985-model enduro or trail bike, get it going again in reasonably reliable condition, and then get along to a vinduro event, pay an entry fee and spend your day romping about paddocks or burying your bike in axle-deep mud holes — just like most of us did back in the day when the bikes were brand new.

It’s no different to vintage motocross, which has been romping along in Oz and around the globe for a couple of decades now. Vintage enduro riding took a little longer to get going, as initially vinduro machines were catered for with their own class at VMX events. But nowadays there are stand-alone vinduro events that range from rides on short loops around private property, all the way through to the big daddy Harrow 100 Vinduro in farwest Victoria that features a whopping 100km loop complete with time cards for the riders, remote fuel dumps and red plate rego for the bikes. The Harrow event has been organised for the past seven years by the Vintage Enduro Riders Incorporated (VERI)

association and they even award gold, silver and bronze medals at the end of the weekend — now that’s getting serious!

If you used to ride enduro bikes 30 or more years ago, you’re now a prime candidate for joining the vinduro movement.

ARE VINDURO BIKES EASY TO FIND? Right then, if you’re tempted to step into the vinduro scene, the first thing you’re going to need is a bike. The most readily accessible mounts are the bread-and-butter Japanese enduro machines from the late 1970s and early to mid ‘80s. On the four-stroke front these include bikes like Honda XRs and XLs, Kawasaki’s KLX250R, Suzuki’s DR250 and Yamaha’s earliest XT and TT 250s, which were popular back in the day.

As for two-strokes, Kawasaki KDXs, Suzuki PEs and Yamaha ITs used to rule the enduro roost by sheer volume, so it’s no real surprise that there are still a stack of them around today. They range from the pint-size and none-toonasty 175s and 200s all three brands produced, through to the simply nasty big-bore brutes like Yamaha’s

LET YOUR FINGERS DO THE WALKING The World Wide Web is a fountain of information on anything and everything, and vintage enduro riding is no exception.

Get online and check out these sites for news on how to get into the vinduro scene.

Boil the billy, ol’ White with on mate! e, thanks.

www.verivinduro.com.au Arguably the most prolific of vinduro event organisers in Australia with a busy calendar of rides, highlighted by the annual Harrow 100 Vinduro in far-west Victoria. If you want to be part of the biggest vinduro in the country, put VERI’s Harrow Vinduro on your radar. www.ozvmx.com An online hub for all types of vintage dirt bike happenings from across Australia and around the world. Look for the dedicated Vinduro forum and you’ll find a feast of information. www.vinduro.com.au Another online hub dedicated to vintage enduro bikes, riders and events. Runs in conjunction with a dedicated Facebook page that regularly posts pics and details of some truly classic vinduro machinery.

A full start line of throbbing Honda fourstroke power at the Harrow Vinduro.

IT490 boom box and the even rarer Kawasaki KDX450. Gulp.

From the other side of the world come the rather more exclusive European thoroughbreds from brands such as Husqvarna, KTM and Maico, which are the most common and were the machines of choice for hardcore enduro racers 30-plus years ago. And of course there are the rather more rare Euro marques like Beta, Bultaco, Montesa and SWM, while the Yanks even got in on the action in the day with brands like Can Am and Hodaka.

What brand of bike you choose is your decision, but for many of us it’s as simple as riding now what you had ridden in the day.

That was certainly the case for me. I was always a passionate Honda XR fan in the early 1980s (hey, I was a four-stroke “believer” way before the four-stroke revolution!) and went through an XR200RC, XR350RD and XR250RE in rapid succession between ‘82 and ‘85. The pick of the bunch was the “just right” XR350 so that’s precisely what I wanted to have again to ride vinduros.

I hit the web and the classifieds in search of a shiny red 350 and after a few weeks tracked it down from a bloke who had just rebuilt one with the intention of riding vinduros, but then changed his mind and got

www.vmxmag.com.au The team at VMX magazine promote the annual Classic Dirt event in conjunction with the Sunshine Coast MCC at the famed Green Park venue at Conondale just north of Brisbane. The event is a sensational celebration of all types of vintage dirt bikes and vinduro machines figure highly in proceedings with a dedicated loop.

How gorgeous is this smallbore SWM enduro? Almost too good to ride!

www.yamahait.com.au A website dedicated solely to the survival and revival of Yamaha’s legendary twostroke IT enduro machines. If you ride blue you have to look here: the forums pages are a fountain of info on IT bikes, parts and restorations. www.tmcc.org.au With a proud history stretching more than 100 years, the Toowoomba Motorcycle Club in south-east Queensland has certainly earned its vintage stripes. The TMCC crew host a couple of dedicated vinduro events at their Murphy’s Creek facility each year and they welcome all brands of bikes and all riders.

Vintage Trail Riders Inc A relatively new group based in NSW but without a website as yet. However, these boys have got a number of events going on for both trail and enduro vintage machines, so fire them an email at vtrinc15@gmail.com and get yourself on their broadcast list for more details.

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FEATURE: GETTING INTO VINDURO

Even trail bike models like this Yamaha DT can get in on some vinduro action.

an adventure bike instead. I paid $1500 for the ‘83-model XR350RD and the dear old banger has never let me down in the four years since.

WHAT PRICE PERFECTION? How much you will have to pay for the vinduro bike of your dreams will vary. Vinduro riding is increasing in popularity and with the old rule of supply and demand, vinduro bike prices are climbing, especially with dealerships specialising in classic dirt bike sales. No matter what their sticker price, negotiate hard!

Thankfully you still hear stories of blokes finding bikes tucked away under tarps in sheds and getting them for a song. You also hear stories of blokes paying a king’s ransom for fully restored classics that send them weak at the knees and they just can’t say no to. Between $1000 and $2000 is pretty much the middle of the road nowadays for a vinduro machine in good condition that should deliver

reasonable and reliable service. The trick, though, is finding one that hasn’t been too badly thrashed because believe me, the poor old bangers did get thrashed back in the day. And all you’re going to do with it is thrash it some more!

Restoring cheaper bikes is an entirely viable proposition as long as the bare bones of the bike are there and in reasonable condition. There’s quite the cottage industry now of vinduro bike restorers, which you will fast learn about as you delve deeper into the scene, and you will be simply amazed by just how readily parts are available thanks to the internet — as long as your choice of mount is not too exclusive.

In the end it will all come down to passion and how far you want to take it. And trust me, the deeper you sink your teeth into it, the further you will want to take it, at which point the challenge will be trying to stop at parking just one vinduro machine in the shed... good luck with that!

YOU QUALIFY AS A VINDURO PURIST WHEN...

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Hands up if you’re a Yamaha IT believer!

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You leave your Klim Gore-tex jacket at home and instead proudly don your greasy old waxed cotton Belstaff jacket.

You leave your shiny new carbonfibre Bell Moto 9 in the bag and strap on an old Bell Magnum open-face lid with duckbill peak... and the peak is held on by duct tape.

You have a mint Scott half-mask to match your classic Scott goggles.

You strap on a pair of Scott plastic MX boots and leave the Tech 10s at home in the shed.

You take a real hot bath and then a real deep breath and slip into your old 32in waist RAT Racing nylons.

You’ve still got a Tycon padded jersey and you can’t wait to put it on.

Your left knee is shot from years of trying to kick start your classic Husky WR while sitting on the seat; now you stand off to the left and kick with your right leg.

You run a legendary Kelly Enduro bumbag and your name is stitched on the outside of it.

You leave your mate’s Camry company car and trailer at home and instead load your dungers into your pop’s mighty Holden HQ ute and “hit the road”!

You make eBay alerts your friend and your mobile constantly pings with links to new vinduro bikes being listed for sale online. And then you open a secret PayPal account and hide it from your missus...

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2 E P A C NS R I A C FEATURE:

CAPE TO CAIRNS

BY G OTO S

R EG S

MITH

reg G , n w top do he pointy e h t From takes on t e order s Smith Oz in rever f end o Y AND

S TO R

PH

They were such a top group of guys that I didn’t want the trip to end. “We made it” — that’s what people who get a shot here are usually saying, but we had only just started; it was about one-and-ahalf hours into our time on the bikes.

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Darren apparently does nothing around home and wanted to prove he could still make a sandwich.

Ryan and Dave are astounded by these actions and quickly move him on due to his excessive use of condiments.

Scott takes a leaf out of my book, removing the danger of moist boots for the next trail section.

It’s a trend, I tell you...

Like kids to the Mr Whippy van, we’d flock to the “beer” — sorry, support — truck at the end of the day’s ride. It’s very well set up with room for two spare bikes, fuel, water, food and power. And a driver to keep the trail boss on his toes.

Camp fire time and no mosquitoes to worry about. Here Ryan and Pete chat about tomorrow’s lunch as Terry slowly falls asleep in his chair. Must have been a big day for Tezza...

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FEATURE: CAPE TO CAIRNS

R

emember last week’s shopping or filling up with fuel? How about that bungee jump, sky dive or maybe it was the birth of your first child after you married your childhood sweetheart? For some of us there aren’t that many moments we can truly say we remember. More often than not it’s those big “once-in-a-lifetime” snapshots of your life that you look back at and remember with a smile.

If you think about that “once-ina-lifetime” moment you’ve had while riding, what comes to mind? Your first race? That moment when you were a kid and got your first ride? Spending a weekend away with your mates raising hell? Whatever it is, you find it more enjoyable thinking of those moments than the ones that just float you through a day in your life.

When I ask people why they haven’t done the Cape York ride, they say the following things: it’s too expensive, it’s boring, the bikes are slow, and so on.

Then when you ask someone who has done it to tell you about it, they say: it was awesome, that water crossing, it’s so remote, I rode forever, and so on. See the difference? The price of the experience far outweighs the e. preconceived negatives people imagine.

For me it was an awesome experience with a great group of guys, and yes, it had been on my bucket list e for a long time. To finally get the chance to make the journey was awesome and d.

I’m very thankful to all those concerned.

I really didn’t know what to expect but I

This shot just makes me want to head back and do it all again.

Darren looked comfortable in the deep bull dust of the Starcke Trail. Mind you, he was dabbing his foot occasionally.

The good old selfie of me and the boss, Dave Williams. He’s known around the traps as “Angry Dave” but I honestly didn’t get to see that side of him. I think he’s pretty calm considering how many people try to ruin his bikes on a daily basis.

Beer in hand, bike slowly sinking onto its side as the sunset escapes us for another day. It was an awesome experience and one that I will never forget.

The morning after at the Lion’s Den. No hangovers, a quick shot of instant coffee and we’re off!

If there’s one thing I’m not ashamed of it’s my hate for wet boots. To me it’s as uncomfortable as eating a day-old Big Mac, or getting caught out while trying to “rush to the toilet”. I’ll do anything to keep them dry and the rest of the crew laughed every time.

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FEATURE: CAPE TO CAIRNS

Scott at the front left and Terry on the right doing their best to lift and walk a 130kg+ bike across a river lined with “baby head”-sized rocks. Robbie and Chris Struggling to hold the airbox out as well.

did know it was going to be an epic story that I could take with me through life and talk about with a smile.

If you’ve been thinking about doing the ride and want to cut costs etc, do yourself a favour and book in with Dave of Fair Dinkum Dirt Bike Tours for his eight-day ride. At the time he was doing the eight-day trip for $4750 including flights from Cairns to Bamaga or return

depending on your chosen route. If you choose to do it yourself you will spend the same or double trying to skimp, you won’t be allowed to travel across native title areas etc — it’s not worth it.

When heading out on these sorts of rides it’s hard to choose the crew you go with, but I think I did really well — the guys I was with were all top blokes.

Let me introduce my crew: Rob the

dentist, Darren the concreter, Robbie the printer, Terry the bussy, Phil the F-111 pilot, Pete the nugget, and the father and son duo of Chris and Scott.

Then there was Dave the trail boss and Ryan the camp boss, and Jill the camp boss organiser (Jill is Phil’s wife and was running the trip in the support truck).

So here’s how it unfolded in pictures.

The name says a lot but trust me, you’d be better off going to Thailand if you’re thinking of having that done.

Don’t get it done here at Coen.

Just hold it on and let the bike move through the sand/bull dust, is what they say. I say go as fast as you can and shut your eyes.

in the high country Roaring Meg Falls but it’s far from it. , cid pla tty pre looks the last few years in ths dea few a h Wit from. well enough away it’s a place to stay

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My room and the truck that supports the weary at the end of a hard day in the saddle.

people I threw a photography class as most light didn’t understand the concept of also put painting. This was the result. Chris way better on an astrology class — his was . and the clear winner on the night

Inside the Lion’s Den was more memorabilia than I have seen in my life, ranging from signatures on any surface that didn’t move to boats and guitars. This is half of someone’s riding gear sitting in the corner of the pool room and to me it still looks usable — what a waste.

Abiding by the rules! It’s what we do.

Ant mounds were everywhere within Litchfield National Park.

They were big and extremely solid to touch. Well worth steering clear of when you’re riding.

en causeway to Dave leads the guys across a swoll I’ve already show them how it’s done. Mind you, the shot. had to feel my way across to get

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FEATURE: KAWASAKI KLX450

N E E R G GO 60 |

REG SMITH OTOS BY G H P D N A STORY

E Y B D O O e t o g i ve m i t ’s t i t a blast bu the green crew n e e b ’s t I ke back to i b t a e r g a

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FEATURE: KAWASAKI KLX450

T

he project has come to an end and the Green Bulldozer (I do mean that in a loving way!) must return to the Kawasaki Motors Australia stable. I have, not surprisingly, become quite at one with the KLX since starting the project at the end of last year and it seems like a shame to give it back now that it has been customised to suit my favourite riding conditions and style. The bike in its standard form is a true “trail bike” weapon and one that delivers both performance and reliability, and the only real way to make it “better” is to customise it for you.

Reviewing what we have changed on the bike in the 11 months will be the basis of this article along with the reasons for why they were changed.

POWER SHIFTS There’s really only been oil and filter changes to the engine since I’ve had it. I’ve been using Motul’s semi-synthetic 5100 engine oil and a Hi-Flo oil filter. When the bike first turned up it had the factory exhaust that was both heavy and extremely restrictive. I begged a few of the Australian distributors for a system but no-one really oozed excitement to feature an exhaust system on the bike.

The factory Kawasaki technicians did come through with a system that had been used in the past and sent it to me express, along with a JD Jetting kit and a couple of spare air filters. Once the exhaust was fitted it allowed the engine to breathe a lot better, helping produce an extremely robust power delivery right across the range. Once I installed the JD kit and an externally adjustable air screw and dialled them in, the bike was so different it seemed that I’d done some major work. In saying that, the power was just as easy to use but delivered more right across the range, which really helped when climbing hills or popping the front at speed to hop logs etc.

SUSPENSION MATTERS Once the engine was sorted it was off to Suspension Matters so that Dave Burnett could help with the suspension. As you can imagine, it’s

pretty hard for the factory to create a bike that suits 100 per cent of riders.

Basically they just use a general spec that has been calculated over the last few years. Unfortunately, most Australians don’t fit into that “general” group, so things need to be changed in order to maintain balance between the motor and the chassis.

For the KLX this meant increasing the weight limit of the shock and fork springs, replacing the internal damping valve components with a more robust and better-flowing piston while re-shimming the valve stack to help control the bike’s ability to absorb the pressures of travelling faster and jumping higher. The basic settings for those who’d like to know — the fork springs are now 0.47kg/mm while the shock is 5.6kg/ mm, and the internal shim stack is a mystery. The internal componentry was all Race Tech.

In order to take full advantage of the suspension changes, I moved away from the long-lasting Pirelli XC Mid-hard rear / XC Mid-soft front to the XC Mid-soft rear and MX Mid-soft front. The change in grip level has been staggering and well worth the exercise. While the durability hasn’t been as good as the Mid-hard XC’s, it has been better than expected.

ERGOS AND THE LITTLE THINGS In the cockpit I ended up changing the bars to a set of Vortex bars that

thing If you’re thinking of getting some e bikes a little different to the rest of th e out there, you can do a lot wors

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were a bit wider and taller than the standard bars. I also changed the handguards to help keep that edgy look the Polisport headlight gave it after I had to replace the genuine Kawasaki version due to “misalignment and adjustability issues”.

Part of the ergonomics of the cockpit was replacing the front guard with a 2015 KX450 version. It truly does make the bike feel newer.

The brake and gear levers have been replaced with SSP items while the footpegs were changed to a set of StatesMX adjustable units that really help old timers like me adjust the bike for a better feel.

With lots of time on the bike I have also changed the following items: the rims were changed to a black set to help make the graphics suit the set-up. During an accident I totalled the original clutch cover so the Serco boys helped out with a Hinson cover to stop the leak.

The battery has been changed to a slightly lighter DynaVolt unit.

The rear sprocket has also been changed and is now back to its standard 13/50T, but using a twopiece StatesMX green anodised sprocket and gold RK chain that always makes a bike look and feel fast. I must also mention the

StatesMX pads both front and rear that I have used. They feel very close to the standard pads but don’t cost anywhere near full price.

Protection is also a priority when thinking true fire trail riding so Ballards were called and they sent a pretty robust lower frame protector and a set of radiator shrouds from Devol that have protected the radiator from a full range of hits. I forgot to mention that I have completely rebuilt the airbox and used quality sealant on the joins to decrease the dirt induction that can happen to the Kawasaki KLX450R.

SEE YA MATE! All in all this has been a fun project and one that has been made a lot easier by the following project contributors: Kawasaki Motors Australia, Serco Performance Products, Link International, Suspension Matters, Motul, Pirelli, StatesMX, Hinson, Dynavolt, Vortex, Polisport. I’d lalso ike to thank Universal Magazines for allowing me to use a long-termer for 12 enjoyable months. If you’re thinking of getting something a little different to the rest of the bikes out there, you can do a lot worse… look around as there are dealers ready to slice their RRP to move them out the door.

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FEATURE: YAMAHA 250 TEST

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QUARTERLITRE LINE-UP STORY BY ASHENHURST PHOTOS BY GREG SMITH/IKAPTURE

Yamaha Y h has h more than h a ffew options on the table for the 250cc offroad market. We rode them each back-to-back and came away wondering why the little fellas all too often get overlooked

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FEATURE: YAMAHA 250 TEST

-F by itself When you ride the WR e beastie and tl lit ve si es pr im an ’s it icism you can there’s not much crit throw at the engine

Y

amaha has been masterful at making a single and very successful design go a long way when it comes to the YZ250F and its siblings, the YZ250FX and WR250F. It’s proof that a solid base can spawn multiple clever iterations and that the Japanese are masters of making bikes last and covering plenty of bases.

A quick recap on how the Yamaha 250 four-stroke line-up looks for 2016 has the MXD and MX2 title-winning YZ250F taking on all-comers on the motocross track, while the YZ250FX model is available in non-ADR form (no lights etc) and the WR250F has been busy winning in the AORC and being one of the best 250F enduro/trail bikes on the market.

So while the YZ250F isn’t going to be a first choice for many bush riders, the FX is in some cases a valid option against the WR-F. If you have access to rec rego, a substantial private property to ride on or you take on races like Amcross, then the FX is here to get your attention. Kiwis love it too and it’s selling well in NZ. For most of us who need registration, though, the WR250F is

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the go-to bike that suits the greater sum of riders. So given you have a choice to take on the FX or WR-F, which one is right for you?

THE LITTLE THINGS The FX looks for all money like a YZ-F. It runs the same exhaust as the YZ-F and without the lights it could roll up onto a motocross start line without turning heads — until the rider starts it with the electric start button. From there on the ride is closer to the YZ-F than the WR-F. The feel is firmer and definitely planted more in the intermediate to pro-racer category than the trail basher.

The frame used the same mounts as the WR-F, which increases flex over the YZ-F set-up, while the revolved fork runs an extra 5mL of oil than the WR-F’s and a firmer shock spring. That all means the bike is ready for harder, faster riding and bigger hits compared to the WR250F, but you sacrifice comfort along the way and you certainly feel more of the small trail trash than on the WR-F. It also means the razor-sharp steering that the frame allows is maintained in a greater part than what it is on the WR-F.

Interestingly, the FX runs the same clutch as the WR-F, which has a lighter feel than the YZ-F’s and the FX also runs one tooth more (51) on the rear sprocket than the WR-F. But the WR-F gets a thermo fan and the FX does not, which, in Australia, is an important difference.

Obviously the FX has no need for a speedo, so the front axle is also taken from the YZ-F.

HEAD TO HEAD When you ride the WR-F by itself it’s an impressive little beastie and there’s not much criticism you can throw at

the engine. Ride it back to back with the FX, though, and the difference is a little startling. The FX runs an ECU setting that’s somewhere between the YZ-F and WR-F, but it runs the heavier flywheel weight and six-speed gearbox, which brings it back a little closer to the WR-F again. It’s a clever compromise really but there’s no doubt that the FX is the more aggressive package.

Putting together an engine that’s not far removed from the MX version with a suspension package that’s a little more MX than trail leaves the WR-F feeling a little underdone when

you jump from one to the other. It’s not that one’s better than the other because the WR-F has my vote for an all-day ride every time, but there’s no doubt the FX is the more exciting of the two. The four kilos the WR-F has on the FX is noticeable as well, particularly when you’re braking hard into a corner where stiffer suspension and less hurtling mass allows you to be more aggressive.

Although they feel very different, both bikes are well balanced and throttle response is precise, so picking through snotty crap is pretty much just good fun. The firmer set-up goes some way to making the FX a faster steering bike, but neither have as free a front end as KTM’s 250EXC-F which, along with the Sherco 250 SEF-R, are more nimble but also more flighty on real high-speed runs.

Compromise can be a bitch but it’s worth taking a moment here to note how spoilt we are in regards to the quality of 250Fs available right now and also how different they are from each other. I know most of you are all about CCs but trust me on this one thing: the current crop of 250Fs are shit hot and probably nothing like you remember. Give them a go over a full ride. You may just find you’re a lot faster and less fatigued.

WHICH BLUE FOR YOU? The choice of bike here will almost certainly come down to the need for rego. Trail riding is, with few exceptions, a sport that requires rego.

The FX will fill the role of a racer or private property owner and it will also be more of a valid race option than the revamped YZ250X two-stroke.

But head to head it’s not an easy choice and kudos to Yamaha for coming up with two great bikes off the back of another. The FX feels lighter and more aggressive and I loved that.

It was more exciting to ride, there’s no doubt, but the WR-F is more versatile and suitable for the greater number of riders. The plusher feel makes it a much easier bike to be on after hours or days of riding but it’s not soft like the previous model was. Nowhere near it, in fact, for which we are all grateful.

Most of us drop into obstacles rather than skim over them like the pros and the WR-F has that covered.

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It’s all about good old two-stroke fury and there’s little on this planet that’s as much fun as that

But then let’s not forget that Josh Green won his class by a mile and came second among all the big dogs in the AORC on a WR250F, not an FX. As an aside, we won’t be surprised to see the odd FX line up at motocross tracks around the country.

The plusher feel compared to the YZ-F and electric start will appeal to a lot of riders and in fact the guy that developed it, Josh Coppins (you may have heard of him), has suggested as much himself.

Whichever way you go, you’ll be on a proven formula with a reliability record second to none.

X FACTOR Yamaha has been out of the twostroke enduro market for a long time now but has thrown its expansion chamber back into the mix with the YZ250X. The X is very much a

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re-purposed YZ250, which is an overwhelmingly positive fact given the YZ is an amazingly complete machine that, while last updated in a meaningful way many years ago, has stood the test of time better than a motocross bike has any right to.

The YZ250X differs from its track brother in that it runs an 18in rear wheel, a side stand, a narrower expansion chamber, revised suspension settings and a reserve position on the petcock. A wide ratio five-speed gearbox has been fitted and the CDI ignition tweaked to suit offroad and that’s how Yamaha has turned the YZ250 into an offroad weapon.

To ride the bike is insane fun.

The YZ250 is such a great base and Yamaha has kept much of the bike’s original spunk and not dialled it down too much. It is easier to ride and

feels more at home over tree roots and rocks than the MX version, but the DNA is unmistakable. The bike corners like a slot car and is more than capable of scaring the shit out of you if your right hand gets ahead of itself. The bike is a mid-range weapon and comes on the pipe with a scream and a meteor shower blasting off the back wheel.

It’s not a torque-monster like the KTM 250EXC, but it’s all about good old two-stroke fury and there’s very little on this planet that’s as much fun as that.

However — and this is a big however — you can’t register the YZ250X. Not a problem if you live in New Zealand or even Victoria, but a pisser for everywhere else. Yamaha Australia did its best to push for ADR and rego but Japan wasn’t keen. As a racer the 250 two-stroke has had

its day and besides, the four-stroke 250FX is a better choice in the same colour. This leaves the KTM with a few big advantages including electric start, a speedo, bigger tank, rego, bashplate, handguards and a hydraulic clutch. Yes, it costs about $1500 more than the Yammie, but you can see where that goes. Sherco also has the 250SE-R, which is equally as well fitted-out, and with the Beta added to the list it’s kind of burying the YZ250X under the weight of its non-registrable status.

There’s no denying it’s a great bike to ride — that’s not in question — and while it needs a few finishing touches to complete the package, we’d ride it day in and day out with a stupid grin. But we can only hope that Japan sees the sense in making the X street legal, in which event it will no doubt sell its axle nuts off.

BIKE TEST STEALTH B-52

70 |

STORY BY DAMO PICS BY MATT BERNARD & DAMO

BOLT FROM THE BLUE Would you swap the fuel tank for a battery pack?

We did and we have few complaints

| 71

BIKE TEST

In an unassuming Melbourne workshop, the work of building, e developing and refining one of th the most advanced electric bikes in world is going on day after day

STEALTH B-52

CUSTOMISE AND UPGRADE The Stealth bikes come in an impressive standard trim but there are of course options that are both practical and aesthetic.

E

lectric bikes have come a long way since the first Zero rolled out in 2007.

And while the Zero name is somewhat synonymous with the electric motorcycle, an Australian company by the name of Stealth is doing its part to not only compete on the world stage but push the boundaries of the technology and design.

We recently spent a lot of time on a B-52, the company’s enduro model, and what we found was a bike that got better and better the more we learnt to ride it properly.

AUSSIE MADE In an unassuming Melbourne workshop, the work of building, developing and refining one of the most advanced electric bikes in the world is going on day after day. With a current range of three models, Stealth has a number of bases covered. The B-52, the F-37 and H-52 all juggle weight, power and battery capacity in differing iterations to provide a ride that concentrates on long distances to outright speed.

For us the choice of the B-52 was a good one as we wanted to give it a good run in the bush and while we started out as fairly sceptical, we were brought around ride by ride. It’s not that we have no faith in the electric concept, though. Every time we hear a stupidly loud pipe we cringe and wish the quiet bike revolution would speed its way on in. But we had no basis of comparison — this was the first and only electric bike we’ve ever ridden so let’s get into it.

FROM THE VOLTS The B-52 is powered by a 1.5kWh lithium iron phosphate battery that runs an impressive 5.2kW brushless DC motor, which also makes up the rear-wheel hub. That’s possibly meaningless to some of you, as it was to us at first (we compared it to our Traxxas remote-control cars — that was pointless), but essentially this is a powerful nine-speed sequential gearbox-fed drivetrain that takes about

72 |

MAGURA MT7 BRAKE (UPGRADE) At only 355g, the MT7 is one of the lightest brakes in its class Carbotecture SL housing and aluminium handlebar clamp Ergonomic, two-finger, hollow alloy anodised brake lever Tool-less adjustment of lever reach and bite point One-piece, four-piston caliper with banjo, mystic grey magnetiXchange brake pad system for easy pad replacement Compatible with all Magura Storm and Storm SL discs STEALTH HEADLIGHTS Available to fit every Stealth model 1720 lumen light output Up to 20 hours run time Up to 270m range 42000 CCD peak beam intensity MRP GROOVE 200 FORKS Inverted design offers unparalleled stiffness and keeps wipers, bushings and seals well lubricated Top crown compatible with most Boxxer-standard direct-mount stems 20mm axle 32mm stanchions 8.2lbs 200mm Handmade in Grand Junction, Colorado COLOUR CHOICES Every Stealth model is available in four colour options: Black Ace, Snow White, Devil Red or Camo Grey. Given Stealth’s boutique Australian facility hand-builds every bike from scratch, they can also accommodate special colour requests.

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BIKE TEST STEALTH B-52

The first rides on the B-52 were more about curiosity than testing and on this run I saw the speedo hit 85kph

two hours to charge from a wall socket and you’re off — no pre-mix jerry cans, just oil the chain and ride.

The frame is a very solid CroMoly frame and its beauty lies in its simplicity. The battery is contained within the frame and a small LCD screen sits up the top with a few buttons that allow you access to the various menu pages to change the bike’s characteristics.

We played with the settings a little at first, but generally just ran the bike in offroad mode with everything turned up to 11. If we needed to save power for whatever reason, we could dial it down or, of course, use the pedals to add biological power to electrical.

And don’t let that frighten you off from the B-52, because we didn’t use the pedals much and when you do it’s in conjunction with the motor and the nine-speed gearbox.

At around 52kg the bike isn’t light, which has an obvious downside to it, and it’s the heaviest of the three models by about 20 kilos. That said, we found the extra weight kept it stable on the trails where a super-light bike would jump around. Which brings us to how fast you can go on a Stealth bike… and this blew us away.

The first time we got an inkling of how fast this thing really is was when I opened it up on a long street behind my house one night. The first rides on the B-52 were more about curiosity

74 |

than testing and on this run I saw the speedo hit 85kph on the slightest of inclines, with no noise but the tyres on the road and the substantial amount of wind in my face.

It was time to take this thing into the bush and find out if it can cut it in the trees.

PLUG ME IN The throttle on the B-52 is the same as on any bike and the front brake is in the same place. You don’t need a clutch so the left-hand lever is the rear brake and on the Stealth, braking is done via excellent hydraulic Magura units. So it’s kinda mountain bike and kinda dirtbike in that department.

And you need good brakes because the B-52 takes off with a mountain of immediately available torque and by the time your brain adjusts to the speed you’re doing without the usual flurry of engine noise, a corner is demanding your attention. It’s a gradual but fast build to speed that’s hampered only by uphills and if you’ve worked the motor into overheating or not — we did… a lot.

The bike is best in flowing trails.

Start-stop single trail brings on constant overheating but once you hit a track that opens up and allows free running, the bike will go hard.

It’s faster than we wanted to go. The suspension is good and feels again like a dirtbike/mountain bike hybrid at work but it handled anything we threw at it. And we had the bike for a long time and took it everywhere. We rode it a lot.

The only thing we determined we straight-up didn’t like was the square edge to the frame where your knees

Eventually the two will go head to head, and with a few more years of development we’ll have a fight on our hands are. The natural inclination to grab the bike with your knees brings only pain and suffering and wearing knee braces doesn’t work because of the pedals. Knee pads are OK but we were too stupid to pack them. In fact, we brought dirtbike boots the first time in the bush and quickly swapped them for work boots.

Just when you think the bike is one thing, it suggests something else — because it’s neither. It’s something unique and in a category of its own, which we love. It’s not here to immediately replace the dirt bike — it can thrive alongside for some time to come but eventually the two will go head-to-head, and with a few more years of development we’ll have a fight on our hands. At this stage we’re happy to live in a world where we have this choice.

Stealth claims the B-52 can do 80km on a charge. We didn’t ride that much in any one go but the type of riding we did wore the battery down before we got anywhere near 80 kays. But we were done each time.

We cut some solid time on the trails and we were OK with packing it up and heading home, each time with a little more still in charge. We reckon about 45 minutes to maybe an hour of average trail riding is on the cards.

That’s not cutting lap records or race pace, just average riding.

WOULD YA? The Stealth B-52 sells for just short of $10,000, which ain’t chump change, but it’s indicative of emerging technology and frankly we can think of more than one dirtbike that’s simply too expensive, so it’s tough to judge it over the top. We know we rode it a hell of a lot and we enjoyed it and miss it now it’s gone. That’s all you can ask for, right?

It’s a top Aussie product that’s competing at the top of the world market and we reckon it’s worth more attention and heaps of praise. If you ever get the chance to ride one, take it. Allow a little time to get your head around it and we reckon you just might fall in love with the Stealth. We did.

| 75

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BACK PACK ND TES DA T IE

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ED

TR

HOW-TO TIPS AND TESTED GOODIES

ALL THE GEAR WE’VE FLOGGED IN THE NAME OF SCIENCE

H TIPS TEC

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WE GET GREASY AND PLAY WITH OUR TOOLS

NATION STI S E D

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A QUICK LOOK AT A DREAM RIDE LOCATION

E TIPS RID

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TACKLE THE EASY TO THE TOUGH WITH THESE TWOWHEEL TIPS

OJECT BIK PR E

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CAPTURING A GREAT MOMENT IN TRAIL TIME

DERS’ RIDE EA

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NG SHO RTI T PA

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WE TAKE ON A YAMAHA WR250F

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WE TAKE A LOOK AT SOME OF YOUR VERY OWN RIDING MACHINES

| 79

TRIED AND TESTED TESTED PRODUCTS • • • • • • • •

Hand-warmer pocket — accepts warmer packets Wind-blocking material on upper hand Rubberised palm — resists water while providing superior grip Terry thumb — moisture management Hook and loop closure — provides custom fit Knuckle protection for index and middle fingers Articulated fit — reduces bunching Finger gussets for added dexterity

The gear and gadgets that get used and abused during our dirtbike duty

NOVIK COLD WAR GLOVE

Sometimes you get a product that sounds way better than it looks like it could possibly be. Sometimes that works out to be true and sometimes you get surprised.

When I was first introduced to the Novik Cold War glove I kinda got the feeling I was being sold hard on what looked like just another glove. And let’s face it — the majority of gloves out there are the same shit with a different pattern.

One thing that was immediately obvious was that the gloves were comfortable, as I’ve found all Novik

gloves to be. The fit leaves no loose sections and the glove doesn’t shift around or bunch up. There are no areas that feel restrictive and the stitching at the end of the fingers doesn’t accumulate into a lump, which is something I hate like a dirty dog.

I’ve ridden a lot with the glove in all kinds of weather, from mid-30s to absolutely pissing down and freezing cold. I’ve done some long days too, with one 14-hour trek and one five-day stretch, so I’ve got pretty clear thoughts on the Cold War glove.

Given I’ve ridden through all of what I just described and didn’t take the gloves off should indicate where I’m at. The Cold Wars are brilliant and at their very best when the weather turns nasty. For

thin gloves they are remarkably warm (there are even pouches on top of each glove to slide a hand warmer into) and do a great job of keeping your hands dry. Through some shitty weather you can keep the preferable feel of thinner gloves, which for me is a massive win.

RST PRO SERIES ADVENTURE II JACKET An adventure ride can be ruined by many things, from a bike break-down to a kamikaze kangaroo or swallowing a bee. It can be made pretty miserable by wearing poor gear as well. On a multi-day ride you can experience massive changes in temperature and you’ve only got what’s on you to deal with it. You don’t want to have to keep stopping and adding and subtracting

layers and this is where top-quality riding gear comes in.

We broke out a brand-new set of RST Pro Series Adventure riding gear for a five-day ride not too long ago and over five days we experienced epic weather changes, from sweltering heat to apocalyptic storms that brought insane rain and heavy mud.

So by the time I got home I had a real

good idea of what the RST stuff was like to live with. And it looked like it had been through every bit of it courtesy of a lay down in the mud.

Initially the jacket felt a little bit tight, so I immediately took out the quilted cold weather liner which fixed that problem. Thereafter the fit was excellent.

The jacket has padding in the shoulders, forearms and the back, which is something I’m not totally used to, but it all sits really naturally and of course it’s reassuring to know it is there.

One of the most impressive things about the jacket is the number of breathable areas built into it. You can basically open up the arms from the shoulder tip to the wrist to reveal a mesh that lets in heaps of air. You can unzip two massive sections

80 |

on the chest, which is absolutely brilliant, and there’s a back vent to let the air pass through; with that cracked I had no dramas in serious heat while I kept riding. All of the zips are easily accessible (except the back — unless you’re a Russian contortionist) while you’re riding. I removed the waterproof liner and stashed it in the handy big back pocket, which is just below another pocket that can hold a hydration bladder. In fact, the lower back pocket can be removed completely and used in a number of ways.

In the rain and cold I only ever wore a thermal top underneath the jacket and I didn’t get cold — simple as that.

I left the quilted liner at home and had no dramas at all. I didn’t get wet and in the worst downpours the removable “throat coat” never let anything in.

As far as build quality goes it’s a serious piece of kit. I spoke to Adam Riemann who has not long returned from riding around half the globe, all in the same gear, and he said he didn’t throw a single thread on his transcontinental ride.

There are plenty of pockets inside and out and keeping a phone dry is not a problem.

The RST Jacket is the sort of kit we love to recommend because it’s bloody good stuff. We’ll take a look at the rest of the gear including the pants, boots and gloves next issue, but in short, they’re all just as good.

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TECH TIPS OUTTA THE BOX R OF MOTORCYCLEBIZ Y CLIVE WARD Y AND PHOTOS BY RY OR TO ST

g on the bike and First up, I sat the Sti over 90kg, you are . It was 117mm, way you sag if er So rid e). the don measured should be ple who ight or we ing los r 90-100mm stated he eit ed re you one of those peo er nd below the recomme it really need to consid es tak and e s. bik ing w ne spr gets a heavier very expected result in the manual, but a buying and installing As it is, as it I will low Be n? sio pen straight out to ride? t of the box. The forks sus How can I set my for a bike straight ou because en d m oft me , for are per ny Ma we comes? to be protruding 4m procedure were also measured describe the dial-in the new toy, by placed I ed nt pli poi sup s e thi bik At t . they are keen to ride jec mp above the triple cla on our long-term pro st it’s right ld F. The bike right fork leg so I cou many because they tru stralia, a 2015 WR250 Au e tru aha y a cable tie around the all Yam eci as esp used. is km is he Th 150 vel ay. led tra k aw vel for ht tra y aig the str of ead for them measure how much they supplied had alr we received out to do a couple of if purchased new. ther press job before ano of t He was sent straight ay. aw par ht as aig n str itio th pos my t SE tha BA up in w mm and all the base set blo g 117 ’s So let e you laps with the sag at it. We found everythin tak to e tim the k too them. The Stig’s first Unless your dealer settings as we found listed below. have a mechanic and p ho rks wo hard to get into turns, s the down to comments were, “It’ to dial tes nu r, mi 15 st lea t. at ou sh through the corne 11 clicks work with you for the front wants to pu - Fork compression the bars. you are riding it r n ove the , me you ow for t. thr in e ou to your bik and it keeps trying - Rebound 11 clicks ” with everything set in s off any sharp edges. clicks out. straight outta the box Also, the front deflect - Shock Rebound 11 t. time when ou the ks all clic n. nts 11 itio me on pos ssi com e the bas I receive similar - Low-speed compre The suspension turns out. e handles when I What does that mean? peed compression 1.5 uire how a client’s bik h-s enq Hig I uld wo nts me ust adj ker has been touched. clic gs tin the set of setting realise none of the nt me p ust hel adj al the tot age of le eng to 100mm, by ded to be set in the midd I adjusted the rider sag To get a true test I nee s I didn’t will have had the ult ck res sho r der or down to apply rea ilri e ust tra Th l adj . d available e.. winding the preloa of a test pilot. For rea d value ine be erm uld det wo pre y a the to t rear spring, but made er as I fel spring preload set more pressure on the want to use a top rac ? The suspension which me eds for spe ht for rig t him out again. On s set -up sen be set it and n Can no other changes chasing suspensio for d use I rse; es pt. bik em ro att du er en following: “That’s wo would nev on most modern return I receive the many of our readers er to as I can line ses will cope with ref en rpo l wh pu wil I ter o ing wh bet rid il rs ate tra ne l did genera although it now cor found a willing can over ight of up to around reveal his true harder to throw me riders with a body we rwick Stig. We can’t tte on Bu ati up a turn, it’s trying the cul cal te 23 ura is acc he t re tha mo a is ly say eal (id can g 85-90k the bars.” identity but what we ls all I did was up the enduro-style firetrai I giggle a little bit, as years old, loves riding lls ski ent pet com raise the rear end. has and n and rear spring tensio and single tracks, ck tra t tes a had o s — the sharper He als I expected both result ideal for this purpose. . ual cas in g 84k s effort from the spring igh ra we ext steering and the on his property. He on. r gea h riding clothes and 94kg wit

A

AND MEASUREMENTS PLAINreEs.D MENTaSvaEluX ADJUSRiTde millimet in e r sag is

Rider sag: bike on a stand er sag, put your To determine rid d measure an nd ou off the gr with the wheels to a fixed point m the rear axle the distance fro int should be po d xe fi ard. The near the rear gu ls when the at the axle trave along the arc th figure down. is th e sed. Writ shock is compres d stand an balance the bike Have someone nsistent co e or m a as it gives on the footpegs . Bounce at se e an sitting on th and measurement th on cti sti e m co e to over e lightly on the bik Th e. nc mpressed dista sag. measure the co two is the rider e th n ee tw be e ckwise clo differenc s er ck ents: Turning cli the Clicker adjustm s rd wa to up ng the setti or in increases ckwise or out ing them anti-clo rn Tu . um im ax m inimum. m e th s rd ng towa reduces the setti g regulates pin m mpression da Compression: Co through its k oc sh or rk oves a fo the force that m ll cause wi ps landing off jum travel. Bumps or s. es to compr the suspension int in the w we’re at the po Rebound: So no n has sio en sp su e your movement wher ly half done. on is job e th t compressed, bu ension is more your bike’s susp Remember that ping regulates m g. Rebound da than just a sprin ock recovers, sh or rk fo ich your the speed at wh d returns to an ct , from an impa or bounces back . its rest position

82 |

The Stig: The St

ig ripping it on

.

d kicking ows the rear en Rear end up: Sh bumps on ing ak br m nd fro up off the grou e corner. the entry to th

mpressed: Sh Suspension co n at full travel the suspensio p. landing off a jum

ows

templating road spikes E ht laps in I’m con Eig . does eventually return he t bu to t get it back, s “It’ nt: me com rt e sho To T which I receive on it.” per p fect, don’t touch the fork leg again.

I check the cable on tom of the fork leg. bot the ve It’s 15mm abo I agree — perfect.

AL SETTINGS:

SO HERE ARE OUR FIN

nd 17 clicks out — Rebou - Fork: Compression . mp cla le m above trip 16 clicks out. Fork 8m ed spe wLo — mm - Shock: Rider sag 100 ks out, rebound 14 compression 17 clic peed compression 2.5 clicks out and high-s turns out.

it’s tie on the front and see blle ti I check the cab k for the ng alo y halfwa only pushed down to h. hig too is g tin set on leg. The compressi to the following: I change the settings out. out — Reb 15 clicks - Fork Com 15 clicks ed 15 spe w Lo — t ou ks - Shock Reb 14 clic ed 2.5 turns out. clicks out and high spe again and The Stig hits the track responds, “That’s He s. lap completes three to line up corners, much better, easier g couple of sharp brakin a h although one wit and up r g the rea bumps keeps kickin

e of the bike by I changed the balanc and sing the rear 17mm 21mm overall by rai is sharpened Th m.

4m by nt fro lowering the and eliminated the the steering response r n ne cor the in ce On t. cul fi plained of. By dif com try g en Sti making the understeer the nt, the ing orb abs It’s . compression adjustme betttter it tracks much b reducing the rate of the ow all .” and shock to other hits much better we softened the fork and essment of the more of the impacts orb abs to n sio I contemplate his ass pen sus re ore mo . vel two e tra n tak decide to t of suspensio braking bumps and use a greater amoun on ssi e pre som d com an eed nd -sp sta clicks out of the low With a friend, a bike d k I take the rebound dial in your bike. on the rear. On the for ple tools, you too can sim t ut ou ks clic re mo which will have two al, and nu out one more click ab your owner’s ma Gr ks for the sh I also pu adjuster is where on of the compression. instructions for which above m 8m de tru pro t any changes you w en upwards so they no your bike, and docum e to make too urg . the mp ist cla res the triple make. Also, oess . He doe ing rid t hard to know tes it’s his as es ce The Stig resum many changes at on er if you don’t be going faster n’t to did ms ich see wh d and s an d lap several which helpe e. bik r ou ing urn ret of and shows no signs like the result.

| 83

DESTINATION STOCKTON DUNES

N O T K C O T S S E N U D

an The Stockton Dunes (NSW) are iconic destination not far from the up city of Newcastle and have built . quite a mystique over the years y This was once an immense sand for ched stret that d roun playg h kilometre after kilometre of beac and epic sand dune fun.

It’s no longer the fun park it once was. Some time ago the lands were le (in transferred to the Worimi Peop and conjunction with National Parks was Wildlife) and much of the beach by soon all but shut off for access that’s recreational vehicles. The area

84 |

now accessible is a tiny fraction of what once was and no longer includes sand dunes — just the beach front and a few lanes a little further back.

In all honesty, to stick to the rules g and ride Stockton is a pretty borin experience. You’ll see everything find that’s left to see in no time and yourself going around in circles trying frantically not to touch the RVs. litany of areas now forbidden to and You can’t go on any sand dunes other quite frankly, there aren’t many reasons to go there.

It’s also a pretty dirty beach. h There’s rubbish everywhere, whic s ntiou conte very the of one was the issues cited for closing much of beach. There’s no reason to leave rubbish on a beach no matter how you look at it.

So Stockton isn’t what it used to get be and if you face a long drive to if there, it’s probably not worth it you’re thinking of huge dunes and endless exploration. The quad tours still run and that’s good for nonriders, but to unload your bike and go. ride all day, it’s not the place to

If you do decide to check it out, keep in mind that NPWS annual h passes are not valid for the beac and you have to buy a separate permit before you head onto the sand. You have to be on a registered er at bike and display the permit stick s. all time The entry to the beach from Lavis you Lane is good and parking before but head in is OK as well. Have fun, sure don’t expect too much and make you stick to the rules because the ’s fines are pretty epic. Oh, and there no camping.

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TRAIL TIPS STEEP INCLINES

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STEEP INCLINES Riding up steep inclines can be an intimidating prospect. Here’s a list of five things to do so you get to the top and stay there STORY SHANE BOOTH PHOTOGRAPHY MATT BERNARD

1. LINE SELECTION Look ahead and do your best to pick the best line you can while on the go.

If you don’t think you have scanned all available options, pull up and walk over to the climb. When you are choosing a line, look for the smoothest transition and route up the face, check the very top and make sure the line doesn’t go vertical or kick back at you too much. This can cause the bike to rebound back off the wall and stop you from cresting over the top.

2. SPEED This is a piece of the puzzle that is easy to get wrong. I’ve seen plenty of riders approach a steep wall with too much speed, which sends them airborne at the top. Sometimes that’s not the end of the world but sometimes it can cause major problems. If it drops away again on the other side or if there is a tight turn at the top, you will end up in a bad situation. With experience you will learn how to carry just enough speed to crest the top of the climb and be able to stop the bike within a bike length of the top. This way, everything is kept under much more control and you are ready to deal with whatever may be at the top.

3. LET THE BIKE PIVOT This is what keeps your wheels on the ground and stops the front wheel

from lifting as you climb. Allow the front of the bike to come up towards you — you’re trying to stay balanced on the footpegs and stop your weight from being thrown back. You can see the handlebars come right up to your waist and your head should be right up over the front fender. Don’t get tight on the approach and stay stiff on the bike; your weight will go back and the front will lift and could flip you onto your back. Stay as relaxed as you can and let that bike pivot underneath you.

4. COVER THE CLUTCH Don’t forget to keep a finger or two over the clutch lever — the last thing you want to do is stall the bike just before the rear wheel makes it over the top. It’s a common mistake and when it happens the bike will drag you backwards down the hill, which is far from ideal.

5. PRACTICE This is a great skill to practise and the more you do, the more comfortable you’ll get with the bike being on extreme angles. You will start to surprise yourself with what you can comfortably do. It will make your trail riding less stressful and you’ll start attacking sections without hesitation that you may have baulked at in the past.

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TRAIL TIPS DROP- OFFS

DROP-OFFS

Drop-offs come in many different forms on the trail, from rock ledges to wash-outs, but they all need to be treated the same

STORY SHANE BOOTH PHOTOGRAPHY MATT BERNARD

A

vertical drop on the trail can be intimidating. We know as riders that when the front wheel drops below the rest of the bike, the chance of going over the handlebars is high. That knowledge can cause hesitation and at the edge of a drop that’s your worst enemy. When the sheer drop is more than about half a metre, then it’s time to carry the front wheel off and essentially jump off the drop. If you just roll off drops bigger than that, you will most likely go over the handlebars.

CHECK FOR SIZE AND TRACTION When you approach a drop you need to know it’s not too big to attack. You would be surprised at what you can get off if you have good technique — but know that anything over a metre-and-a-half onto flat ground will result in a solid impact. Not that it’s a problem, but you need to realise it’s still a firm landing even when you get it right. So make

88 |

a call on the size of the drop before you send it off the top. You need to be confident in the traction available too; if you misjudge this you will go to power off the drop, get wheel spin and go into a nasty nosedive. You need to make sure you get enough traction as you go off the top so the bike drives and keeps the front wheel in the air until the rear drops off.

CONTROL THE POWER You need a little burst of power to get off the drop and keep the front wheel up, but don’t get too trigger happy and gas it too hard; that will cause wheel spin and a nose dive. You need to maintain traction with good throttle and clutch control and try to keep the front wheel level as it leaves the ground. Don’t wheelie off the drop thinking you want the front wheel high for landing; the rear will naturally drop away as it leaves the drop, creating a front wheel high landing. Get the throttle and clutch right so you

have good drive and a level bike as you leave the drop. Do that and the toughest part is done.

BRACE FOR IMPACT When you lob off a drop onto a flat surface there will always be a firm landing. Be ready for it. Stay in the central standing position and be strong on the bike. Make sure you force the suspension to absorb as much of the impact as possible. Don’t collapse down on the bike until the suspension has run out of travel. Just before the rear wheel makes contact with the ground, get back on the throttle and drive the bike away from the landing; this will help smooth things out. If you are landing on a slight downhill the landing will be smoother, so any time you can make that happen it’s better. Try to avoid going off a drop that lands you into an uphill; that will not be a great feeling and will result in an extremely hard landing.

| 89

PROJECT BIKE: YAMAHA WR250F

NEW KID ON THE BLOCK We take on a WR250F for a long-term set-up study to find out just how to get the most from the 250cc bush weapon

TRAILRIDER has received a new project bike — a 2015 WR250F. But it had barely landed in TR HQ before the Professor got his grubby mechanic hands on it and whisked it off to his hideaway.

Over the next couple of issues we will be giving you tips on setting up the bike. The first is on page 82, where you can find the Professor’s suspension settings. Next issue will be on engine mapping. We will give you the results of our test day with the Yamaha Power Tuner and tell what engine map we found the best.

You will notice between the first and second photo that he found time, with help from some great Australian companies, to change the look of the bike.

He fitted a genuine Yamaha white plastics kit and covered it with graphics from Motive Imports; the graphics incorporate features of the 60th anniversary Yamaha is celebrating this year.

Protection-wise he fitted a black powdercoated bashplate and black anodised radiator guards from B&B Offroad. It shouldn’t be too hard to spot him out on the trails so stop and have a chat — he loves to talk bikes!

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FEATURE READERS’ RIDES

READERS’ RIDES Aaron Hopfner

Tony Singleton

Josh Smith Dave Bennett Ben Hale

Paul Sitar

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Daniel D i lN Nelson l

Justin McInnes

Gary Pearmine

Josh Lyon

Leigh Sharp

James Cliford

Mick Duczynski

Cameron Carter

| 93

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IN THE SUMMER TIME PIC — ASHENHURST Yeah, it’s hot in Australia this time of year — let’s not pretend it doesn’t happen every year. This is the driest continent on the planet but we don’t stop riding in the heat and dust. There isn’t much better than sparking the bike up nice and early in the morning and heading out to familiar tracks or going exploring with a few mates. Keep up the fluids and ride.

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