Issue#70 2016

HIGH COUNTRY RIDE MOUNTAIN CLIMBING IN VICTORIA

TÉNÉRÉ TRAGICS CLUBBY LEADS THE FAITHFUL

HAVING A CRACK TACKLING THE AORC

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ISSUE #70/JUNE/JULY 2016

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 TÉNÉRÉ TRAGICS A Yamaha river to ranges convoy

38 AFRICA TWIN Honda is back in a big way

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46 SUZUKI AMTRA HIGH COUNTRY RIDE Adventure calls in the Buffalo Valley

50 TACKLING THE AORC Aaryn Minerds has a crack at Murray Bridge

56 RMX450Z The good, the bad and the ugly

62 TOURATECH CHALLENGE The Adventure bike scene hits Bright

66 AJP MOTORCYCLES

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Peter Dunlop introduces his new toy

74 JAMES STRONSKY A man, his bike and a one-way ticket

BACK PACK 82 LEGEND SHOT Who is this issue’s featured champ?

84 TECH TIPS

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We get greasy and play with our tools

86 DESTINATIONS A quick look at a dream ride location

88 RIDE TIPS Tackle the easy to the tough with these two-wheel tips

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

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

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ON O NT TH HE C CO OV VE ER

Shane Booth on the Honda Africa Twin PHOTO BY ASHENHU RST

MANAGING EDITOR Damien Ashenhurst EDITORIAL ASSISTANT Hayden Gregory STAFF WRITER Shane Booth CONTRIBUTORS Greg Smith, Craig Bernard, Paul Sneddon, Ian Neubauer DESIGNER Connie Leung 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 FINANCE & ADMINISTRATION MANAGER James Perera CIRCULATION DIRECTOR Mark Darton CREATIVE DIRECTOR Kate Podger EDITORIAL & PRODUCTION MANAGER Anastasia Casey MARKETING & ACQUISITIONS MANAGER Chelsea Peters Circulation enquiries to our Sydney head office (02) 9805 0399. TRAILRIDER #70 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 Gordon and Gotch. 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. MMXVI www.universalmagazines.com.au Please pass on or recycle this magazine.

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SNAPSHOT

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STUCK IN DUST PHOTO ASHENHURST You know what? Even pro riders get stuck on hills.

When there’s dust everywhere, a slippery surface and you’ve been riding all day, you’ve gotta expect that things are going to go wrong from time to time.

You can roll down and try again, take it back to the flattest convenient spot, try a run from the side or just point it upward and drop the clutch and at least make some noise. But remember, everyone knows the feeling and nobody aces every hill.

With that said, be sure to remind your mate of his failure as you ride past and then several more times back at the camp.

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FEATURE

E K I B

BIKE BIK BI B IKE OF OF THE THE EM MO MON MONTH ON NTH TH

H T F O

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H T N E MO

HONDA XR650 Honda’s XR650 was a lot of bike.

It was more versatile than it should have been, scary as hell, impossible to kick-start and has taken on and won at anything from the Thumpernats (Michael Byrne you mad weapon!) to Baja. It was also an Aussie favourite with it being no surprise to come across one on the trails on the weekend and then seeing it cart its rider to work on the Monday.

It first appeared in 1992 and Honda Australia stopped importing them in 2008 but you can still buy them in overseas markets. It’s the now-defunct R model that probably evokes the most glorious memories and we have a particular affinity for the 2000 model because it nearly killed us when our right hand overestimated our skill level and underestimated the bike’s power output.

The very definition of bulletproof and the benefactor of some of the most loyal owners on the planet, the XR650 will continue to be seen for many years to come and that’s good news because there really is nothing like it left.

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

KTM 1050 ADVENTURE The smallest of the KTM adventure line-up, the 1050 Adventure runs the same engine makeup as the 1150 does, just in a smaller package. The 1050 weighs in a at a neat 205kg dry (claimed — we found three different weights on official KTM websites but 205 was the lowest), and runs a 23-litre tank which would bring its fuelled weight to around 228kg, much the same as the Africa Twin.

There isn’t a whole heap separating them in the power play but the KTM does ever-so-narrowly pip the Honda in claimed Kilowatts (70 vs 69) and Newton metres (97 v 107). The KTM’s engine is V-twin while the Honda’s is a parallel-twin.

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The 1050 runs a 19/17-inch wheel set, much like most others in the adventure market, and the suspension is handled by WP with 190mm of travel at the rear and 185mm at the front. The Kato also has a slightly shorter wheelbase.

Both bikes are chain driven, both are dirt oriented and marketed as such but the dissimilarities and separate approaches are obvious. The KTM comes with more electronic ride aids and more information accessible via the LCD screen. The hydraulic clutch is always present, as are the Brembo brakes, and it certainly can’t be said that the 150 isn’t kitted out well in stock trim.

HONDA AFRICA TWIN

(Mid-price model) In the red corner we have the Honda Africa Twin CRF1000L. All new and something of a surprise given we thought Honda had given up on offroad.

Well, welcome back big red.

The Honda’s wheel set immediately sets it apart from the KTM 1050 and the 21/18-inch sizes are undoubtedly dirt eaters. The two bikes are similar in weight, seat height (the Honda’s seat height is adjustable) and wheelbase, and both have a dirtfirst view of the world.

The Africa Twin is served by less electronic aids/information than the KTM but does come with ABS and traction control. The cable clutch has

a light feel and isn’t a deal breaker against the hydraulic unit on the Kato, which also happens to feature a ride-by-wire throttle. The two bikes will feel quite different and much of that will come from the fact the KTM is a V-twin while the Honda runs a parallel-twin engine.

Both bikes have a good selection of genuine and aftermarket parts available and the best news of all is that both bikes are designed for the dirt and capable on the road. So often we ride bikes that feel the other way around but not with these two — these guys are giant dirtbikes through and through.

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SNAPSHOT

RIVER CROSSING They can go wrong. They can be funny for your mates to watch or fatal for your bike. They can be slippery and nerve-wracking or a sweet, wet relief from a stinking hot day — or make a freezing morning much worse.

They can also be the highlight of a ride and one of the things you remember best. So whether you’re a feet-up or a feet-down guy, have fun in the water but show it some respect. And whatever you do, don’t fall off after you reach the other side.

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NEWS TRAIL NOTES

JOSH GREEN DOWN

ctive8 Yamaha rider Josh Green’s season is all but over. Green suffered an injury to his knee early in the year and did his best to ride through the pain in the initial rounds, ultimately coming to the conclusion that it should be treated properly before it became an ongoing issue in 2017.

“If I had continued to ride, all I would have done is get through the season and then with the recovery period it would have affected my 2017 preparations,” Green said. “So by doing it now, I can get back on the bike before the end of the year and my aim is to ride at the A4DE in Victoria in November.”

A

Wonka, who hasn’t raced another event all year, made his way past the early front runners in tough conditions

If I had continued to ride, all I would have don e is ge the season and th t through e recovery period it n with the would have affected my 2017 preparations

Active8 Yamaha team manager AJ Roberts added, “It’s a bitter pill to swallow for Josh to be injured as he came into the season fit and ready to go. He is a championship contender and no rider enjoys watching from the sidelines, so we understand what he is going through.”

One thing we know about Josh here at TRAILRIDER is that he’s a competitive bastard and won’t take well to not riding his WR450F at full pace for long. Look for Josh to make a good recovery and leave his mark on the year before it’s all said and done. Heal up, Greeny!

• AORC/Hattah/Finke title contender out for most of season • Knee injury sustained early in the year • Having surgery and will look to return for the A4DE

WONKA WINS AGAIN Brad ‘Wonka’ Williscroft has equalled the record set by Tony Morris, winning his 10th Kamfari in the 45th running of the iconic event. Wonka, who hasn’t raced another event all year, made his way past the early front runners in tough conditions and battled a low dose of race fitness to hold the lead to the end ahead of Chris Warwick and David Bates, making it 10 in a row for the KTM 500EXC rider.

“It’s great to win the 45th running of this event, particularly because I’m not as bike-fit as I used to be. Kamfari has been going even longer than Finke, so there’s quite a tradition,” Wonka said.

“For the first three hours I never really made any mistakes and never got stuck, but because it was 35 degrees and like 95 per cent humidity I got

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really tired and got bogged a couple times. But I had a big enough lead I could lose a minute or so a lap, so I took it easy to make sure I got through all the bad stuff and I got the win.”

We won’t be the least bit surprised if the 47-year-old breaks Morris’ record in 2017.

• Wonka equals Kamfari win record with 10 • This was the 45th running of Kamfari • Of the 50 starters, only 29 made it out for a second lap • The course was 13 kilometres long

BMW Motorrad F 800 GS Adventure

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TRAIL RIDE KILLARNEY

WORDS AND PHOTOS STORM LAHIFF

KILLARNEY BORDER RANGES TRAILRIDE 2016 Some of the scenes from one of the year’s top trailrides

The numbe rs cr Open, 324 No unched in at 1693 vice and 49 Pee Wee

The ride has three courses: the Open track for confident, let-me-at-it riders that get a different dose of riding for both Saturday and Sunday; a Novice track for those just learning (it has easy and hard sections your choice); and a Pee Wee track for the junior tykes

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Killarney ra n over 19–20 March, 2016 Land-owners donate their land so that Peter Sowden, Bruce Wickham and the sweeps can set out a wicked track through the mountains with hill climbs, declines, creeks, rocky terrain, fast sections, winding rainforest tracks and tight skill segments

ut and mark o p crew for months e e w s ack The ur (for yo e the tr pre-rid the weekend t in a u c to to r ) io e out pr rs carved t of cou benefi t gets super red riders a d n track th first few hu ation) e ig once th gh (easy nav u ro go th

Riders cam e from as far away as Mount Is a, covering 20 ho to fang it up urs of bitumen those famou mountain di s rt non-compe tracks in a titive (unles s you’re ridin gw mates) two- ith your day trailrid e

covered 55 sweeps This year to keep you safe the tracks and your bike u p and get yo iled you. A picku fa ck ba out if she s ke ght bi crew brou d hundreds of an to camp g behind s workin volunteer made this year es the scen de and one ri a wicked up party dpumpe t to finish from star

R Riders load ed swarmed to up their bikes and Ki town on the llarney, a little Qld/NSW bo rder ranges, for some swee t riding

MA licence You don’t need an entry gets to ride and your drink, you a burger and ping and entertainment, cam Hall of Fame h the a sample bag wit the Open riders stubby cooler for

Saturday’s Open track had two loops — a 12km and a 20km — and a choice of competing in an enduroX Saturday night back at base camp

The enduro X had rider s showing off their sk ills carving it up in front of their mates , over logs an tyres and pi d sometimes pes. Every year it’s diffe rent

Saturday morning standing in the hills, cameras ready and at 10am the bikes started up. The mountains instantly filled with a rumble that would last two days — killer noise up there

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NEWS TRAIL NOTES

BMW MOTORRAD LUGGAGE ROLL 2 So there I was, riding along a sweet section halfway through a long day and far from civilisation on my BMW R1150GS when I came up on what looked like an average pothole. The millisecond I hit it I realised it was far deeper and wider than I’d given it credit for. I hit it dead centre. About 100 metres down the track my aftermarket rear top box departed the bike. It wasn’t repairable and I had to leave it to become home for a marsupial.

I’m not a big fan of the solid top box. It might be mint on the roads but in the bush it’s just waiting to be wiped out.

So where do I turn to but to the genuine Motorrad catalogue? There I found the solution I should have started with in the first place in the Luggage Roll 2. This tough, 50-litre bag is waterproof and sits nicely on the bike thanks to the (removable) solid bottom plate (why don’t all bags have this?) and it serves as a genuine carry bag off the bike as well.

Inside the bag you’ll find retaining straps of differing lengths as well as a carry strap for transport off the bike. The main compartment opens via a second zipper underneath a roll and seal closure set-up that’s held in place by a magnetic clasp. There’s also a thin outer bag for maps and/or anything you need to get to quickly without opening the bag.

The build quality is impeccable and to rip or tear anything you’d truly have to be attacked by a bear with a lot of time on its hands.

Fitting it to the bike was easy and, honestly, as simple as this overall concept is, it’s pretty hard to beat and better than the solid box option.

FEATURES • Capacity approx. 50 litres, 60 x 32cm • Removable base • BMW Motorrad logotype printed on one end • Includes a variety of different-sized straps to affix to the motorcycle • Adjustable shoulder and carry straps • Diagonal zip for ease of access • Reversible outer pocket with reflective material on one side

YAMAHA AORC HALFWAY

REPORT POINTS RUNDOWN AORC OUTRIGHT POINTS (PROVISIONAL) AFTER 6 ROUNDS: 1. Daniel Sanders 132 2. Lachlan Stanford 118 3. Chris Hollis 114 4. Tye Simmonds 110 5. Josh Green 104 6. Beau Ralston 93 7. Glenn Kearney 78 8. Jack Simpson 73 9. Scott Keegan 72 10. Chris Davey 65

• BMW Motorrad genuine accessory • Solid removable bottom piece • Tough, simple construction • 50 litres capacity • Doubles as a carry bag

REMAINING ROUNDS: Rounds 7 & 8: July 23–24 — Hedley, Vic Rounds 9 & 10: August 13–14 — Monkerai, NSW Rounds 11 & 12: September 10–11 — Penshurst, Vic The Australian Four Day Enduro (A4DE) has been rescheduled and will now run from November 14–19 in Mansfield, Victoria.

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Off-Road Co-ordinator at Motorcycling Australia, Matthew Falvo, said of the A4DE preparations: “The revised dates for later this year ensure that we can provide all competitors, spectators and officials involved with a fantastic event that has been well organised, as well as fulfil all of the requirements needed for the smooth running of the A4DE. Being able to work closely with the council will ensure all of the permits and approvals are in place, and we’ll continue working with the council throughout this year in the lead up to the event in November.”

• Tye Simmonds takes his first round win • Sanders retains points lead • Green out for months • Hollis finding top form • Stanford in career-best form • The series dominated by KTM, Yamaha and Husqvarna

WILDWOOD ROCK EXTREME DATE CHANGE • AORC date move forces Wildwood Rock date move • New date for Wildwood Rock is November 6 • Entries are open from July 20

In response to the change of date for the 2016 Yamaha AORC, Steve Braszell, organiser of the Wildwood Rock Extreme Event, decided to move the 2016 race forward to November 6. Steve explained that, “In the interests of the riders it would be unfair to think three hours at Wildwood could be backed up by a further four days of racing. For most, a Wildwood Extreme three hour feels like a week to most under race pressure on the day. Having had November 13 locked in with MA and other committees since the past Extreme Event, I feel that sponsors and riders need to have a clear path of dates. Many interstate riders will need to adjust arrangements now, moving forward to the new Wildwood date set. Sorry for any inconvenience in the change but with the new tracks I have in mind it is going to be a cracker.”

Entry forms will be available from July 20 for the 2016 Wildwood Rock Extreme Enduro.

CHARLIE MULLINS RETIRES Former GNCC and twice Nationals Enduro champion Charlie Mullins has retired from racing. The injuries Mullins sustained from a crash in 2014 have never been able to allow the super-fast American to ride at his best and the long-term prognosis isn’t good.

In a heartfelt statement,Charlie states: “It’s been almost two years and both wrists are not right. Every time I ride the pain gets more unbearable and I become a little less in control of the bike. I have no grip strength in either hand. I cannot physically bend my wrist back far enough to twist the throttle properly. I cannot hold onto the bike. In fact, I do not even have the n tendon responsible for grip strength, in n either hand. I am a danger to myself on the track and I do not feel comfortable racing at the speed it takes to win.

While I still know how to win in my mind, my wrists cannot handle the beating of the rough tracks and long three-hour races. It’s devastating to know I am in the best shape of my life, what should be the peak of my career, and cannot even finish a GNCC. “We learned that the bones in my right wrist have shifted and the staple from the partial fusion appears to be moving/coming undone. Every bump, crash and jarring of my wrist is destroying it a little at a time. It’s

Every bump, crash and jarring of my wrist is destroying it a little at a time. It’s not going to get better. better It’s only going not going to get better. to get worse, and fast at the rate I’m going. I had both wrists X-rayed five weeks ago and in that short amount of time the bones have moved and damaged considerably. I knew in that moment this was it. I cannot risk damaging my wrists any further. As

is I am confi confident hard as the decision is, dent it’s the right one.”

Charlie has been a tough competitor for many years and has had some epic races against Aussie Josh Strang in the GNCC. This will be a big loss to the sport and a rough thing for Mullins to have to deal with.

• Ongoing wrist issues getting worse • Mullins won the GNCC in 2011 • He was runner-up in both 2010 and 2013 • Mullins rode KTM with the race number 112

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NEWS TRAIL NOTES

RED BULL MINAS RIDERS - BRAZIL

TM has claimed yet another extreme enduro win with Alfredo Gomez taking the unique and tough Red Bull Minas Riders event in Brazil.

The four-day race is a navigational-format enduro similar to Romaniacs (Minas is run by Martin Freinademetz, who also runs the Romaniacs) that’s full of some of the most horrendous hill climbs and drops of any event in the world.

On day four Gomez was able to fend off the ever-present Graham Jarvis to win the first extreme enduro to be held in Brazil and the first Red Bull Hard Enduro of the year.

“I was a little nervous today despite holding a good lead in the race,” said Gomez. “But I soon settled into things and began to enjoy the ride a lot more. I was so happy riding into the finish line. It’s been a tough week of racing, really hard, so to win is just amazing.”

Jarvis, who had some ordinary luck after a navigational error led to him running out of fuel, was generous in his praise for Gomez but lamented an opportunity to add to his amazing win record, saying, “I’m Im

K

• Alfredo Gomez wins ahead of Graham Jarvis • First extreme enduro in Brazil • First event in Red Bull Hard Enduro series • Minas Riders is a four-day race

pleased enough to end Minas Riders in second overall. To be fair, Alfredo has been riding well all week so he’s earned this win. Day four was a bit unlucky for me. I understood that we were to ride this no-help Gold zone twice, which I did, but I think I was mistaken. It resulted in me running out of fuel about 15 minutes from the finish line. Luckily I had earlier given Lars Enockl my wire cutters so when he came past he returned the favour by giving me some of his fuel to get me home.”

TOP FIVE GOLD CLASS 1. Alfredo Gomez 21:50:24 2. Graham Jarvis 22:14:02 3. Paul Bolton 22:30:02 4. Philipp Scholz 22:30:44 5. Lars Enockl 23:13:05

The four-day race is a navi gational enduro that’s full of some of the most ho climbs and drops of any ev rrendous hill ent in the world 20 |

FIVE SETTING UP TIPS YOUR GOPRO 1.

To save blowing through a memory card too quick but still have good-quality video, shoot at 720p with the widest setting(s) when helmet-mounted.

2.

Keep your case clean so dirt doesn’t get jammed into the buttons. Wash it after every ride and it should last a long time.

3.

Use the GoPro app to make sure you have the angle of the camera right before you take off. This will stop you getting a 30-minute video of your helmet peak.

4.

Use the highest resolution stillphoto settings. The GoPro is a better video camera than a still camera so let it give all it’s got.

5.

Buy a set of the anti-fogging inserts to avoid the casing getting all fogged up. Keep it clean on the inside of the case at all times.

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PRODUCT OF THE MONTH ACERBIS RAM WAISTPACK

ACERBIS RAM WAISTPACK Colours • Black/Yellow Materials • 100 per cent polyester with fluoro inserts Details • Capacity 2 litres • Double closure through elastic belt with velcro and plastic buckle

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• Rubber patch on the lower back to ensure a perfect fit • Belt with pocket for driver’s licence or stamp card, with internal rider-identifying label • Numerous pockets including a back pocket for tools, an extra compass pocket and two side pockets for other riding essentials

IN GEAR NEW PRODUCTS

The freshest kit that caught our eye, from adventure to camping to trail bashing TRAILTECH VOYAGER • GPS for speed, distance, compass, altitude, temperature and maps • View, organise, edit and share entire trail systems in 3D • Designed specifically to meet the needs of off-road riders • 240 x 400 WQVGA LCD — readable in intense sunlight • Engine performance linked to GPS data • Crash-resistant, off-road design • Upload routes from any GPS • Customisable user screens • Model-specific integration • Runs on vehicle power or internal battery • Backlit for operation in the dark • $499.95

BALLARD’S TYRE CHANGER WITH BEAD BREAKER • Take to tyre changing with ease • Can be used with mousse type tubes • Available at MX Store from $124.99

KLIM LATITUDE JACKET AND PANTS — AFRICA TWIN Jacket • Jacket-to-pant zipper has been standardised, which enables you to zip different pants and jackets together • Improved collar fit • Collar can fold back to allow for more ventilation • Custom TPU zipper pullers • Hypalon headphone access port • Shortened wrist gaiter • Reduced risk of water penetration in venting locations • Changed pocket direction for easier entry • Interior chest pocket in centre front zipper flap

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Pants • D3O T5 evo knee and hip armour • D3O pieces feature VELCRO® brand closures on back of pad to minimise movement • TPU moulded zipper pullers • Pre-curved leg geometry • Raised waist back with elastic fit • Side waist adjustment straps • Adjustable boot cuff with zippered expansion and snap closures • Mesh comfort liner

TUFF JUG • Quick-dump dry-break cap • Fast flow rate with no spill • Heavy-duty, self-venting • Fluid flow stops automatically • 10-litre from $69.95; 20-litre from $89.95 • Available in various colours

ACERBIS IMPACT HELMET • Ultra-lightweight shell • Premium strength • Two different shell sizes (XS-S-M) and (L-XL-XXL) • Double-D ring closure • Interior is washable, hypoallergenic and breathable • Adjustable visor • 10 ventilation ports for extra air intake • ECE 22 05 approved • $329.95

ACERBIS DR650 25L TANK • 25-litre tank for Suzuki DR650 96-14 models • Complete with fitting kit and fuel cap • Available in: Blue, Black, White, Grey or Clear • $499.95

BALLARD’S TRUE VIEW ANTI VIBRATION MIRROR SET • Low vibration so won’t fall off mid-ride • Suited to either trail or adventure bikes thanks to two mounting options • Sold as a pair • Available at MX Store from $39.95

DRIRIDER TRAVEL TANK BAG

LINSWOOD 70/100-19 WINX MOUSSE TUBE

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• Offers more protection to the rim • $164.95

• 220 x 350 x 120mm approx • Equipped with rain cover, shoulder strap • Includes PE boards for shape retention

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FEATURE TÉNÉRÉ TRAGICS

STORY AND PHOTOS BY GREG SMITH/IKAPTURE

RIVER TO RANGES Ténéré owners gather to create the coolest convoy of Yamahas to climb mountains and cross rivers

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It’s moments like these that bring friends closer together. Up before the sun, riding side by side through empty valleys and drifting through turns yahooing at poor photographers trying to get the shot that puts smiles on your face. One thing is for sure: these guys must have been hungry to get to lunch as they weren’t hanging around.

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FEATURE TÉNÉRÉ TRAGICS

E

very year, a special and unique group of motorcycle owners compete for the right to become part of a yearly event they lovingly call the Ténéré Tragics.

A database of 300 or more Yamaha Ténéré owners of all capacities are sent an email each year letting them know that entries are open to be part of the event. Less than 60 entries were accepted in 2016, all of which were filled prior to lunchtime, and some entries were submitted before 3am, which is pretty crazy considering that the awareness email was sent at midnight. So I guess it does confirm that yes, they are very tragic!

Called the River To Ranges Run, the 2016 Ténéré Tragics event started on March 6 at Mildura and flowed through the countryside to Renmark, Peterborough and the Flinders Ranges, finishing on the fourth and final day at Rawnsley Station in the Flinders Ranges on March 10. The ride itself is more about the experience rather than being the first to finish, but there are a few that feel obliged to ride it like it’s Dakar. With a mix of road types and surfaces demanding your attention, from high speed to low speed, skills were tested frequently.

Surprisingly for me, there weren’t a lot of DNFs through crashing. Mind you, the daily ambient temperatures of 35-plus degrees soaked a fair bit of sweat out of each rider, making them stop occasionally for drinks. That’s until the last day when the sweat was from the pure panic of trying to negotiate a Ténéré across some of the slickest roads you’re ever likely to encounter with no thanks to the overnight rain. For some Tragics, “S-loads” of mud gathered up against their mudguards, making it physically impossible for their wheels to turn.

This resulted in more than a few Ténérés getting around without front guards at lunchtime in Blinman.

Helping Stephen Gall on the day was South Australian Motocross legend Shane Metcalfe.

It was actually Shane’s first time on the Ténéré 660 and to say he was surprised at how easy the bike was to ride would be a massive understatement.

Andrew ‘Clubby’ Clubb is the driving force behind the Tragics movement in Australia. To everyone who attends he is more of a friend than an organiser, making sure that everyone gets through each section safely and that no stone is left unturned when it comes to the event preplanning. Both he and his wife Tanya deserve medals for what they do.

Each morning the riders began leaving their accommodation from 4.30am onwards to “get the ride done”. Most of the normal participants left around the 8am mark, giving themselves a 60-minute headstart over the sweep vehicle. I unfortunately had to head off just before dawn each day to cover all of the competitors … thanks guys! — Wentworth

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Each year after reg istration and on the day before the a dinner gives the ride begins, competitors a cha nce to get togeth yarns about the er and spin year gone by. As part of that dinne organisers ask the r the Tragics m to wear their eve see here the loo nt T-shirts, and as k is spectacularl you can y effective.

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FEATURE TÉNÉRÉ TRAGICS

Sections of road like this one that led to Peterborough look unchallenging and somewhat boring. It couldn’t be further from the truth. After riding four hours navigating the route sheet it was a great time to get some feeling back into the gluteus maximus. — Peterborough

Stephen Gall always has a smile on his face. Here he is five hours into a ride and he still has the sense of mind to give the thumbs up and yahoo as he goes by. If there is someone in this industry living the dream, it’s him. Unfortunately, for most of us it would be a nightmare due to how energy-sapping his life is. It’s always great to watch someone of his calibre ride.

So many differen t types of people event numbers. make up the There are dedica ted Tragics who know more than they really should about an object, guys who have been dra gge d alo ng by their mates the way, and eve n a guy that just bought one and tho all last year’s event ught looked that good they’d do this on by themselves. It’s e a mix that really works well.

pion Gally used former MX cham te stra Shane Metcalfe to demon ’d only got his He . do to ed ed ne u yo t ha w before, so he had ys da w fe a ce en lic ke bi road back of his bike! a P-plate flapping off the

Photographing events like this can lead to soulsearching moments like this one. While waiting for the riders to come along on this stretch of road, I glanced down to see the temperature gauge on my bike showing 42 degrees. I was there for a 30-minute sweat fest before moving on. Two riders went past me … — Renmark

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ESTEEMED COMPANY The event started on Monday and finished on Thursday, but Stephen Gall offered an ivaluable riding refresher the Sunday before. The refresher focused on understanding what, how and why you should push and pull on the bars or hit the brakes etc, and it was great to run across some of the more basic skills needed to get you through to the end of the event.

The funny thing was that Gally used former MX champion Shane Metcalfe to demonstrate what you needed to do. He’d only got his road bike licence a few days before, so he had a P-plate flapping off the back of his bike! Mind you, he has lost more skills than I’ll ever have so he easily showed us how to negotiate the tasks properly. All in all, it was a magnificent ride in a part of our country that is breathtakingly spectacular any way you look at it.

Just be aware that the wildlife will try to ruin your day if you don’t keep your wits about you!

These pages feature a selection of images from this year’s event and, as always, I wish there was more space to show each detail from the event.

FEATURE TÉNÉRÉ TRAGICS

As you can imagine from this image, there were ways to get through the newly watered trails and there were ways around them. It’s crazy to see bikes covered in mud this badly but it does give you an idea as to how treacherous it was out on the trail before the route was changed.

Luckily the sweeps got through to help the stranded.

We had a special gue st on the ride this yea woman (solo racer) r. Maria Costello wa in the history of the s the first Isle of Man motorcyc stand on the podium le races to when she took thir d place in the Ultra category of the 200 Lightweight 5 event. However, this was her first off-roa journey and she felt d motorcycle way out of her dep th in the first few day gets doubled across s. Here she a swollen creek as she didn’t trust her self to ride it.

Maria can be seen here using Cookie (the policeman) as a bridge, pony or slave to gain access to the opposite side of the road. I know how bad it is to ride in wet boots but I didn’t ask Cookie to carry me …

Maria and I teamed up on the final day to find a few exciting photo locations. With the overnight rainfall in the Flinders Ranges we found a few roads that had diversions due to flash flood damage. Maria thought it would be best to leave the water crossings to the experienced riders. — Near Blinman

Yamaha Australia Boss Peter Payne and his “Precious” version three looking out over the Flinders Ranges the morning after a massive downpour. With Peter liking the minimalist look that also equates to maximum weight savings, his bike is lighter than most and ready for battle beyond the normal dirt road. — Flinders Ranges

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The ride itself is m ore about the experience rather than being the firs t to finish, but there a re a fe w th at feel obliged to ride it like it’s Dakar

nes to make the d behind the sce rks extremely har t to right: Andrew lef m Fro r.

The team that wo yea nt happen every Ténéré Troy Professor’ Ward, Ténéré Tragics Eve nce Clubb, Clive ‘The r Dave Turner, La she “Captain Tragic” Cra , bb Clu ” nk you adame Tragic experience — tha r’s yea Mattson, Tanya “M t firs me was an aweso ‘Russ’ Turnley. It

Enthusiasts come in all shapes and sizes. Some think less is more and others feel the need to take everything just in case.

Here’s an example of the second type, loaded with so many things for so many purposes that he’s honestly forgotten why he carries some of the bags … gold!

This guy is a policeman and a really nice guy. Yes, I know that’s a surprise but I guess there’s one in every bunch. He also knows how to present a motorcycle, winning best presented SuperT on the final night. He still understands the meaning of chivalry as well, as you will see in a couple of pictures.

Clubby stands proud in front of his “tribe” of Tragics at Rawnsl Station, Flinders Ran ey Park ges, our final destina tion of the event and site of the parting din the ner and gift cerem ony.

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BIKE TEST 2016 HONDA AFRICA TWIN

E R U T N E ADV

Honda has been mostly silent and near absent from the offroad market for too long. But now it’s back … and it ain’t doing it by halves STORY AND PHOTOS BY ASHENHURST

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BIKE TEST 2016 HONDA AFRICA TWIN

Twin from its earliest Honda sold the Africa d thin bike that’s an ht lig a as s ek pe ksnea t buying that line n’ as w I t bu ad ro off r built fo

Y

ou don’t need me to retell the history of Honda’s Africa Twin (AT) but in the interest of being accurate for us in Australia, it’s simple: there is no history. Regardless of the endless stories of epic journeys across foreign lands and in spite of the fact that the bike attained a legendary status by the time of its demise in the early 2000s, Australia never saw an official Africa Twin import so we really never fostered a deep affinity for it like the Europeans did. So right here and right now in 2016, we’re getting to know the bike for the first time. And without giving too much away, there really is no better time to do it.

Honda sold the Africa Twin from its earliest sneak-peeks on the internet as a light and thin bike that’s built for offroad but I’ve gotta be honest, I wasn’t buying that line. Honda’s displayed interest in adventure and enduro has been severely lacking for the better part of a decade and I had settled comfortably into the fact that the days of a hardcore Honda on the dirt in any capacity other than motocross were gone. So fast forward to the day I picked up the Africa Twin we tested and then visualise me eating my words in large chunks.

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The AT is a good-looking machine with aggressive lines and not overly derivative of any other bike. Our test bike came with Pirelli MT90s, which we’d never used before but which helped bolster the offroad-ready look of the bike.

The Twin is indeed thin down through the line from the seat to the footpegs — not thinner than an R1200GS but thinner than a V-Strom — and it then opens up to accommodate the 18.8 litre tank. The seat itself is comfortable and sits at a height that may be a little low (in relation to the footpegs) for anyone at or above the six-foot range, but for anyone that’s had trouble swinging a leg over a Ténéré this is a blessing. The footpegs themselves are a joke. They’re way too small to be of any value to anyone and aside from being not much of a base, they get painful to stand on in no time. How they ended up on a bike that’s otherwise fitted out nicely with excellent levers all round, good grips and ‘bars with a great bend is beyond me. They really are shit.

The LCD screen looks brilliant but suffers a little with the sun behind you and it can be tough to see gear selection when you’re standing up. Not the end of the world but I’m nit-picking because from here we ride and there’s not much to complain about.

The footpegs themselv es are a joke. Way too sma ll to be of any value to any one

HONDA AFRICA TWIN CRF1000L TECH SPECS • Engine: liquid-cooled, 8-valve, 998cc parallel twin • Bore/stroke: 92 × 75.1mm • Power: 69kW (93hp) @ 7500rpm • Torque: 97Nm (72ft/lb) @ 6000rpm • Transmission: 6-speed manual or DCT semi-auto • Dry weight: 208kg (212kg with ABS, 222kg with Dual Clutch Transmission) • Wet weight: 228kg (232kg with ABS, 242kg with DCT) • Fuel capacity: 18.8L • Length/width/height: 2335 × 875 × 1475mm (92.7 × 34.4 × 58in) STD, 2355 × 930 × 1475mm (92.7 × 36.6 × 58in) DCT • Wheelbase: 1575mm • Seat (standard/relaxed): 870/850mm • Clearance: 250mm • Tyres: 90/90-R21; 150/70-R18

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BIKE TEST 2016 HONDA AFRICA TWIN

TURN THAT KEY The engine sounds deep and aggressive and purposeful. This would be one of the best-sounding stock pipes in the adventure market. When you’re running it’s too quiet to really enjoy but at any stop there would be few men who could resist revving it just for the sake of hearing it.

Our test model was the base offering of three Africa Twins available. Ours was built more so for the urban adventurer given it’s without bashplate or handguards but it also comes in at the surprisingly low price of $15,499. For $16,999 you get both those items plus ABS (switchable at the rear) and traction control, LED blinkers and a centre stand — this would be the model we’d naturally gravitate towards. For $17,999 you get all that plus Honda’s Dual-Clutch Transmission (DCT), which sees you switching between ride modes instead of changing gears manually — yep, it’s an auto. From all reports this system is the duck’s nuts, but we haven’t ridden it yet so we’ll stick to talking about what we got. And given what we got hasn’t got a bashplate or handguards, we had to back things down slightly from time to time. But perhaps we didn’t back down as often as we should have and the reason for that is simple: this bike is insane to ride in the bush.

The easiest way to sum up riding the Africa Twin is by saying what Honda has done here is build a massive enduro bike. The engine itself isn’t a thunderbolt-throwing power factory and in fact feels a lot like Suzuki’s V-Strom 1000, which can only be a good thing. It’s torquey and geared maybe a little low, which makes hills and slow-paced tricky sections easier to navigate, but drop the hammer or flick the incredibly light slipper-assisted clutch and p the bike will respond.

It’s not slow

THE YEAHS AND NAHS YEAH! • Light handling • Exhaust sound • Great ergos • Good power with plenty of traction • Honda kept the CRF moniker (CRF1000L) • Light clutch • 21-inch front wheel

NAH! • Awful footpegs • Expensive genuine accessories • No 12-volt socket • No heated handgrips

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The AT tips in and feels totally familiar to anyone that trailrides because it responds like a big dirtbike

BIKE TEST 2016 HONDA AFRICA TWIN

d The engine sounds deep an is . Th aggressive and purposeful nding ou would be one of the best-s market ure stock pipes in the advent

This is a special bike.

It’s what I want in an adventure bike in that it doesn’t compromise the on-dirt performance THIS ONE OR THAT? How does it compare to other bikes? It’s a difficult question to answer given adventure bikes range in engine size from 650 to 1200. The V-Strom 1000 is the natural go-to comparo and in that the Honda eats it alive in the dirt. I rode the Africa Twin back to back with an R1200GS and if you are drawn to the BMW then you aren’t after an Africa Twin — they are nothing alike and the Honda is a more hardcore dirtbike than the ultra-versatile Beemer is.

The F800GS is a nice bike to compare (we love it) but it is far from the dirtbike feel we’re loving on the Honda.

The Africa Twin is a better ride than both Ténéré models mainly due to its excellent handling. An interesting comparison would be between the Honda and KTM’s 1050. On paper the KTM has a neat advantage with its 23-litre fuel tank versus the AT’s 18.8, but we’d be super keen to ride them back to back and see which bike is ultimately the most versatile while still performing on the dirt as a priority.

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PIRELLI MT90 While we’re all here, it’s probably not a bad time to talk about the tyres that were on our test bike. This was the first time we’ve used Pirelli’s MT90s, though we have a ton of experience with the Scorpion Rallys which are a more aggressive and dirtready pattern. I reckon at this point I’d be hard-pressed to not go with the MT90s on my next change of rubber.

I was super impressed with their predictability and versatility. We rode the Africa Twin on everything from mud to hard and dry rocky shit, including a few hills and a lot of very fast trails that we didn’t back down on, and the Pirellis were up for all of it.

I’d have to pinpoint a fast downhill on loose rock and required braking and a slight bend to find a situation it let go on —but that’s hardly surprising. The MT90s aced pretty much anything up to wet clay or thick mud and, again, this is on an over-200kilogram bike being ridden much of the time in a bit of a mental way.

The tyre looks like it would give more mileage than the Rally as well, which is another plus, as is the fact that they make it in an 18/21-inch configuration in the first place. Nice one.

by any means and when it takes off you start to get the full benefit of the excellent suspension and chassis package as well as the light feel and manoeuvrability. In fact it’s here that you find the bike you’re buying.

Honda has done a brilliant job at building a 1000cc motorcycle that feels a third that size on the trails. You have to man-handle a Ténéré through a corner but the AT tips in and feels totally familiar to anyone that trailrides because it responds like a big dirtbike.

The V-Strom 1000 has inherent limitations through ground clearance and road-spec suspension while the Africa Twin is happy to blow through or over anything short of a big log, and a better rider than me would probably ace that no dramas. We did indeed think about it when Shane Booth took it for a spin but the lack of protection underneath put a stop to that.

Another huge factor in the AT’s offroad feel is the 18- and 21-inch

wheel set. It can’t be undersold just how good it is to have that 21-inch front wheel and as soon as you swap to another bike with a 19-inch front you immediately appreciate what Honda has done here.

The Africa Twin is a quick-steering bike that remains stable at speed.

When you find the track closing in — something that brings the sweats on bigger bikes — you can just keep going because it’s super simple to throw down a bush turn and head back the other way. Try doing that on a 1200.

The six-speed gearbox feels solid and gives good feedback without a heavy clunk. In fact it feels like a CRF450 gearbox and not something off an adventure bike.

WELCOME BACK RED For me personally, this is a special bike. It’s what I want in an adventure bike in that it doesn’t compromise the on-dirt performance. One of Honda’s

own engineers has been quoted saying that he’s most proud of its offroad abilities and we’re happy to share a beer with that man.

I know there are long road stretches on most adventure rides but it’s not as though AT isn’t good on the tar — it’s very good, but so are most other adventure bikes. So what sets this bike apart is when the tar ends and the dirt begins. Not just dirt roads, however, but tracks and trails and rocks and drop-offs and hills and jumps and on and on it goes. That said, I asked a good friend who knows road bikes way better than me to ride it on the blacktop and he loved it too. In fact he loved it a little too much and I see a dent in his finances in his future.

I also happen to really like the 1000cc mark. I’ve done some huge solo rides on a V-Strom 1000 and never wanted more, and I’ve been stoked many times that it wasn’t a handful in tricky situations (like

chasing emus in bulldust out the back of Broken Hill).

I thought Honda had forgotten about us dirt-dwellers. It may have, but it’s back. It’s not the new 450X so many are waiting for but this is a dirtbike in every sense of the word and as an adventure bike, there are few that could keep up when shit gets rough.

I want one. I’d buy one happily (the mid-price model is the go but I’m super curious about DCT) and I even love the look of it in any finish (I’d go the red and white as first preference).

If you’re entering the adventure market or looking for a new ride, don’t pass on the chance to test an Africa Twin. They’re selling like crazy at the moment and they deserve to be. This is a super-fun bike. It’s big but doesn’t feel that way. It’s clever but not overly complicated and you’d be hardpressed to find another bike at or over 1000cc that can conquer the variety of terrain the Africa Twin can.

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FEATURE 2016 SUZUKI AMTRA HIGH COUNTRY RIDE

e r u t n a dve

h g i h n o in Victoria y e ll a V lo a ff u B e th We head to Country Ride h ig H A R T M A i k u z u S for the annual WORDS AND PICS AS

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T ST RS UR HU HENH

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FEATURE 2016 SUZUKI AMTRA HIGH COUNTRY RIDE

T

here isn’t much to Abbeyard, Victoria. There are some small public camping areas alongside the Buffalo River and a property owned by a hunting club. But most notably, a little further down the one dirt road and about 30 kilometres from the last remnants of tar you’ll find the AMTRA headquarters.

AMTRA (Australian Motorcycle Trail Riders Association) is a strong and active club that happens to boast possibly the best base of operations in Australia. With a huge clubhouse that can accommodate a bar and food area and whatever else you’d want to throw in, including a dancefloor should the mood arise, the block also includes a row of hot showers and toilets and heaps of space to camp. This is where the 2016 Suzuki AMTRA High Country Ride took place, as it does every year.

We were there, as we are pretty much every year.

At any one time you w ere going up a hill with heaps of drainage humps or going down a hill with heaps of drainage hu mps

HUMP DE BUMP The ride was held over two days on the Anzac Day long weekend with about 150 kilometres of trails on the Saturday (fuel top-up included) and 80 on the Sunday.

I made my way down from Newcastle (a 2000-kay round trip by the end of the weekend) with a Yamaha WR250F as my trusty steed and a bunch of camera gear to capture some of the amazing scenery the Victorian High Country has to offer, which for me is what this ride is all about.

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The ride kicked off on time and we were sent through a neat little stretch of single trail to start with. The rest of the ride is wide-open tracks, so if single trail ain’t your thing then you just need to bear with it once on the way out and once on the way back in some four hours later. Some blokes didn’t appreciate it on the way back in with a mouthful of dust and thinking all the day’s effort was behind them.

There were heaps of different bikes on show, some old, some new, and the

average age of the riders was pretty varied too. Everyone had filled up on a brilliant breakfast before the ride and that came back to haunt the unlucky ones that got caught on the first big hill of the day. The tracks were actually pretty soft, which I’d never seen before on an AMTRA ride, and traction up this mighty beast was tough to find. I wrung the neck of the WR-F, weaving back and forth to avoid guys who had either stopped, were coming to a stop or heading back down for another crack.

I didn’t see a lot of those guys for the rest of the day and I imagine they were sucking the big ones once they got to the top and maybe even cursing the chilli beans served at breakfast.

The first day’s trails were all open and at any one time you were going up a hill with heaps of drainage humps or going down a hill with heaps of drainage humps. To be honest I found it a bit monotonous and I’m not sure we got to see the best views of the beautiful area we were riding in. The club can’t shut

d left and A few guys ha ers had arrived a few new rid . Sadly for for the Sunday Sunday uldn’t stay, those that co better trails easily had the

Traction up this mighty beast was tough to find. I wrung the neck of the WR-F, weaving back and forth to avoid guys that had either stopped, were coming to a stop or heading back down for another crack

down the forest though and they have to plan routes around popular 4WD tracks which are packed on the long weekend.

FLOW-ON EFFECT Sunday started a little later but once again with chilli beans and some single trail. A few guys had left and few new riders had arrived for the Sunday. Sadly for those that couldn’t stay, Sunday easily had the better trails. It was more flowing, we covered more solid trails rather than just 4WD tracks and ultimately saw more of the mountain scenery along the way. You do have to keep your eye out for 4WDs but on some tracks the pace gets up there with some nice soil under rubber and a reprieve from the festival of the drainage hump. There were more forest-type sections rather than open dirt road and while at no point is the ride hard, Sunday provided a bit more of a challenge and far more variety.

Back at the campsite it was time yet again for the catered lunch and again, the AMTRA guys know how to provide because the food is excellent for the whole weekend.

I headed back to my shitty cabin in Bright where I was hoping to get a feed and a beer at the Brewery only to find it was booked out and the sight of my

post-ride/pre-shower face was not too welcome with the hundreds of tourists that come to Bright every year to take photos of leaves. To be fair, I did stink, so I retired to my accommodation and ate shit from a tin and watched Monsters University. Not because it was the only channel I could get … it’s a great movie. Right?

ADVENTURE TRAILS The AMTRA ride is equal parts adventure and trail. It’s not technically difficult at all but you do need a measure of trail fitness to finish the 150-kilometre first day in reasonable shape, let alone the full 220 round trip.

I recommend the ride to anyone and I’ll keep going back because it gives me plenty that I can’t find in New South Wales.

Frankly, the club and the riders that are attracted are all top blokes (along with a few ladies) and the atmosphere is relaxed and all about enjoying the weekend and riding dirtbikes. I’ve done somewhere just short of 10 AMTRA High Country Rides now and while I’d like to see a bit more variety in trails than we saw on the Saturday, I reckon this ride caters for all skill levels really well and should be on the trailride bucket list for everyone.

The AMTRA guys know how to provide becaus e the food is excellent for the whole weekend

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FEATURE 2016 AORC

STORY BY AARYN MINERDS PHOTOS BY JOHN PEARSON

THE ULTIMATE organised trailride Aaryn Minerds swaps berms for trees as he has a crack at the AORC from a mere mortal’s point of view

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iving in the suburbs of Adelaide with no less than three topline motocross tracks all within 80km of home and two of them less than 15km away, the convenience of hitting the local motocross track has in a lot of ways shaped the type of riding I do.

For me, the easiest way to actually hit either the bush or some of the great South Aussie trails has been to tackle a few rounds of the South Australian Off-Road Championship over the years, including the Australian Off-Road round when it hits town.

For around $75 a day riders are generally presented with some of the best riding, with clearly marked trails and test sections. We’re given some great seat time, with races normally consisting of a two-and-a-half-hour cross-country race, or a sprint format that generally sees riders spending anywhere from 60 to 90 minutes on the bike at race speeds for the day.

For 2016 the local round of the AORC headed to Murray Bridge and it’s one of the most unique locations I have seen for any Aussie enduro event.

It’s held literally under the Murray Bridge on the main highway out of South Australia heading towards Victoria. The Velocette Motorcycle Club, who hosted the round, marked out three 5.5km special tests that stretched from the edge of the bridge across to the edge of the Murray River itself, before winding back through some tight grass tracks amongst the trees with the trail itself verging on the edge of the Murray Bridge township.

L

RACE PREP Arriving at the venue early on Friday morning I was a little anxious to get into my first big race of 2016 and my first off-road race for close on 12 months.

I had spent quite a few late nights leading up to the event in the shed preparing my Suzuki RM-Z450 for the two days of racing, with the bike getting a complete pre-season overhaul and freshen up including a few enduro specific additions: a set of R-Tech hand guards, an Acerbis skid plate and a fresh set of Pirelli rubber for the weekend.

That is the great thing about the AORC events: with the races being held on private land, even if you are like me and are coming from a motocross background, you can grab the bike you ride week in week out, slap a little added protection on it and go racing.

With a bit of time on my hands I decided I would walk the test loop we would be racing on the Saturday of the two-day event. I thought surely it would help big time, giving me the upper hand on a few of my veteran motocross mates who I had talked into coming racing for the weekend.

In total I spent just over an hour walking the 5.5km loop, trying to garner as much information as I could, taking note of the many drop-offs

and small bike-length ditches that we would have to tackle in the long grass track section that wound its way through the trees.

I was actually quite excited; the section through the trees did not look tight, with plenty of room across the width of the track and what looked to be many long straights where we would click up through the gearbox before jumping on the brakes, hitting a turn then hard back on the gas.

Sharing this information via a Facebook chat in an effort to pump up some of my fellow riders, I completed a full lap of the track and was feeling proud of the achievement. Well, that was until I ran into outright AORC points leader Daniel Sanders, who was about to head out and walk the track for a third time. Not only was he walking its length for a third time, he had also woken up first thing Friday morning and run a lap!

EARLY-MORNING SLAP I headed into town on Friday evening for a meal at the local pub before returning back to my tent for what turned out to be a good night’s sleep, only to be woken early struggling to breathe with the onset of what would turn out to be a bit of a throat infection that would hang around for the following two weeks.

Climbing out of my tent I was welcomed with a big slap in the face by the freezing-cold air and a pit area that was rapidly filling with the 300-plus competitors who had entered the event.

Being incorporated into the state enduro events, you really get a great mixture of riders — from the big guns of the AORC like Josh Green, championship leader Daniel Sanders and the super-experienced Glenn Kearney, all the way through to the local weekend warriors like my buddy Scott, who was racing his first major enduro event. The top riders from the state hosting the round now had the opportunity to see where they stood on a national level, and the junior riders not only got to watch their heroes race but also had the opportunity to cut laps on the same tests as the riders they will one day look to replace on the factory rigs.

ROLLING WITH THE PROS With the rider briefing over we lined up for our sighting lap, where I was introduced to the AORC “Mexican Standoff”. With the venue being broken up into three separate loops to keep rider numbers relatively even on each loop, the Vets class that I was racing in was put on the same loop as the Pro, Expert and Under 19s racers, meaning I would be tackling the same loop on each day as the best enduro riders in the country.

Obviously not wanting to get in their way on the sight lap, along with a lot of other local riders I sat at the back of the group of 100 or so riders waiting for the Pro riders to take off on their

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FEATURE 2016 AORC

sighting lap. To my surprise they were in no rush, with the top guns sitting patiently waiting for everyone else to take off first so they could put in a reasonably paced lap then quickly turn around and take off for their first timed lap.

It created an interesting stand-off and at one point I thought to myself that this might be it; all the effort to come racing and we were just going to sit here for the day waiting to ride.

At this point I clicked into second gear and headed out to the track.

What I discovered next was a little devastating. My track walk the day before was all in vain as I soon learned that I could barely remember anything from my walk and things were about to get a lot worse and slightly embarrassing!

Coming out of a left-hand turn I approached the first real obstacle on the loop, which was a small ditch that I actually spent some time studying the day before. “Sweet,” I thought to myself, knowing I could just lift the front wheel a little and use the slight natural up-ramp to jump across. However, it being the sighting lap, I thought I would take the safe option and roll through it.

As my front wheel dropped in I quickly realised that there was no way I was rolling through this, and before I knew it my chest was hitting my bars and I was laying in some long grass on the side of the track laughing my head off at my own stupidity!

Picking myself up only to turn back and watch a couple of riders behind me do the same, I restarted the bike (something that would become a common theme for the day) and continued on. It quickly became apparent that the long, grassy straights I had walked were a lot shorter when doing upwards of 60km/h on a bike compared to walking them at 5km/h!

LOG LIMITS Despite the small mishap the track itself proved to be pretty basic with not a single log in sight — well, that was until the last 500 metres of the loop, where things got a little more technical.

While there was a “chicken run” around the biggest of the logs, there was one that we were forced to tackle.

Although someone had gone to the effort of piling up a heap of small branches to make getting up the log a little easier, it proved to be a bit of a challenge for the tail end of the field and provided a great spectators’ area over the course of the weekend.

The only other time I have ridden over logs has been on a few enduro bike launches. My technique certainly left a lot to be desired, as Glenn Kearney would quickly find out.

Getting my front wheel over, I did not carry enough momentum to make it all the way across and proceeded to step off the side of my bike, where I stood on top of the log, gave it a

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Before I knew it my chest was hitting my bars and I was laying in some long grass on the side of the track laughing my head off

fist-full in first gear and demolished the pile of small branches that were placed in front of the log. I then looked back and saw that Kearney was the next rider in line waiting patiently for me to get out of his way!

Luckily the sighting lap turned out to be the most eventful lap of the day.

RACE READY … KINDA When it came to race time my day got off to a slow start, being way too cautious as I adapted back to hitting the semi-unknown trails for the first time. Between two stalls and getting stuck on the nemesis log, I ended the first test over one minute slower than the second slowest rider, and that was despite sacking up and jumping most of the small gap jumps out on course.

Lining up for the second test of the day, I remembered what was so enjoyable about racing the Off-Road Series, especially a sprint round. Not only do you get a ton of seat time, but

there is also the bench racing ing with like-minded riders who you meet as you wait to take off for each test.

Between the banter, the talk about the loop itself, the scantily-clad spectator who just walked past in short shorts on a freezing-cold day or how you are tackling certain sections of the track, you also have the chance to sit back and watch the pro boys take off and return from their lap before you head out yourself, making the most of the opportunity to see how they tackle the various obstacles.

The pre-sprint banter was certainly a cool aspect of an AORC event and it gave me the opportunity to meet a lot of great people, including my now main rival on the SAORC circuit, Dwayne Duff, who I again spent two full days comparing times with before and after each test.

TOUGH TIMES At the end of every single lap we would catch up and have a quick chat

about how things had panned out on the previous lap, what had changed out on track and if we had made it cleanly over the dreaded log!

On both days we swapped back and forth from test to test, finishing in front of each other with our lap times normally within a few seconds of each other. Sure, we were battling for last and second last both in our class and outright, but we had our own little battle that kept us enthralled all weekend and gave us something to chase and add a little more purpose to each and every lap.

From the pointy end of the field all the way back down to the tail end, there were mini battles raging in the same fashion as Dwayne and I were battling at the back of the pack.

While there was no bar-banging action out on track, the little competition you have with riders of a similar pace certainly keeps things interesting and keeps you pushing to better yourself each and every lap.

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FEATURE 2016 AORC

Another great aspect of the event occurred late on Saturday afternoon when my wife and two kids turned up to the venue to lend me some moral support.

While my daughter took the option of staying in the pits, both my fiveyear-old son and wife Ann-Marie headed out to the start of the test we were riding for the day to watch me take off for my fifth lap.

ENTERTAINING THE KIDS On returning, I parked my bike, took my son’s hand and we headed out to watch the pro riders tackle some of the obstacles at both the start and the end of the loop. My little man watched in awe as the best in the business hit everything flat out, and asked if I was going to do the same!

After spending 20 minutes watching, we headed back to my bike, pointed my wife and Jayden in the direction of the dreaded log and told them there was a good chance there would be some decent action to watch.

I then mounted my bike and headed off for what turned out to be my fastest lap of the day.

As I approached my least favourite part of the loop, I lofted my front wheel up and over the log, the back wheel hit and despite a small bobble I made it over cleanly for the first time. I looked up to see my little man standing there and I let out a massive “Woo Hoo” and proceeded to finish what I thought was the final test of the day, only to cross the line to see Riley Graham at the start line holding one finger up to let me know we were doing one more test!

By day’s end I had completed seven tests for a total time of 1 hour and 34 minutes, compared to the outright

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winner for the day in CDR Yamaha’s n Chris Hollis, who completed the seven tests in 1 hour and 4 minutes. Yep, he spent a grand total of 30 minutes less on the bike compared to me.

He may have been faster, he may have taken a nice little bonus home for his win, and he may have won a nice trophy and big swag of points 6 towards his goal of becoming the 2016 Australian champion, but I certainly got my value for money in terms of ride time!

DAY-TWO BATTLE By the time we packed up on day one I was surprisingly feeling quite good. Myy rival Dwayne Duff had got the better of me by just over one minute for the day and by pretty much the same g margin he pulled on me in the opening test of the day. We were both set to continue our battle on day two. More importantly, my buddy Scott had been converted into a tree-hugging hippy and though he was not going to return for Sunday’s second day of racing, he has since enquired about the second round of the SAORC! Unsurprisingly, I woke up on day two feeling a little sore and tired, though much better than I was expecting to feel. I jumped up early to see the a massive cloud of fog rise up off the Murray River and quickly engulf the venue, the cloud stopping just on the edge of the pits. I grabbed my camera and headed to the highest vantage point to capture this sensational sight.

The test loop we raced on day two proved to be a little shorter and easier in general. Once again I got off to a bit of a slow start with my arms and upper back taking some time to loosen up from the previous day’s effort.

I was able to improve my lap

time each and every lap across the opening five tests of the day. I only went backwards in time on the final test of the day due to my one and only stall with just 200 metres remaining in the final test! By test five I had dropped over a full minute off my lap time, and though it certainly does not sound too impressive, got within three minutes of the lap times set by the fastest riders in the country.

Sure, I was a long way off their pace but it was cool to not only be able to compare my times with the same riders who helped power Australia to the 2015 International Six Day title at the end of 2015, but it also gave me a greater appreciation of just how much speed the best in the business can carry and the commitment it takes to hit their lines perfectly lap after lap.

I once again spent the day in a tight battle with Dwayne Duff as he powered

his CRF450X to a narrow victory ahead of me for the second straight day, though things were quite a bit closer as we both also moved a little closer to the next rider in front of us.

FASTER FOR FUN I ended the day some 20 minutes behind outright winner Tye Simmonds but happy that it was a fair whack closer than the previous day. I won’t ever get to the pace of the best riders in the country but there is one thing for sure: I have plans to head to a couple more rounds of the AORC this year and can’t wait to compare my times with Australia’s leading enduro racers. And I’ll be doing all this while having my own close-fought battles with some random rider who I have never met before but will get to know while we line-up to tackle what is sure to be some of the best trails this country has to offer.

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BIKE TEST 2016 SUZUKI RMX450Z

STORY MATT BERNARD PHOTOGRAPHY KATRINA BERNARD

THE

GOOD THE BAD AND THE UGLY We spend a month getting to know the Suzuki RMX450Z in a real-world environment

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BIKE TEST 2016 SUZUKI RMX450Z

A

way from the glitz and glamour of the Australian media launch, the previous chance we had to ride the Suzuki RMX450Z we found nine defining facts to love, or hate, about Suzuki’s bush beast.

1. THE DONK You won’t find a mild-mannered trailbike here. The RMX450Z is based on the Championship-winning RMZ450 — the DNA is all motocross here, baby. The bottom-end of the RMX is one of the best in class. It’s torquey, smooth and just waiting to have a log pop out ready to fire into life and launch the front wheel.

2.WHEN THE GOING GETS FAST With the standard 51-tooth rear sprocket, you’ll find the bike will rev pretty hard at around 100km/h. We recommend trying a 49 for some more open trails.

3. AM I GETTING FAT? At 124kg, the bike is amongst the heavier 450 enduro bikes. However, I’ve never once ridden out on the RMX and thought it was a heavy-feeling bike.

It’s nimble, slim and isn’t a handful to muscle in tricky terrain. It might feel weighty to lift off the stand or to load onto your ute but that that’ss it.

TECH SPECS • Engine type: Single-cylinder, fourstroke, DOHC, liquid-cooled • Capacity: 449cc • Starter: Electric and kick • Transmission: Five-speed constant mesh • Wet weight: 124kg • Seat height: 955mm • Wheelbase: 1480mm • Fuel capacity: 6.2L • Price: $12,490 plus on-road costs

4. HEY THERE GOOD LOOKIN’ The RMX is one sweet-looking machine. Its motocross styling gives it a real racey feel, one I’m a massive fan of. The yellow, black and red colours really give this bike a top look. The headlight is sleek in style and is a lot better-looking than some other OEM spec lights. The mini blinkers look excellent and will also stay out of the way in a crash — fashion meets function. The bike doesn’t come with handguards from the showroom floor, so grab yourself a set before you leave the dealership.

5. WHAT ABOUT THE FUEL TANK SIZE? Yeah, it’s an issue. The 6.2L tank is good for about 70-odd kilometres of hard, high-rev-range riding. I managed to get up to and above 90km out of a tank, so don’t discount the bike if the smaller tank scares you off. A bit of smart riding and short shifting will get you some extra kilometres out of the standard tank. IMS makes oversized tanks for these bikes, and Acerbis makes a 2L handlebar tank that drains into the tank and which is a bit easier on the wallet.

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6. DOES IT FEEL LIKE A MOTOCROSS BIKE TO SIT ON? When you first sit on the bike it’s a very motocross-feeling ergonomic package — because it is. Is that a bad thing? Not really. Most bikes are now going to the more race-ready ergos and the RMX hits the mark with its setup. You’ll find oversized Renthal handlebars and a gripper seat on the bike also.

7. IS IT NEW FOR 2016?

No, the bike has remained the same since 2010, save for some cosmetic changes and the introduction of ADR Approval. Since the ADR Approval, the RMX has really made its mark on the 450 enduro scene with a growth in sales and a huge leap in popularity.

8. WHAT MAKES IT DIFFERENT FROM THE RMZ450?

The frame geometry has been refined for enduro, as has the Showa suspension; you’ll find an 18-inch rear wheel; the engine has different cam profiles, compression and transmission ratios; electric start; and kick stand and a hinged airbox.

9. THE $12,490 QUESTION: WOULD WE BUY ONE? Sure! The Suzuki RMX is an excellent motorcycle. It’s not built for long rides on gravel roads; this beast wants to get dirty in the technical trails, launch erosion mounds and race your mates through the trees to the pub. It could o take a larger tank or different gearing to set this bike up for you, but the RMX is a top bike in the Australian bush.

WE HATE • 6.2L fuel tank • If you want to sit down for long periods, the seat will get hard • Could do with a smaller rear sprocket • Needs handguards from standard

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WE LOVE • Great power • Sleek looks • Racey ergos • Well priced • 1% finance • The blinkers • Headlight

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FEATURE TOURATECH CHALLENGE REPORT BRIGHT 2016

challenge With support from Bright locals, manufacturers and suppliers, the crew from Touratech and Maschine brought something new to the adventure bike scene in Australia WORDS AND PICS BY CRAIG BERNARD ’m sure the quote “Build it and they will come” from Kevin Costner’s Field of Dreams movie would have resonated through the minds of Trudi and Nic from Maschine in the early planning stages of this event. They had taken on the organisation of The 2016 Touratech Challenge, the likes of which has not been seen before in Australia and which is based on similar events held in Europe. Would the punters enter?

Would anyone come and watch? Well, they sure did and we (as in my wife Sue and I) did on the way back from a trip to Tassie. It was a top day and definitely one I will mark down on the calendar for next year, maybe even have a crack at riding in it.

The date set in March followed on from Touratech’s annual travel event, which seemed like a natural extension of what is a weekend of great riding, a dinner with industry guest speakers and the opportunity to take in some valuable rider training. Entry numbers to the challenge were boosted by 13 of the participants who wanted to test their skills against their buddies in a beautiful Victorian country town already bursting with activity. Bright was also hosting the National Downhilll Mountain Bike Titles as well as a car racing event and the culmination of a large group charity walk. (Note to self: Book accommodation and dinner earlier next time!)

Bright is a funky little town perfect for something like this, with a variety of quality food and accommodation options surrounded by beautiful high country roads and trails to let the foggy memories of city life dissolve.

The Bright Brewery is one great place to meet up for a meal and perhaps a tasting rack of their own ales, as well as a visit to the Alpine Hotel for some pub grub with a sip of local wine. If caffeine is your go there’s no shortage of choices there either, all within shortt walking distance of a comfy bed.

In the morning, swinging by the

I

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st go to all the A huge shout out mu s who gave up their eer unt vol and als loc cess of the event own time for the suc

challenge’s base in Pioneer Park to scope things out, it was clear a lot of effort had been put into the planning and execution of this gathering of adventure riding enthusiasts.

Major manufacturers BMW, Honda, KTM, Suzuki, Triumph, Aprilia and Yamaha were represented, some with team trucks, quickshades and an abundance of display and test bikes.

There were also a variety of local food and drink vendors scattered amongst other suppliers, with Touratech

showing off a heap of its range also.

All this with the backdrop of the AFL club hosting a local derby.

IT TAKES ALL KINDS Entrants to the Touratech Challenge were broken into three categories or classes — Touratech multi-cylinder, Safari Tanks single-cylinder and the Maschine women’s class. Many brands and vintages (both in bike model and rider) were represented enthusiastically and the camaraderie

was abundantly evident as they ed cheered, encouraged and high-fived each other throughout the day and from the sidelines during the final.

After paying an entry fee and receiving their T-shirt and goodies bag with food tokens, the 26 eager riders were faced with a choice of 23 challenges to test their skills g and abilities from 7am, completing what they could before 3pm. Some of the challenges were at the base in Pioneer Park while others were

Riders complete d the choice of 23 what they could from challenges and returned to Maschine’s q uickshade base cam the park by 3pm for a well-earne p at d break

spread over surrounding bushland areas, including two sites on a private property with fantastic support from the locals. Officials were placed at each checkpoint to mark scorecards and observe each rider’s attempts.

This event was not based on a race or speed format as such but more a fun skills event with a wide variety of obstacles and tasks to perform.

Touratech ran a very successful event like this bi-annually in Europe in the off year to the GS Trophy.

The leafy trails linking different event areas spotted with the odd water crossing were an added bonus to the day, as were the views found at ridge tops and around corners.

Not all challenges were bike related either — such as making a paper aeroplane, checking the price of fuel at a designated servo and finding out how many megalitres were in a marked, signposted dam — integrating a bit of navigation and fun to the other riding skills, obstacles and challenges.

GETTING IT DONE Riders completed what they could from the choice of 23 challenges and returned to Maschine’s quickshade base camp at the park by 3pm for a well-earned break while points were tallied. It was a chance to compare notes with other riders and share their thoughts on the events of the day. The top 12 point-scorers were allocated

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FEATURE TOURATECH CHALLENGE REPORT BRIGHT 2016

Major manufacturers BMW, Honda, KTM, Suzuki, Triumph, Aprilia and Yamaha were represented, some with team trucks, quickshades and an abundance of display and test bikes

64 |

a spot in the final held later that afternoon in a marked area with manmade obstacles including stacked pallets, tyre mounds, balance beams and a tricky one where the rider held a rope in their hand passed by a scorer but tied to a tree. The riders then had to ride around the tree three times with the ever-tightening rope in hand.

Test runs of the finals course were demonstrated prior by BMW marketing manager Miles Davis as well as Shane and Chris from Motodevelopment, to show just how it should and could be done. The final did prove challenging for most with none of the top 12 having a totally clean run. There was plenty of support coming from the sidelines from both spectators and competitors alike; it was a great atmosphere that I’m sure will mean plenty will be back next year plus a few more.

While it was all about having a go, participating and challenging yourself, points were tallied at the end of the day with a presentation night held that evening. Scott Wellman was crowned the inaugural overall and Touratech multi-cylinder winner.

Mark Vowles came out on top in the Safari Tanks single-cylinder class and Amy Harburg took the honours in the Maschine Women’s class.

TAKE A BOW Overall it was a great weekend for all involved, including the severalhundred people who visited the site throughout the day. A huge shout out must go to all the locals and volunteers who gave up their own time for the success of the event, Touratech, Maschine and their crews.

Also thanks to the manufacturers and suppliers who supported the event with displays and test rides, the participants of course, and whoever was responsible for organising fantastic weather. It’s definitely an event we will be keeping an eye out for in the future as a must go.

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BIKE TEST AJP MOTORCYCLES

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STORY & PHOTOS BY PETER DUNLOP

THE AJP

EXPERIMENT Is it inevitable that a new bike purchase needs to be a wallet-shredding experience?

Not so, according to Peter Dunlop

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BIKE TEST AJP MOTORCYCLES

I generally get around on a modified YZ250 two-stroke or perhaps an old TT600

T

here’s been a bit of interest in this new toy I’ve bought recently — an AJP — and as it is a mostly unknown brand in Australia, I thought I’d do a bit of a write-up on how I’ve found the new bike to be.

I generally get around on a modified YZ250 two-stroke or perhaps an old TT600, or maybe even a little ’82 model XR200. I’m not the fastest rider around but I’m not the slowest either, and I can generally get my bikes to behave pretty much how I want them to by doing my own suspension and engine work. I enjoy

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tinkering with them and trying out new ideas to improve the way they perform or to increase their robustness.

I also play on the Vinduro scene, hence the old TT and XRs in the collection. The XR200RC is the most recent Vinduro addition, purchased about 18 months ago. After restoring it I was amazed by just how easy and forgiving a bike it was to ride — and this from a mostly ‘stock’ 33-year-old bike!

Although it has only 195cc capacity and is an old two-valve design, the engine on the XR is surprisingly tractable, even at low revs. The basic

nature of the air-cooled engine is one of its pluses — no radiators to squash, no complex fuel systems to decipher and only the very simplest of electronics to control the ignition. It is a very light and nimble bike and has a fairly low seat height when compared to modern enduro bikes. This gives it the ability to be thrown around on the tighter tracks without wearing yourself out fighting the inertia and power delivery that come with the heavier, more powerful bikes.

The biggest downside to the XR is the old technology in its suspension.

I figured it would be an awesome bike with a more up-to-date set of forks and shock fitted, but the requirements to do so mean it would probably change the character of the way the bike behaved and would add a fair bit of weight. I looked at alternative frames (such as the full alloy BBR frame), which would allow modern KTM85 or CR85 suspension to be used as well as providing modern ergonomics. They were not cheap options, however, and the bottom line was that it was still going to be a 33-year-old drivetrain in a modern chassis.

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DISCOVERING THE AJP Whilst searching around for a solution, I had seen a couple of Chinese offerings that had a lesser quality ‘clone’ of the BBR alloy frame fitted with a 200cc air-cooled engine. The engines looked very, very similar to the one in my XR and I discovered that it had been cloned, too. But they looked cheap in the quality department, so I kept searching.

Fast forward a couple of months and Pat put up a thread on the forum about a new brand of bike called an AJP that might be of interest to those in the club who currently rode the three-quartersized TTR230 or CRF230 trail bikes.

These TTR and CRF bikes are targeted at riders who are a little shorter than the norm but at the expense of having poorer quality suspension than their full-sized counterparts — and usually with a weight penalty, too.

I started looking into the AJP brand a bit more — the company is based in Portugal and has been around for 27 years but has only recently started pushing their wares onto the international market.

What I found was a company that designed (what appeared to be) a quality package bike that came in a variety of sizes to suit the different needs of

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various riders, and at a very reasonable price. There was the lighter PR3 with smaller 19/16-inch wheels in either a 125 or 240cc air-cooled engine size.

The next size up was the PR4 with normal 21/18-inch wheels in the same air-cooled engine capacities. The flagship of the company was the PR5, a water-cooled, fuel-injected 250cc “modern” bike with full-sized ride height and the latest suspension.

There are some different concepts with these bikes — the fuel tank is positioned below the seat and the upper shroud area is much slimmer than normal due to not having a tank there — instead, that’s where the air filter is located.

The frame, swingarm and fuel tanks are all designed and built in-house but the other components are sourced from external companies with specifications to suit the AJP bikes. Suspension comes from Sachs and Marzocchi, plastics from Polisport, Michelin tyres, etc. The engines are from a Chinese company called Zongshen but also built to a design spec for the AJP bikes. The engine appears to be a copy of a CRF230 engine with a mix of XR200 parts thrown in. It pumps out a whopping 20hp in stock trim.

THE AJP LINE-UP The PR4 is the most expensive model at $7645 The PR4 MX version (rec-reg only) is $5295 and the Enduro Pro (ADR compliant) is $6795 The PR3 models are cheaper again at $4895 and $5495 respectively

WE GOT CHOICES Within the PR3, PR4 and PR5 range there are also ‘sub-models’. These are all the same basic engine and frame combinations but with different qualities of components added to improve the level of performance. For example, the PR4 has an MX version (normally no lights, but can be fitted for rec-reg), an Enduro version (ADR compliant), and in the case of the PR4 and PR5, an Extreme version with all the goodies added.

I figured a PR4 might be the bike I was after — modern ergonomics, light weight, reasonable suspension and a simple, air-cooled 233cc engine.

The PR5 was a bit too similar to other modern bikes for my taste but still a nice-looking machine.

I had a look at the MX and Enduro Pro models at Dandenong and felt that the PR4 240 Enduro Pro might be a suitable bike, but I wasn’t quite sold on the extra price over the MX version (which I could rec-rego). With me being over six feet tall, I also felt that the bike was a bit low for me, especially in the front end — still, that could be changed if needed by adding a set of full-sized forks. The overall finish and build quality of the bikes looked first rate, so I was prepared to look further

into getting one. Sadly, there were no Extreme models at Dandenong to look at when I visited. The next batch wasn’t due in until the end of January.

While doing a bit more research into AJP bikes, I discovered that a bike shop in Mansfield had just started selling the AJPs and when I emailed them I found that they had a PR4 240 Extreme in stock. They were also doing a promotional day that following Saturday so I could see the new bikes on display and get a good idea of what the differences were between the various sub-models.

I went up to Mansfield with the intention of (maybe) getting a PR4 240 MX version, which I could then get ready for rec-rego. The MX versions are available with basic lights already fitted for just under $5300, but there was still going to be a bit of extra cost to tailor the bike to suit my height. I figured I’d probably need to allow for getting some YZ SSS forks, a YZ front wheel, triple clamps, brake master cylinder and caliper and some new 28mm handlebars.

When I got there, I was able to see the different models side by side and compare what they offered for the extra money. The PR4 Extreme model immediately caught my eye as it already

| 71

BIKE TEST AJP MOTORCYCLES

came fitted with full-sized 48mm DLCcoated Marzocchi PFP forks, billet triple clamps, different wheels, better brakes, fat bars, better levers and footpegs and a normal seat height.

We measured the MX model’s 40mm standard forks against the Extreme’s 48mm ones and the extra seat height was due to the forks being 40mm longer on the Extreme model.

I did some quick calculations in my head and found that the extra cost for the Extreme model was pretty well justified with the value of the upgraded components over the MX version. It was then a quick phone call to get permission to spend the extra $2k, fill out some paperwork (including details for the two-year warranty) and I was suddenly an AJP owner.

Malcolm and Tracy at Mansfield Marine and Motorcycles were very helpful and patient — I spent ages looking over the various models — and were happy to swap over a few bits on the new bike to make it less restricted. They offered lots of helpful tips and I would happily recommend purchasing a bike from them if anyone is considering joining the AJP owners’ club.

BRINGING IT HOME Once the bike was home, I started having a more detailed look at the bits hidden under the shrouds and covers — the build quality still seemed great and I didn’t see anything to make me regret my decision. I took it for a quiet spin around the paddocks; the engine was very tight still and the gearbox quite notchy. I thought for a moment it only had three gears working but it was just stiff to select the top couple for the first few kilometres.

I booked the bike in to get the rec-rego sorted — it wasn’t able to be done by the shop — and cruised down to Warragul to get it inspected. No problems there. The ADR compliance plate and all the ADR gear was still fitted, so it passed with flying colours.

The only issue was when we went to put the details into the VicRoads system. It seems AJP wasn’t known as a motorcycle brand to them and there was a bit of a delay as the details of the company were sourced and added into the VicRoads database.

I’m told this must be the first AJP to be registered in Victoria.

My goal was to get this bike as light (or lighter) as the 101kg of my XR200. The AJP tipped the scales at

105.5kg with oil but no fuel. I started looking at ways to reduce weight — off came the indicators and other ADR stuff (-0.5kg), and a smaller taillight/ numberplate holder was fitted (-0.3kg).

The standard battery was replaced with a lithium version (-1.2kg), which was quite noticeable as the weight was high on the bike. Still got a couple of kilos to go yet but I’ll get there!

THE REAL RIDE I’ve done 125km to date on the bike, mostly on overgrown 4WD tracks near home. It is a pleasure to ride so far and whilst I haven’t revved the engine out fully yet (1000km run-in distance according to the manual), it is certainly very similar to the XR motor in its power delivery down low and at mid-range. The engine braking is very strong for such a little donk but that may fade off a bit as the engine loosens up further. The suspension is fairly plush but seems quite capable of taking logs and ruts in its stride as well. The back shock spring has softened a little so I have adjusted the preload to suit, but I might need to fit a heavier spring in the future.

The overall feel of the bike is that its weight is carried very low, similar to a trials bike. There is no top-heaviness

72 |

at all and it makes the bike feel very stable and grounded. It is light, nimble and very easy to flick around and push into corners. It is also comfortable for someone of my size as the bar/peg/ seat area of the Extreme model is more open than the other versions.

There are a few things that let it down — but they are only minor items.

The kickstarter that was supplied in a box along with the mirrors and manuals looks second-rate when compared to the rest of the bike. It looks like a cheap after-market one and maybe that is an incentive not to bother fitting it — more potential weight saving? I can always push start it if the battery goes flat, right?

The rear brake pedal looks like it was added on as an afterthought. It works perfectly well but is made of steel, crude looking and sits too far inward. It is something I will swap over for an alloy one soon.

The standard gearing is too low. I could climb trees on this thing with its current sprocket configuration; 13/48 will be getting swapped to 13/45 soon (more weight savings — yay!)

On the subject of gearing, it would probably benefit from having a sixspeed box installed — something for me to research for the future!

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FEATURE A ROAD LESS TRAVELLED

alesrs otraavdelled

JAMES STROINOVSKY STORY BY HAYDEN GREGORY PHOTOS BY

eas What it takes to give it all up, head overs and put trust in your two wheels

W

e have all had that thought of packing up everything we own, jumping on the bike and riding away.

Where we end up is anyone’s guess.

You’re fed up with work, you’ve got problems at home or you just want to channel your inner Forrest Gump.

While Tom Hanks ran for days on end, no doubt most of us would prefer a two-wheeled getaway. My suspicions were confirmed when I recently learnt of one young man doing just that.

Let me introduce you to James Stronsky. James is a 27-year-old bartender and demolition worker from Sydney who has spent the past two years saving up and rebuilding a 1983 Honda XL500S. Why? Well, unlike most of us, James has decided to turn his riding dreams into a reality. He has embarked on the trip of a lifetime, a nomadic journey down the Silk Road.

It has always been James’ goal to pack up his bike and ride around the world. A keen interest in history and politics has led him to this rarely travelled path which will no doubt present a number of challenges along the way.

While now a reality, this trip has been many years in the making. The thought first entered James’ head when a family friend returned from an overseas trip. While riding abroad he had gained a new lease on life and told stories that inspired the young James. He knew at that moment that one day he would embark on a similar journey, but until recently it was always some day, some point.

James was always a passionate motorbike rider but favoured the onroad stuff. Armed with an ’83 Honda

74 |

| 75

FEATURE A ROAD LESS TRAVELLED

he teamed up with lifelong friend Nic Kourieffs from High Tech Mufflers to literally get the wheels in motion.

The pair set out for a quick rebuild before passion took over. Endless hours were poured into the bike as it was literally rebuilt from top to bottom. Long-range tanks, solar chargers, accessories galore — you name it, they did it. What was meant o to be a six-month quick fix turned into two years of well-thought-out, wellplanned work.

While working on the bike James juggled two jobs, aiming to save enough money to make the trip happen. Trying to squeeze out every last penny, James even began selling all of his belongings to the point where he left only one pallet of possessions behind.

It is all part of the nomadic experience, I guess. Materially, he will leave with nothing and return with nothing. It is the wealth of experience and knowledge he will gain, however, that means the most. That can never be taken away and there will always be a story to tell.

James has started his trip in Japan where he will spend a month ironing out any issues he may have with the bike. It will give him some time to brush up on his mechanical skills as there will be no one to help him once the real journey begins.

The next step will be a flight to Russia where he will then point both wheels for Turkey and take off. James will venture through a number of countries including Mongolia, China, Kazakhstan and Turkmenistan.

The Silk Road derives its name from the lucrative Chinese silk trade which used the paths as an extensive transcontinental trade network. James will do his best to follow the tracks but has no set plan. Time is of no importance and he is keen to discover as much as he can rather than just clocking up kilometres on the bike.

James mentioned that the first four months are somewhat mapped out until he arrives in Kazakhstan.

From there he will play it by ear, truly epitomising the sense of adventure.

He further commented that he is excited by the feeling of it being just him, his bike and his Olympus camera capturing every moment.

I’m sure many of you can relate to this but nowhere near the level James is about to experience. While most of us venture to the nearest off-road track for a sense of loneliness, James will head to the other side of the world. He will encompass countries that don’t speak English and exhibit extremely different cultures.

It will all be a part of the experience and he will have to learn to communicate in different ways, especially when it comes to fixing his bike, finding fuel or even a place to sleep. He understands that sometimes accommodation might not even be

76 |

viable, which makes him more than happy to utilise the tent packed on the Honda’s back.

This type of trip is definitely not easy. It means giving up everything you have — your possessions, your job, your family — to essentially enter the unknown. It is a huge risk but no doubt a rewarding one. It is inspiring to think that your motorbike can take you places you’d have never thought and, like James, you could travel in a whole new sense of the word.

Get your head down, put in the hard work, involve the right people and you too could be riding off into the distance sometime soon. Just picture it for a second: the open road, no plans, complete freedom and a trusty set of two wheels. Enough said.

FOLLOW JAMES’ ADVENTURES ONLINE! Visit www.chasingnothing.com for all the latest developments.

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BACK PACK

DS GEN HOT E L

82

WE FEATURE ONE OF THE GREATS

HOW-TO TIPS AND TESTED GOODIES

H TIPS TEC

84

WE GET GREASY AND PLAY WITH OUR TOOLS

NATION STI S E D

86

A QUICK LOOK AT A DREAM RIDE LOCATION

E TIPS RID

88

DERS’ RIDE EA

S

R

TACKLE THE EASY TO THE TOUGH WITH THESE TWOWHEEL TIPS

92

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

NG SHO RTI T A P

98

CAPTURING A GREAT MOMENT IN TRAIL TIME

| 81

LEGEND SHOT JUHA SALMINEN

JUHA SALMINEN

It was a pretty special moment when Juha Salminen visited Australia to compete in the 2006 Australian Four Day Enduro.

The Finn is without doubt one of the greatest enduro riders to ever compete. He has 13 World Enduro titles (including six in a row) to his name. He won the ISDE six times, he’s a Finnish national motocross champion and two-time GNCC champ as well.

On top of all that, he’s a humble and friendly guy who has shown himself to always be totally approachable and also has a great sense of humour. A legend through and through.

PHOTO ASHENHURST

82 |

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The result is an adventure touring tyre with unprecedented mileage and a unique consistency of performance throughout its entire lifecycle, even in the wet.

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FOLLOW PIRELLI MOTO AUS:

TECH TIPS rom a technical point of view, the clutch on a modern-day dirtbike is an impressive piece of equipment. When you take the time to stop and think about what the clutch actually has to do, you have to agree that it’s a fantastic tool that is so important to your riding experience. The clutch has the job of regulating the delivery of the engine’s power to the gearbox and drivetrain through infinite points of friction, not just “on” or “off”. By doing this, the clutch gives the rider the control needed to provide traction and drive when and where it is required, no matter what the riding situation. Needless to say, it is absolutely vital your clutch is working properly so as to maximise your riding experience and minimise the chance of striking trouble on the trails.

F

CLUTCHING THROUGH LIFE

It can be your friend and it can be a necessary evil, but if you treat it bad it will make your life miserable WRITTEN BY CLIVE WARD OF MOTORCYCLEBIZ PHOTOS BY CLUBBY

Large nut Hub and basket. together in centre holds it

HOW DOES A CLUTCH WORK? The outer basket is driven via the primary drive gear directly off the crank — whenever the engine is running, it is spinning.

The inner hub is splined directly onto the gearbox input shaft.

The large tabs on the outer rim of the fibre friction plates locate into the slots on the basket, and as the basket spins the friction plates are driven around. The steel friction plates are splined onto the inner hub. Pressure from the clutch springs forces the pressure plates inwards; this force causes the fibre plates to grab the steel plates and drives them around, which in turn drives the inner hub and therefore the gearbox input shaft. The clutch is deemed “engaged” when the lever is in the fully out position.

When you pull in the lever, you are disengaging the clutch by mechanically forcing the pressure plate outwards against the clutch springs; without the inward force from the pressure plate, the fibre plates slip against the steel and drive is reduced or lost completely.

84 |

Cable clutch ad juster

WORNOUT VERSUS GOOD

WHAT IS WRONG? Slipping • Over adjusted — check you have sufficient cable free play • Wrong oil — if car motor oil is used, the friction modifiers in it may cause the plates to slip • Weak pressure springs — the springs may have lost the ability to hold sufficient pressure against the pressure plate

• Worn or burnt fibre plates — the fibre clutch plates may be worn out or burnt out Dragging • Under-adjusted cable — check cable adjustment and also check cable for fraying • Air in hydraulic system/faulty master/slave cylinder — bleed hydraulic system and check for correct operation

• Warped steel friction plates — the steel driven plates may have warped due to use or heat • Grooved basket slots — the fibre friction plate tabs may have grooved the slots in the basket — file or replace • Grooved inner hub — the steel driven plates may have grooved the inner hub splines — replace inner hub

ADJUSTMENT The correct adjustment position for the clutch lever is when you have 1-2mm of free play before pressure is applied to the pushrod and when the lever is pulled in, the clutch is completely disengaged before you are crushing the two outer fingers with the lever. Cables usually have two adjustments: one mid-cable with a couple of locknuts and the other adjustment at the top of the lever as part of the clutch perch.

Hydraulic has adjustment inside the lever and adjusts the free play between the lever and the master cylinder’s inner piston.

clutch Yamaha YZ250F

NEW STEEL AND FRICTION VERSUS OLD FRICTION

DOS:

HOW TO REPLACE Most enduro and MX bikes have a clutch inspection cover. These are usually held on with six to eight bolts and are easily removed to access the clutch. Some adventure bikes and trailbikes don’t have this cover, so you may have to remove the entire engine cover to access the clutch. This will mean draining coolant, oil and removing the kickstart lever and often the foot brake lever and oil pipes. If you have to remove this engine cover you will need to replace the gasket, so don’t forget to order that too.

Once you have the cover removed, the clutch can easily be disassembled by removing the five or six bolts with springs

under them. Once free the pressure plate will pull off and then the fibre and steel plates can be pulled out. Note the order as you remove them, as often there are different plates making up the clutch and they are installed in a specific order — this is especially true for bigger adventure bikes.

Inspect and measure according to the manufacturer’s specifications and replace any component that is out of specification. If you need to replace or repair the clutch basket you will require special tools to remove the centre lock nut. Do NOT try to lock the hub by jamming a leverr bar between the posts the pressure ure plate bolts to — they WILL snap nap off and a new hub will be required. quired.

 Do lube cables regularly  Do adjust cables to have  Do use the correct oils 1-2mm free play  Do locktab the inner huin the engine  Do assemble as per manb and basket nut ufacturer manua l

DON’TS:

 Don’t over adjust  Don’t excessively slip the clu tch in mud or on  Don’t use car oils as steep hills  Don’t use transmissiothneyoiloften contain friction modifiers cylinders. Only

use

in Magura cylin der master

a mineral oil  Don’t use the hub poMstags ur to

prevent the hu b turning when ntre hub nut — they break off easily

removing the ce

CLUT COMPONENTS CLUTCH

CENTRE HUB

Not disengaging at all • Wrong or contaminated oil — the oil in the gearbox is contaminated with moisture or is too thick and is acting as a glue on the fibre plates • Grooved basket drive slots — the groove is holding the fibre plate against the steel • Rusted steel plates — moisture contamination may have caused the steel plates to rust • Faulty pushrod mechanism

— the pushrod mechanism or bearing may have failed

PRESSURE SPRING LENGTH

Shuddering on take off • Hot spots on steel driven plates — check steels for blue hot spots • Warped steel driven plates — check steels against a sheet of glass for flatness • Worn or faulty judder springs — judder spring has lost concave force

| 85

DESTINATION VICTORIAN HIGH COUNTRY

There is no shortage of the biggest hills you’ve ever seen

It’s long been a favourite of Aussie trailriders and it’s not hard to see why. The Victorian High Country is home to an endless number of amazing tracks of varied terrain, from loamy soils to sand and then back to rock shelves and rock-littered trails.

One of the big reasons so many people head to the High Country is

86 |

N A I R O T C VI Y R T N U O C HIGH

the hills and believe us, there is no shortage of the biggest hills you’ve ever seen. Some are pretty simple, just a long slog uphill for hundreds of metres, while others are utter bastards made of the slipperiest shit on Earth.

There are also some great places to stay, like Bright and

Myrtleford, where you’ll find excellent accommodation to suit just about any budget and some brilliant food and drinks from the many outlets.

There are also heaps of camping spots, some up mountains, some along rivers and just about anywhere else you could hope to find a slice of paradise.

Make the trip if you can and find someone to show you around so you get the best of it — there are some great tour companies in operation, like Rush Adventure Tours. If you’ve been once you’ll return over and over like we do.

I RIDE

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TRAIL TIPS STAND-UP SLIDES

STAND-UP SLIDES A nice, controlled stand-up slide on the exit of a turn is a great feeling. Here are five tips to help you get it right WORDS SHANE BOOTH PHOTOGRAPHY MATT BERNARD

1THE SURFACE

Choosing the correct surface to allow this to happen is important. Too slippery and it will be something you are actually trying to avoid, too grippy and it’s not worth the effort.

This type of drift is great on fairly hard surfaces that have some loose gravel or dirt on top; they tend to offer the best consistency.

IT SMOOTH 2KEEP A good drift happens off the back of smooth control inputs, not a big dump of throttle and clutch. Excessive throttle will produce an excessive speedway-style slide — not what you are looking for. A smooth and slightly aggressive throttle application will produce a progressive, controlled drift.

You should also ease out of the drift rather than chopping the throttle if you feel like the rear is coming around too far; it will most likely cause a high-side.

LEAN IN TOO MUCH 3DON’T Your side-to-side weight distribution plays a huge part in this technique. Slightly more weight through the inside footpeg will help initiate the drift, then once the rear is starting to slide

88 |

you will need to balance out the weight through your pegs again. If you just keep all the weight on the inside peg the slide will continue until you are on the ground. At the same time, don’t abruptly transfer your weight to the outside footpeg; that could cause a high-side crash.

KEEP YOUR HEAD OVER 4 THE HANDLEBARS With all that is going on you need to remember to keep your head forward and over the handlebars, sometimes even slightly forward of the bars and over the headlight.

Your body weight is all that you have to help the front wheel maintain traction. If you stay forward it will also mean you are more efficient as you accelerate off the turn in the standing position.

KEEP YOUR 5 FRONT WHEEL POINTING IN THE DIRECTION YOU WANT TO GO As the rear of the bike slides out it’s important to keep the front wheel pointing in the direction you want to head.

Also make sure you keep your vision locked on where you want to go; this makes a huge difference to how you ride out of the slide.

| 89

TRAIL TIPS TECHNICAL DESCENTS

90 |

VISION This is where it starts. You need to see that the terrain is changing and adjust your riding to suit. This can only be done by keeping your vision up and ahead, paying attention to details on the trail. Speed is the most common factor when riders get into trouble on this type of section; they come in too fast because they didn’t pick up that the terrain was becoming technical.

Spot the signs and section early and you’ll have the time to adjust .

SLOW IT UP Get your speed set to a comfortable pace for the terrain before you start the descent. If you go into a steep downhill too fast you are simply going to be a passenger. You won’t be able to get your speed in check and you’ll just pinball your way to the bottom — if you’re lucky. You should be at a speed where you can stop if you need to; that’s the only way you are in total control. If you can’t stop and the terrain changes into something unrideable then it can only end one way.

KEEP YOUR WHEELS TURNING Locking a wheel in this situation not only brings you a potential crash, it also causes the bike to speed up. Be smooth and progressive on both brakes and do all you can to avoid a locked wheel, even the rear. If the surface turns into big, loose rocks, sometimes you will need to release the brakes for a split second to roll over them before you re-apply. At the end of the day, just do everything you can to avoid locking a wheel.

USE THROTTLE IF NEEDED

TECHNICAL DESCENTS Steep, rocky descents are intimidating and easy to get wrong. Here are a few things to help you down the next one in one piece WORDS SHANE BOOTH PHOTOGRAPHY MATT BERNARD

Even on the steepest of hills, you may need a burst of power every now and then. It may be required to get the front wheel over or across something that would cause you to get stuck or to launch the bike off a sheer drop that might otherwise cause you to go over the handlebars.

If you do need to use power, try and use the very least amount required to get the job done. The less speed you add the better.

LEAN BACK Get your weight back. You can see in this shot that I’m right back over the rear fender; my arms are almost completely straight as I get as far back as physically possible.

This will help you brace yourself and remain physically efficient and also keep as much weight over the rear of the bike to help stop it from lifting as it gets really steep.

| 91

FEATURE READERS’ RIDES

READERS’ RIDES Mitchell Wils on Kerrod Laine

A Aarend Le Roux

Sam We

gener

Paul Rhook

Michael Eckert

Neil Foster

Andrew Collins

92 2|

Neil Dimech Luke Bussey

Brent Cha

pman

Ralp R l h Vi Ral Visser

Gllenn W

aterhou se

J Jarrid B Bartl tle

| 93

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Lacking comfort • Soreness after short rides • Need foam rubber repairs or recovering • Changing seat angle • Height and width adjustments • Seat lowering for short riders • Extra height for tall riders Customised seats made wider, softer or firmer – with thigh and coccyx pressure adjustments – for most makes and models.

Call Peter today to discuss options for your motor cycle or scooter

03 9306 6940 or 0412 546 227 www.acmseats.com.au peter@acmseats.com.au

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300V 5W40 Factory Line Off Road 100% synthetic lubricant. technology.

Honda HRC rider

JOAN BARREDA

are the toughest days of the toughest rally, as riders cannot receive any outside assistance. Joan Barreda experienced an accident that broke his handlebar in two pieces. Barreda managed to not only fix it but also keep pushing ahead and away from his biggest rival. This achievement is now part of rally history. This is MOTUL’s doctrine: pushing where anyone else would have stopped.