Issue#72 Oct/Nov

CLUBBY DOES WORLD ENDURO THE LEGEND GOES EURO TRIPPING

HONDA’S HOT NEW CRF450RX SO CLOSE AND YET...

OUTBACK IN THE USA EXPLORING THE WASTELANDS

SUZUKI’S V-STROM 650XT FROM DUALLY TO ADV

OCT/NOV 2016 ISSUE 72 AUS $9.95* NZ $12.20 (Both incl. GST)

BEAST MODRE-F! UPSIZE YOUR W

off road imports 02-4577-7022

ISSUE #72/OCTOBER/NOVEMBER 2016

28

36

44

54

60

66 4|

REGULARS

66 LAURA BUITRON

6

She’s perhaps the most qualified female adventure rider on Earth

SNAPSHOT

A frame grab of what we live for

and her story will leave you dreaming of a life on two wheels

8

72 CLASS OF 2017

BIKE OF THE MONTH

A classic piece of steel that’s high on drool factor

A rundown of the offerings for the year ahead

FEATURES

BACK PACK

28 SUPERSIZE ME

82 LEGEND SHOT

We ride two special WR-Fs packing extra CCs

Who is this issue’s featured champ?

36 USA TOUR

84 TECH TIP

Clubby and the Professor report back from their epic US tour

We get greasy and play with our tools

44 WORLD ENDURO

86 DESTINATIONS

Clubby negotiates successfully with the missus to catch up with

A quick look at a dream ride location

the World Enduro

88 RIDE TIPS

54 SUZUKI V-STROM 650 XT

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

The brilliant little dual sport gets a little more adventurous

92 READERS’ RIDES

60 BMW ENDURO SAFARI

Your photos of your bikes in full-colour glory

Craig Bernard takes the lead in BMW’s tough GS Enduro Safari

98 PARTING SHOT

and comes into hard contact with wildlife

The last word — or photo — ‘til we see you again

ON THE COVER Active8 Yamaha’s Beau Ralston PHOTO BY ASHENHURST

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 ART DIRECTOR 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 #72 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, Australia. 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.

We are a member of

|5

SNAPSHOT

Active8 Yamaha’s Beau Ralston launches off a log and threads between the trees on his WR480F.

PHOTO ASHENHURST

6|

|7

FEATURE BIKE OF THE MONTH

BIKE OF THE MONTH

8|

It was the reliab many and severa le, easy first bike for l riders neve anything more than what the 17 r needed 5 offered.

1982 YAMAHA IT175 We couldn’t resist throwing this ad in as bike of the month. The IT175 deserves all the kudos coming its way. It was the reliable, easy first bike for many and several riders never needed

anything more than what the 175 offered.

We miss the old ads and brochures. It’s cool to see a toolbox and, of course, you just couldn’t ride in the ‘80s without a YEIS bottle.

|9

GEAR SHOP

GEAR SHOP Come on in and browse around. There’s plenty of good stuff here from the best suppliers around the world

ALIANT ULTRALIGHT BATTERY

FOX RACING ROHR BLACK GEAR

PIRELLI SCORPION MID SOFT TYRE

RTECH VINTAGE PLASTICS

10 |

HELD KENDO BODY PROTECTOR SHIRT

BELL MOTO-9 RED CAMOUFLAGE HELMET

THOR PULSE ACTIVE JERSEY YAMAHA 60TH ANNIVERSARY JERSEY

HONDA HERITAGE HRU196 RHK EUROPEAN BOLT KIT

| 11

NEWS But let’s have a clo se look at the CRF450RX for for no other reaso a moment if n than to drool over a sweet-look ing Honda

TRAIL NOTES

2017

CRF450RX Almost the enduro bike almost all of us have been waiting for... almost his is a good-news, bad-news story. First, the good news.

Honda has built a new enduro bike. Yep, a totally new off-road bike based straight off the promising 2017 CRF450R and is up to date in every way and certainly light years ahead of the CRF450X. The bad news is Australia isn’t getting them. Japan didn’t make the bikes ADR compliant so they can’t be registered and there’s no real market for that kind of bike. So close yet so far!

But let’s have a close look at the CRF450RX for a moment if for no other reason than to drool over a sweet-looking Honda. Just imagine a headlight and number plate to complete the dream.

T

INSIDE THE BEAST The 2017 CRF450RX is almost identical to the CRF450R motocross bike and therefore shares all the improvements Honda has bestowed on the ’17.

The 2016 model was criticised for lacking sheer grunt but the new 450 is promised to have an 11 per cent improved power-to-weight ratio.

To make the RX enduro-ready, Honda made several changes including swapping out the 19in rear wheel for an 18, adding a larger 8.5L plastic fuel tank and while its motocross cousin offers the choice of either kick-start only or electric start, the RX will be electric start only.

To help keep traction on the trails, the RX’s PGM-FI ignition timing map produces softer power and torque while the bar-mounted EMSB (engine mode select button) allows the rider to choose between three ride modes: mode one equals all-round smooth performance; mode two gives the most easy-to-manage throttle feel; mode three delivers the power in the

M UCHIYAMA, LARGE PROJECT LEADER 17YM CRF450RX: “The CRF450RX is a pure, race-ready enduro tool like nothing else Honda has ever made. It uses the greatly improved performance of the brand-new CRF450R and we made no sacrifices in producing this ‘RX’ enduro version, which offers something completely new to expert riders everywhere.

It is built to win straight from the crate, at the highest level of competition.”

most aggressive, responsive way. The flywheel is also different from the R model to help smooth power delivery, and the rear sprocket is a 50-tooth instead of the MX’s 49.

The suspension is tuned for trail/ enduro with a softer overall feel, thanks in part to lighter compression damping in the Showa spring fork (that’s right, no air fork) and a lower spring rate for the shock.

cross …while its moto hoice ec cousin offers th rt only of either kick-sta e RX th or electric start, rt only ta will be electric s 14 |

QUICK SPECS ENGINE Engine type: 449cc liquid-cooled single-cylinder four-stroke Bore x stroke: 96mm x 62.1mm Compression ratio: 13.5:1 Valve train: Unicam four-valve; 38mm intake, titanium; 31mm exhaust, steel Induction: Programmed fuel injection (PGM-FI), 46mm downdraft throttle body Ignition: Full transistorised with electronic advance DRIVE TRAIN Transmission: Close-ratio five-speed Final drive: #520 Chain; 13T/50T

E R O L P EX D L R O W THE Y A W R YOU

NEW The Triumph Tiger Explorer rides new routes across new countries, but doesn’t have to stop when the road runs out. Ruggedly dependable with a powerful, torque-rich engine, extended fuel range, agile handling and practicalities such as a centrestand on all models, the Tiger Explorer also features ABS, traction control and cruise control as standard. And for even more capability on unmade tracks, the Tiger Explorer XC includes wire-spoked wheels, aluminium sump guard, engine protection bars, fog lights and hand guards.

Learn more at triumphmotorcycles.com.au

/triumphaustralia

@triumphaus

Official Triumph

triumphmotorcycles.com.au

NEWS TRAIL NOTES

FREERIDE TO THE CLOUDS Taking the electric bike to new heights... literally Chilean rally raid rider Francisco López recently set an unusual world record on his KTM Freeride E-XC. López took his electric Kato to the Andes mountain range and parked it on a massive stratovolcano called Ojos del Salado, which climbs to an altitude of 6893m — to give you some perspective, the highest mountain in Australia, Mount Kosciuszko, is only 2228m high at the peak. Plus, Ojos del Salado is an active volcano so there’s always the chance of being blown into a low Earth orbit should it unexpectedly pop.

López is an experienced rider in a number of disciplines and has even won a Dakar but he would never have faced any environment like this before.

Not only is it a volcano, but the low oxygen conditions and temperatures below -25ºC aren’t the usual challenges of a typical trailride.

One of the big issues at hand was the performance of the batteries.

Small modifications were made on the Freeride E-XC in an effort to ensure that circuits wouldn’t freeze and the batteries would still be able to retain their charge at very low temperatures.

The challenge unfolded in the stages from 2000 to 4000m, before setting up base camp at 4500m (14,764ft) for the final assault. From there, López managed to ride his motorcycle up to 6080m, confirming a new official Guinness World Record.

“When I knew I had accomplished my goal and had found the right path and moved slabs of snow, I raised my arms and started screaming like crazy with happiness,” reported López. “It was not easy and I gave it everything.

The sacrifice was worth it and all the physical work and teamwork paid off.”

SANDERS AORC CHAMP Fastest all year — chicken dinner at the end

16 |

KTM’s Daniel “Chucky” Sanders has finished a dominant year in the AORC in horrendously wet conditions to take his tally of round wins to 10 and the crown of AORC champion for 2016.

Sanders’ teammate Tye Simmonds made it an orange 1-2, with Yamaha’s Chris Hollis rounding out the overall podium in third (does this guy ever slow down?).

PHOTO: JOHN PEARSON

CHAMPIONSHIP E3 OVERALL POINTS STANDINGS: 1. Daniel Sanders KTM 292 2. Lachlan Stanford 248 3. Lyndon Snodgrass 228

AORC FINAL STANDINGS 1. Daniel Sanders – 282 2. Tye Simmonds – 226 3. Chris Hollis – 190 (CDR Yamaha) 4. Lachlan Stanford – 177 5. Beau Ralston – 176 6. Jack Simpson – 175 7. Broc Grabham – 147 8. Glenn Kearney – 140 9. Riley Graham – 113 10. Tom McCormack – 112 (CDR Yamaha)

CHAMPIONSHIP E1 OVERALL POINTS STANDINGS: 1. Jack Simpson KTM 278 2. Glenn Kearney 249 3. Riley Graham 225

CHAMPIONSHIP E2 OVERALL POINTS STANDINGS: 1. Tye Simmonds KTM 276 2. Chris Hollis 246 3. Broc Grabham 221

TRANSMOTO 19 AND UNDER OVERALL POINTS STANDINGS: 1. Wil Ruprecht 253 2. Nic Tomlinson KTM 222 3. Fraser Higlett 222 4. Ben Kearns KTM 192

TWO-WHEEL DRIVE When it comes to making a bike choice for the zombie apocalypse, it’s hard to deny the advantages of the two-wheel-drive kind.

We take a look at three very different examples

e hard to The performance gains ar eight and cost weigh against the extra w

WUNDERLICH R 1200 GS Let a German spice up your front end Two-wheel-drive bikes are nothing new and, in many cases, nothing worth getting excited about. It’s a difficult thing to get the system just right and the performance gains are hard to weigh against the extra weight and cost. This isn’t an unusual dilemma in engineering, though, and at some point in R&D just about every mechanical innovation has faced the same issues.

One two-wheel-drive system that recently caught our eye was created by the wizards at Wunderlich, the renowned BMW custom shop in Germany. The system was on display at the EICMA Motorcycle Show and as yet there’s no intention to sell it to the public, with Wunderlich using the BMW R1200GS LC as a concept bike to highlight the shop’s ability and innovative approach to BMWs. The Wunderlich GS hybrid has a

10kW electrical front-wheel gearbox, designed in conjunction with Italian company Evolve, which can work independently (at up to 20km/h), with the combustion engine switched off as an aid to wrestle the bike in tight spaces. It even has a reverse gear which, while it only moves at a maximum of 3km/h, could at times be a huge assistance to the more vertically challenged riders that have trouble manoeuvring the 1200. All of this is controlled via a switch mounted on the tank that dials in how much power is sent to the motor and which direction it spins up. The battery that runs the system is recharged through kinetic energy recapture while braking.

The obvious drawback is that you’re adding weight to assist in manoeuvring a heavy bike, which is a bit counterintuitive and we couldn’t find a definitive description of how it’s linked

to the throttle. But, overall, it’s not a stupid idea and as companies work to make these systems more integrated, lighter and effective, we’ll keep seeing them appear until one day they may

become commonplace. Times change and we never thought the lightningbolt decal cut out of gaffer tape would go out of fashion, so we’re clearly not good judges of style.

| 17

NEWS TRAIL NOTES

THE REAL SMART-BIKE Charged up and plugged in with power at the front and back It had to happen, right? With the rise of electric bikes coming deep in the era of the smartphone, it was just a matter of time before there was a bike that you could control completely via your mobile.

The brains behind these little beasties is Italian company Armotia and the bike is called a Due X. Due is Italian for two (pronounced doo-eh), so it’s technically a “two X”, and denotes the fact that the bike is in fact two-wheel drive, which is the first time we’ve seen that on a dirt-specific electric bike but in some ways makes more sense than trying to retro-fit to a conventional machine.

The other standout feature of the Due X is that you run the bike’s systems via your smartphone, which is mounted on the ‘bars.

The bike weighs in at 125kg, which is no lightweight, but can reportedly produce somewhere around 200Nm

of torque — grunt-monster numbers.

The motor is a 5.1kW unit, which is similar to the Aussie Stealth bike The work is done by two motors, one at the rear and one at the front, and with that torque figure as well as front-wheel drive and no gears or clutch to juggle, we’d love to have a crack at some nasty hills on it.

The bike also features a ‘barmounted waterproof RugGear RG600 Android smartphone as a display, which runs an app to control and monitor the bike’s performance, telemetry and ride options.

Interestingly, the bike also comes with its own built-in camera and storage, which can feed back to the Android dash for instant playback. That’s pretty clever and, to be honest, we wouldn’t be surprised to see built-in cameras as aftermarket or standard kit in conventional bikes sometime in the future.

ARMOTIA AT A GLANCE REAR MOTOR Type: permanent magnets threephase, axial flux Cooling: air FRONT MOTOR Type: permanent magnets threephase, radial flux

18 |

Cooling: air Total power: 15 HP-11kW Total torque to wheels: 200Nm Max speed: 80km/h TRANSMISSION Type: two-wheel drive with electronic torque distribution Front: direct-drive hub system

The bike can rep orte somewhere aro dly produce und 200Nm of torque — gruntmonster numbe rs

Rear: 520 type chain, front sprocket nine, rear sprocket 56

RANGE Lasting: up to one hour 20 minutes continuous run

BATTERY Type: high-power Li-ion Nominal voltage: 72V Capacity: 5.1kWh Charging time: two to six hours

INTERFACE Smartphone: RugGear RG600 with exclusive Armotia app armotia.com

BMW Motorrad

bmwmotorrad.com.au

8FัณSF DFMFCSBUJOH ZFBST PG #.8 TP XIZ EPOัณU ZPV KPJO VT 5IFSFัณT HSFBU SJEF BXBZ PGGFST BDSPTT UIF NPEFM SBOHF TP CPPL B UFTU SJEF UPEBZ BU ZPVS #.8 .PUPSSBE EFBMFS PS CNXNPUPSSBE DPN BV

4FQUFNCFS /PWFNCFS 5FSNT BOE $POEJUJPOT BQQMZ TFF CNXNPUPSSBE DPN BV

The Ultimate Riding Machine

FAT BASTARD The perfect bike to combat the living dead Remember Yamaha’s big-wheel fun machine the TW200? There was a period when big-wheel bikes weren’t uncommon and we recently came across this rugged unit from Russia, made by a company called Taurus, which looks like it’s the perfect bike for the inevitable zombie apocalypse. At its heart, it’s a 210cc engine but you can put whatever you want in there as long as it fits. In fact, the company recommends a Honda chainsaw engine for the donk. This makes it easy to work on and even change complete engines if needed — those zombies won’t stop coming.

It weighs in at just 82kg with the 210 in there and the tyres, which run about 3 PSI, are 12in wide units on 25in-diameter fat wheels that will roll over anything living or dead… or the living dead.

And yes, its two-wheel drive. Oh, and you can disassemble it and transport it in a hatchback. Just remove the wheels and release a bolt in the middle to allow the front-end to come off completely.

e perfect th ’s it e k li s k o lo It itable bike for the inev e ps zombie apocaly

TAURUS SPECS Engine: four-stroke, like the Honda GX-210 Displacement: 210 cc Horsepower: 7Hp Engine start: electric\ manual Drivetrain: 2 speeds forward Fuel-tank capacity: 4L (about two to three working hours) Brakes: separate disc brakes Tyre size: 25 x12-9 KingTyre Tyre pressure: 3 PSI Weight: 89kg (without starter, battery and LED light), 93kg (with starter, battery and LED light) Max speed: 35 km\h Max depth of snow cover overcome: 45cm Fast folding capability

20 |

SOCIAL GET-TOGETHER

SOCIAL get-together Some of the best Instagram posts from the past couple of months on the trails and adventures

@tobyprice87 Tired and drained... This is the only time in my life I look skinny and like an athlete after I lost 7kg in two weeks...

I need two Dakars per year and I’ll be sweet

@ducatiausnz Multistrada 1200 ENDURO on the road to Lighting Ridge in N.W NSW. Thanks to @dirtactionmag @outside_ashenhurst for the incredible pic and for taking the bike into its comfort zone #MultistradaEnduro #Ducati #DucatiBikes #ducatiswildside

@joshstrang Growing up watching @mxgp I was a huge fan! Racing World Motocross was my dream for the longest time.

Although I didn’t get to Europe I still get to travel the world racing dirtbikes. Turned into a super fan yesterday when I saw these two legends walking around. @s72forever @joelsmets Kids over here don’t understand how good these guys were!

@rodeo.cowboy 6:00AM, 38 degrees, and unaware of the adventure that lies ahead I watch the steam rolling off of my Hotel Room coffee. @rb_photog and I see temps below freezing, rain/ snow/sleet and 20 miles of rutted-muddy mess on our ride. We were at times miserable, but happier than what any one man should be allowed. With each photograph we take there is a story to be told, I encourage you to write it down, as someday your most cherished possession will be your memories.

@mx1australia @acerbis_aus Front Fender Tool/Tube Bag. Online now! $49.95

| 21

FIVE RUNNIN’ YOUR TIPS HONDA EU20I

GENNIE RIGHT 2.

Give it heaps! Honda generators like to be loaded, so don’t be scared to plug something in. The Honda EU20i will cut out if it is overloaded.

1.

It’s a Honda four-stroke, so be sure to check the oil each time you use it.

3.

We all like the great outdoors, so run your generator outside.

4.

Safety first — always turn the unit off before refuelling.

22 |

5.

Keep the generator on level ground and use a solid mat (such as the Honda generator mat) if you are using the unit on sandy or dusty ground.

MEMORY CARD BEHIND THE SCENES WITH THE TRAILRIDER DER TEAM We found some creepy, weird shit in the bush on the big Kato

AJ Roberts about to let Boothy take his shiny ne w 480 for a spin

High Husky’d up for the launch Country – 2017 Fox

Congrats to Dean Ferris on his 2017 MX Champio nship win

Josh Green dispenses some advice before the Professor jumps on the WR300F Now that ’s

a Fox fire !

The Hebel pub decor is all about hats this season

MEMORY

CARD

24 |

a man What more could r’s Day? want from Fathe

Next stop: find Tye Simmonds and go to the pub

®

PRODUCT OF THE MONTH AKUBRA CATTLEMAN

AKUBRA

CATTLEMAN

We’re not ones to lecture and we’ve ignored more good advice than we’ve taken in the past, but this one’s a no-brainer. The heat is coming, Australia knows how to do heat well and that heat radiates from a powerful sun. According to Cancer Council Australia, two in three Aussies will be diagnosed with skin cancer by the time they’re 70. That’s bloody scary!

26 |

Wear sunscreen while you’re riding — on your neck, your face, your shoulders and at least your wrists as well. Top up during the day.

When you’re off the bike, wear a hat. Get something that covers all the way around such as the Akubra Cattleman, which was designed in Australia by Australians.

This shit’s real — don’t ignore it.

End of lecture.

www.husqvarna-motorcycles.com

AN INNOVATIVE LEAP AHEAD Confidently head off into tougher terrain on a totally redesigned Husqvarna Motorcycles enduro model. The entire 2017 range features new, compact, powerful motors and sophisticated design innovations. These include new WP Xplor suspension, sleek new bodywork and a redesignedd chassis. Every model is lighter, faster, easier to ride and nothing short of revolutionary.

All new WP Xplor forks CNC Upper Triple Clamp Magura Hydraulic Clutch Composite Carbon Fibre subframe Metzeler 6 Days Extreme Tyres Traction Control on the 4-stroke models Engine Counter Balancer on the 2-stroke models

Full features/benefits of the new 2017 range www.husqvarna-motorcycles.com

6

MONTHS WARRANTY PARTS & LABOUR

FEATURE UPSIZE WR-FS

28 |

E M E Z I S SUPER kes that ik b ro u d n e g in d n ta ts We ride two ou regular forms ir e th m o fr d e iz s p u h a ve b e e n

T PHOTOS ASHENHUR ST RS UR HU /DAMIEN ASHENH RD WA IVE CL S RD WO

ST

| 29

FEATURE UPSIZE WR-FS

A

ctive8 Yamaha’s Beau Ralston is a big bloke who literally towers over everyone else in the team, including his boss AJ Roberts.

It was a natural thought then that Ralston should ride in the E3 class of the AORC against the Husqvarna and KTM 500s. The only problem is that Yamaha doesn’t make a 500. The WR450F is the biggest enduro bike you can buy in blue and giving up 50cc on the Euro chargers is a pretty big disadvantage right out of the gate.

Here’s something you need to know about AJ Roberts: he likes to do things differently. He likes to solve problems himself and he’s not afraid to go Frankenstein on a bike to make it do what he wants it to do. He does what many may see as weird shit to

bikes but the results are undeniable.

Thankfully, when it came to building a WR450F for the E3 class, Roberts didn’t have to get too creative because the new WR-F is very good and has a heap of power. The team has done a huge amount of testing on the WR-F range and no one would know it better.

They genuinely love it.

But the problem of ccs is tough to overcome. It’s not so much a need for more power but the type of power the engine produces and where it is in the range. So Roberts went the simplest route and added ccs; via an Athena kit, the WR450F became a WR480F and a new kind of blue weapon was born.

FIRE IT UP To ride, the WR480F is a very different beast to the 450. With increased

torque on tap, Ralston can access more tractable power very early out of turns and push hard without crazy wheel spin. It sounds counter-intuitive to increase power and end up with more traction, right? But if you’ve ever ridden a 450 and 500EXC-F back to back, you’d appreciate that a lot of the time the 500 is easier to ride because it produces more torque and the power is spread throughout a wider range.

You can often use less throttle and while an epic punch of power is always there if you ask for it, keeping it in check is generally pretty easy. Until, at our talent level, it all goes wrong and then you’re sitting on a ballistic missile that’s got a mind of its own. Ralston doesn’t have that problem because it’s safe to say he’s a fair bit beyond our talent level.

It stands to reason that Ralston can probably take advantage of all the 480 has to offer on the tracks but our test rider noted it wasn’t a crazy amount faster in outright speed and most of the gains come in sections that demand a steady throttle and that all-important torque, so you can stick it in third and just leave it there.

The team debated whether to ride the 480 at Finke this year but without the sort of testing needed to make sure the Athena kit was up to the task, as well as sorting out what was already a brand-new bike, they decided to stay on the 450. It might be a different story in 2017.

MOTOCROSS-OVER Ralston’s set-up is pretty stiff for an off-road race bike. As we mentioned,

Here’s something you to know about AJ Rob need erts: he likes to do things diff erently

WR480F — that’s some drool-worthy bike porn right there

30 |

Beau Ralston runs an Akrapovič set-up as well as wide Fastway footpegs

Athena — the name that makes it all possible

A good first mod on any WR-F is to open up the airbox and run a Funnelweb filter

he’s a big guy but he also has a deep motocross background where this sort of feel is more common. Our tester, Shane Booth, was also a pro motocrosser and he gelled with Ralston’s set-up straight away. With so much of the year’s racing being sprint and cross-country formats, the traditional enduro set-up isn’t the automatic go-to anymore. Boothy has tested more bikes than we could count at this point and often we walk away from a ride with him having not experienced anything he hasn’t seen a hundred times before. But Ralston’s bike is something he says he’d line-up and race on just as it is. This would be one of the more impressive bikes he’s ridden all year and one of his favourite off-road bikes of all that he’s ridden.

BEAU RALSTON’S ACTIVE8 YAMAHA WR480F

A Boyesen Flex-grip allows some movement of the left grip to help avoid hand blisters and fatigue

Handlebars: Domino Grips: Domino Triple clamps: Standard Front tyre: Michelin Star Cross Rear tyre: Michelin Star Cross Exhaust: GYTR Front disc guard: Acerbis Chain guide: GYTR Case saver: GYTR Bash plate: GYTR Handguards: GYTR Link: Ride Engineering Radiator braces: GYTR Graphics: Uber Graphics Clutch cover: GYTR

| 31

FEATURE UPSIZE WR-FS

YAMAHA WR300F GETTING MORE FROM AN ALREADY STANDOUT 250F Chris Watson is a name you may know.

If you live around the Hunter Valley in NSW, you may have purchased a motorcycle, parts or accessories from him. You may have seen him win the Legends race in the Troy Bayliss Classic or you may know he is a Motorcycle Hall of Famer with 41 national titles. He is also the owner of Chris Watson Motorcycles in Cessnock, which has won numerous Yamaha awards for top-selling dealership, including being the world’s highest seller of the WR model in 2013. So you could say he knows a bit about the enduro range.

Watson recently invited us to ride his new toy — a 2016 WR250F, which he says is now 276cc, achieved by fitting an Athena big-bore piston kit. The kit comes complete with everything you need: new cylinder, gaskets and, of course, an 81mm piston, up from 77mm. That’s a 10.4 per cent displacement increase.

Not only can you purchase the kit for existing bikes to fit or have fitted for you, but Watson is also offering this creation as a new bike package (see sidebar for details and pricing).

The Professor gives the WR300F some berries

32 |

MATTHEW

PHILLIPS 2016 enduro WORLD CHAMPION GP CHAMPION SHERCO 300 SEF-R

overall Champion across all classes

E2 CHAMPION

SHERCO 300 SEF-R

2017 models

2-STROKE 4-STROKE

2-STROKE

4-STROKE

TRANSLUCENT FUEL TANK ELECTRIC-START

FOUR-WAY HANDLEBAR POSITIONS

DUAL-CURVE IGNITION MAP SWITCH

10.4-LITRE FUEL CAPACITY

V FORCE 4 REED VALVE SYSTEM

TRANSLUCENT FUEL TANK ELECTRIC-START

FOUR-WAY HANDLEBAR POSITIONS

DUAL-CURVE IGNITION MAP SWITCH

9.7-LITRE FUEL CAPACITY

KEYLESS IGNITION

RECOMMENDED LUBRICANT

sherco.com.au

facebook.com/shercoaustralia

instagram.com/sherco_australia

oudl udlly distributed dist dist istrib ribute rib uted ute d by by Proudly Mojo Motorcycles

FEATURE UPSIZE WR-FS

GIVIN’ IT A GO The Professor cuts some laps on the WR300F: Naturally, we jumped at the chance to ride it and gave it a good run around Josh Green’s training track near Stroud, NSW. On initial start-up and the obligatory throttle bursts, it doesn’t sound any different to the regular WR250F but once riding it, you notice the extra power it provides.

On a straight-up drag race across the open paddock, it would lift the front

wheel solely from opening the throttle, unlike the regular 250, which it quite convincingly left behind. Throughout the trail sections, the bike pulled better out of corners and had significantly less of a tendency to bog if you selected too high a gear. It certainly made it easier to ride and is a reliable way to increase power from a straight bolt-on package.

Watson is offering test rides on his demo bike, so give the dealship a call and try it out for yourself. Phone 02 4991 2566 or visit 279 Maitland Road, Cessnock NSW.

A Yoshi always helps pull more ponies

u notice o y , it g in id r O n ce provides it r e w o p a r t the ex

Chris Watson’s WR300F before we got it all filthy

34 |

There are plenty of places an extra 50cc comes in handy

GET IT HERE Chris Watson Motorcycles is currently offering the WR250F for $13,990 ride away, inclusive with the following: Athena big-bore kit supplied and fitted, sports muffler, alloy bash plate and Barkbusters.

Only Yamaha can manufacture their replacement parts to the exact standards needed to guarantee reliability, performance and correct fit every time.

We even offer some of the consumable parts in handy prepackaged kits, such as Fork Seal Kits, Bearing Kits, Clutch Kits, Plastic Kits and Gasket Kits.

Available only from Authorised Yamaha Dealers or Y-Shop

FEATURE USA RIDE

RIC HAPALO O ZA Clubby and the Professor ride from Los Angeles to Las Vegas on their epic USA desert adventure WORDS CLIVE WARD PHOTOS ANDREW CLUBB AND CLIVE WARD

36 |

The Pinnacles

| 37

FEATURE USA RIDE

T

he world is a big place; there are hundreds of countries and countless places to ride.

Some people are content riding the same trails or tracks week in, week out.

I, like many, am fascinated by what the internet lets me know of the world.

For a few years now, I have viewed photos of the Californian desert posted by friends and decided it was time for me to join in the fun. Decision made, I called Big Rich and checked on the value of his offer to take me through Death Valley. His answer: “Yes, of course, I’ll put a posse together.” And with that, it was done… well, almost.

I had to book flights, organise riding gear and about 20 other things.

Rich put the call out to all his riding buddies that it was time for another Richapalooza desert ride — Los Angeles to Las Vegas. Between Rich and me, we talked Clubby into coming and my wife, Dale, was promised the shotgun seat in the air-conditioned support truck.

Dale and I arrived in Los Angeles a few days early; we wanted to play the tourist. Clubby arrived on the Monday and we all met with ride crew for dinner that night. On Tuesday, the bikes and gear were loaded into the trucks and we drove two hours north from Los Angeles to Ridgecrest. Mitch joined us at Ridgecrest; he had driven south from his home in Northern California.

Tomorrow we ride.

Greg and Rob were driving the support trucks and Mitch’s wife and cousin were going to follow them around, which worked out great — it meant my wife had some female company. They soon named themselves the Chase Chicks.

Rich had carefully planned and pre-run the course a few weeks earlier with Mark, but he hadn’t counted on the local council closing a road for road

First thing I noticed is how different the scenery is to our outback

MY RIDE

38 |

2002 Honda XR650R — king of the desert It may have been designed well over a decade ago, but Honda’s XR650R was an outstanding performer in the desert. She’s big, she’s heavy and you have to kick start her, but the BRP (Big Red Pig) slaved away through the whole trip with only one small hiccup. She was a bit of a handful in the tight, rocky trails but just ate up the big, sandy valley floors. Even through the many virtually constant whoop sections, you could sit back in fourth with a handful of big single-cylinder torque and cruise across the top in relative comfort. I am sure had Honda fitted electric start to the XR650R, it would still be selling today as an adventure bike and most likely pushing the KLR650 and DR650 down the podium of best sellers.

KLX110

• Auto-clutch • Electric and Kick Start • 4-stroke, single cylinder

KLX110L

• Manual Clutch • 4-Speed • Electric & Kick Start

KLX140

• Electric Start • 5-Speed Manual • Front & Rear Petal Discs

KLX140L

• 4-stroke, air cooled • 19” front, 16” rear wheels • High performance adjustable rear shock

*The Fun Mini Bike Deal is available from participating dealers only. $400 cash back for each KLX140/ KLX140L sold and $300 cash back for each KLX110/ KLX110L model sold during the validity of the promotion. Cash back is to be used at the point of sale as a price reduction. Motorcycle must be collected from the dealership prior to the end date to be eligible for the promotion. This promotion begins on 01/10/16. 16MY and 17MY shown here. Model years may vary within each dealership. Refer to www.kawasaki.com.au for promotion validity and more information.

www.kawasaki.com.au

kawasakiaus

@kawasakimotors

FEATURE USA RIDE

works — the road we needed to get out of town on. It took us five minutes of riding around in circles before we finally reached the dirt roads only to find we had lost Mark, our sweep. A few more circles and we were all back together and finally on the blue GPS line. Phew!

AND SO IT BEGINS Day one would take us from the western side of the desert right across to the eastern side in Nevada. Within a few minutes of riding, we were onto sandy desert tracks, following river washes as they zig-zagged across the valley floor. First thing I noticed is how different the scenery is to our outback.

Here, you have massive rock ridges all around. My first impression from afar is that they look like a painted set from a movie. As you get closer, though, you can see they are indeed large mountains. I’ve ridden big mountain Barker Ranch

areas before in the South Island of New Zealand. There, the mountains are treeless but covered in grass, so from down in the valley floors you can pick out the tracks and trails and follow their path. Here, you can’t see any tracks; in fact, it looks like you’re riding towards a solid rock wall and then the rider in front just disappears. Soon enough, you turn behind a huge rock and enter a canyon track.

These canyon tracks have rock walls anywhere from 30 to 200ft high and, for most, you’d be following them upwards for 20 minutes or more.

The ridgelines you would eventually find yourself atop of could be many thousand feet high and the view just takes your breath away.

Later in the day, I checked the elevation changes the GPS had recorded. The minimum was 200 below sea level at our Furnace Creek lunch

stop. The highest we had reached that day was 5255ft — truly amazing and not something you could replicate in the Australian outback. During the day we met up with the support trucks, which were stacked with fuel, food and drinks, several times. They couldn’t follow us through many of the tracks, so each checkpoint was also a chance for us to reassure the support team we were OK. They could then head off to the next checkpoint and take in any of the tourist options on the way.

A highlight of today was visiting Barker Ranch, although most of the building was destroyed a few years ago by fire. Its history includes being the hiding place of Charles Manson following the infamous Sharon Tate murder in Beverly Hills. He was cornered and captured here by police, found hiding in a secret cupboard due to a lock of his hair protruding.

GPS issues

as visiting A highlight of today w gh most of the ou th al , ch an R r ke ar B d a few years building was destroye cludes being in ago by fire. Its history arles Manson Ch of e ac pl ng di hi e th

Riverwash

40 |

THE TEAM Rich, by day a technician for Ford USA, was the trail boss of this epic star-spangled journey through the American Wild West on his muchloved, immaculately prepped Kato 530 EXC. He delivered a Death Valley desert trek none of us will ever forget.

Thanks again, Rich!

Mark, a set designer and our sweep, is at times navigationally challenged and likes to dress up in a kilt and play medieval war games a couple of times a year, but he and his classic XR650R always get there in the end.

Tony, a builder who rides a KTM 450 EXC, was born in England and visited California as a backpacker 30 years ago. He never left. He remodels homes around trendy Venice Beach in LA Monday through Friday, then loves nothing more than disappearing into the desert come the weekend. He was clearly in his happy place during this ride, especially each evening when leading the race to the bar.

Mitch, recently retired machinist who rides a KTM 450 EXC, lives in Northern California. He’s a cigarsmoking, whiskey-drinking bandito who has done almost as many laps of Baja as Johnny Campbell — what a fun guy to ride with, especially when his missus and her best friend are driving one of the support trucks.

Clubby, who jokes about being semi-retired these days but does a pretty good job of actually doing it by jetting around the world to wherever there’s a ride on, borrowed an immaculate 2002 Yamaha WR250F from Mikuni USA honcho Steve Webb for this ride and rekindled his love of kick-start-only dirtbikes .

Clive, the Professor — you just couldn’t wipe the smile off his face on this ride, especially when in the first five miles, his borrowed XR650R started burping and farting and he had to strip her down on the side of the track and tweak the jetting. Talk about being in his element.

, Tony, Mitch, Clive The team, L-R, Andrew, Rich, Mark

The day finished in the small town of Beatty in Nevada. We had crossed the state line from California. It was a beautiful, cool night and we walked down the main road from our hotel to the classy old saloon at the end of town for dinner and drinks. It was literally like a scene from a Western. When we opened the door and walked in, the whole bar stopped and looked, paused for a few seconds and then went back to their conversations.

NEVADA BOUND

Rhyolite ghosttown

Day two saw a lot less kilometres covered but more technical riding. We headed west back into California and into Death Valley National Park. Just before entering the park, we did some free riding across the desert — no tracks to follow, just dodging between the cacti and bushes and making our own trails. Soon enough, we came across a fence line and followed it for a few miles until we popped out onto a tar road. Rich explained that what we were doing on our side of the fence was fine, but had we done it on the

| 41

FEATURE USA RIDE

The final leg w a Canyon. I had s through Red Rock heard a lo pass and it did t about this n’t disappoint

Red Rock Canyon

DEAR DIARY The Professor’s Facebook diary-style posts from during the ride Day 1 of Richapalooza 2016 Ridgecrest to Beatty — 330km with elevation changes of -200ft at Furnace Creek up to a peak of 5200ft on one of the many ridge crossings.

Max temp of 40°C also at Furnace creek. Some of the most spectacular scenery, big rocky peaks, wide open dry lakes and rocks! Shit, there are rocks — small rocks, big rocks, rock shelves, rock walls, rocks, rocks and oh some more rocks. Finished in the town of Beatty, Nevada, where we moseyed down to the saloon for dinner and drinks.

Day 2 of Richapalooza 2016 A much shorter day, only 160km and quite a bit cooler than yesterday.

Did a big loop from Beatty back out through Death Valley to end up in Amargosa Valley. Lots of fast, open riding through the valley floor today, only a few hills. Did I mention the rocks? I think we found the spot today where they teach rock farmers how to farm rocks.

The XR650 was often referred to as a tractor

other side (inside the National Park), they would have literally arrested us and taken us off to the local jail. They advise with all seriousness to follow all the rules and stick to the formed roads when in national parks in the USA. Their rangers are armed with guns and federal arrest powers.

We then crossed into the national park and took in all its wonders from the formed tracks. The day ended back in Nevada at the tiny town of Amargosa, which has this huge hotel casino and nothing else: no shops, no fuel stations — nothing. The casino was excellent, though, and we had a great stay.

RUNNING FROM THE RAIN Day three saw another huge 330km ridden. First up, we rode to the old

42 |

ghost town of Rhyolite. We hung around there for a while taking photos. We then headed off through the desert again to the town of Pahrump to fuel up before heading south-west back into the valley. We did detour off onto the main road for a few miles to check out the famous Chicken Ranch brothel, where we fooled around outside taking photos and making jokes — it’s quite an attraction.

As we headed to Sandy Valley for lunch and the final meet with the support trucks, there were some huge dark clouds forming directly in our path. Expecting to get dumped on at any time, we luckily got there before the storms. As the storm clouds continued to brew, we pulled out the wet weather gear and stuffed lunch in quick so we

could head east away from them. Too late — the rain came. Fortunately, it was a brief encounter and didn’t dampen our fun.

Day 3 of Richapalooza 2016 We rode 330kms today, from Amargosa right into the Vegas hotel carpark. A lot cooler today, went to a few local tourist spots to start the morning, then more valleyfloor, long, high-speed sandy trails running top gear for miles and miles.

We ran into a little bit of rain at the lunch stop in Sandy Valley. The final run through Red Rock Canyon before entering Las Vegas was spectacular.

Supercross tomorrow.

THE FAMOUS PASS The final leg was through Red Rock Canyon. I had heard a lot about this pass and it didn’t disappoint. It starts low down in a valley and you climb for a long time through a magnificent wooded and green mountainside before coming across the major talking point, the pass up to the peak, which is littered with huge rocks. It’s a dry riverbed on the side of a steep hill. Some parts are quite tricky and you need to pick your lines carefully. Once at the top, there is a very fun downhill snaking track all the way to the viewing platform and car park on

the Las Vegas side. Once you leave the car park you hit the interstate. It’s only 11 miles to Las Vegas and we cruised as a group down the freeway into Vegas central, straight into the hotel car park.

We had made it. Six bikes, three days, 800km, no flats, no breakdowns and only a couple of minor crashes. We toasted our success with tequila shots.

What a trip — well worth the money and effort. Buy the tickets, and rent the bikes from eaglerider.com. Do it — you won’t regret it.

FEATURE WORLD ENDURO GP, ITALY, JULY 2016

With two weeks to see the sights of Italy, there’s more than just the Colosseum, Vatican City and the hills of Tuscany.

You’ve got to take in a little world-class dirtbike action as well, right? You bet!

WORDS AND PHOTOS ANDREW CLUBB, KTM AND HUSQVARNA

44 |

Taylor Robert

| 45

FEATURE WORLD ENDURO GP, ITALY, JULY 2016

A

successful marriage is all about give and take, agreed? Sure, they might say a husband gives and his missus takes, but every now and then the scales can ever so slightly tip back in our favour. Like the time your wife declares, “Right, I think it’s time we took a trip to Italy and this is where I want to go…” and she promptly starts rattling off all the highlights of a Scenic Tours catalogue.

If you’re fast on your feet, you’ll go with the flow before going for gold: “Sure babe, I’d love nothing more than to tour Rome, Tuscany, Cinque Terre, Venice and Lake Como with you. That would be so romantic, but wouldn’t you like to take in a world championship dirtbike race while we’re there?”

“What the?! You are joking, right?”

Hmm, that went well.

Mikael Persson

46 |

IF AT FIRST YOU DON’T SUCCEED There’s a reason why I always spell Persistence with a capital P and domestic experience has long taught me that you just need to keep chipping away at deals like this. It‘s like tracking down a genuine rear rack and tool box for an ’83-model XT600ZL Ténéré — you just have to keep looking, asking and searching, then one day… bingo!

And the prize is yours.

So some eight months after the above conversation, the cheese and kisses and I are winding up four pretty damn awesome days spent checking out the amazing history of Rome before climbing into a pocket-rocket Fiat Lancia renta-racer and joining the frenzied flow of high-speed traffic on the Autostradas to head for the hills.

Now it’s my turn to lead this

Griswold-like vacation of ours — for one and a half days at least — before she pulls out the Italian tour guide book again and gets us right back into full-on tourist mode. So I’m making the most of “my” 36 hours by taking aim on a small town called Fabriano, a couple of hundred kays north-east of Rome, home to the next-to-last stop on the 2016 Maxxis FIM World Enduro GP Championship chase.

Doing battle with the mad-cap Roman traffic, making sure the Lancia stays out of the way of the heavy hitters in the fast lane on the Autostradas, trying to figure out toll booths and road signs in a foreign language, not to mention finally dealing with a kick-ass thunderstorm that smashes us on the last climb up into the mountains — all are part of the rich tapestry of international travel.

Eventually, we roll into Fabriano and at a non-descript little round-about just on the edge of town, the wife spots a sign saying “Centro” and fires out: “Quick, turn left here… the B&B is down that road in the old city!”

Carving up a fleet of moped riders, I gun the Lancia in the direction of the Centro and in the space of 100m, the whole world changes. The road goes from two lanes to one and from bitumen to cobblestones. The architecture changes from 50-year-old terrace houses and shops to almost-thousandyear-old buildings with amazing stone features, lined out in rows between gorgeous plazas and piazzas dotted with cafes and restaurants.

Suddenly, the “road” is barely wider than the miniscule Lancia as we slowly wind our way right down into the old town square.

You feel like a fool for driving here, thinking you’re in the middle of a pedestrian zone. But the locals don’t bat an eyelid. They carry on for home, stocked up with the day’s bread sticks, prosciutto meat slices and bottles of vino — it’s up to you to navigate your way around them.

Suddenly, the wife lights up again: “Turn right and park!”

Amidst the hustle and bustle of the town square, we jag a parking spot and then drag out the luggage and walk a couple of hundred metres around the corner before pulling up at a timber doorway in a wall in the maze of cobblestone streets. We press a buzzer on the door and after a little confusion and a frenzied banter of Italian at the other end, we are led upstairs to the top floor of the building to our B&B for the night. It’s priced right,

d the next I win because I get to spen Enduro GP. ld 24 hours taking in the Wor e can spend The wife wins because sh ing the old the whole next day explor ms city Centro and all its char

2017 WORLD ENDURO GP: STARTING WITH A SNOW JOB Official proceedings at the Italian World Enduro GP included a press conference where organisers, ABC Communications, announced plans for the 2017 World Championship.

Since gaining the rights to stage the FIM’s World Enduro Championships just over a decade ago, ABC boss Alain Blanchard and his team have not been shy to ramp up new ideas and innovations in an effort to increase the presence and professionalism of enduro racing around the world. They have changed the structure of the Championship’s classes, altered event formats, introduced Extreme tests and Friday-evening Super tests and elected new host nations.

And the innovations are continuing for 2017, starting with two new premier classes: Enduro GP, for machines more than 250cc, whether two-stroke or four; and Enduro 2, for machines less than 250cc, also both two- and fourstrokes. The current Junior,

Youth and Women’s categories will continue.

A total of nine World Championship events will be staged next year, each featuring a two-day, two-round schedule, with some new event formats along the way.

The 2017 series kicks off in Finland on March 25/26.

Dubbed a “winter enduro”, it will see the race set out over a 400km-per-day course with 12 different tests each day along the way. Wow! Further rounds will be held across Europe through the course of the season, along with a fly-away round in Mexico.

There will also be a round in the UK for the first time since 2008, based at the famed Hawkstone Park GP MX venue and promoted by British enduro legend Paul Edmondson, with a new enduro sprint format on the Saturday and USA-style GNCC format on the Sunday.

For more details and to keep watch on the World Enduro Championship, check out endurogp.org

it’s comfortable and it’s housed in a building just a few doors down from the famed Palazzo del Podestà that was built from white stone in 1255. Yeah, that’s almost 800 years ago.

Founded in the Middle Ages by the Romans, Fabriano Centro proves to be an absolute eye-opener, steeped in history. I immediately realise this is a win-win situation. I win because I get to spend the next 24 hours taking in the World Enduro GP; the wife wins because she can spend the whole next day exploring the old city Centro and all its charms. Perfecto!

GRAZIE MILLE And with that, I’m off and into World Enduro GP fan mode.

First stop is the parc fermé where, despite my best endeavours to source an official Press Pass, I finally stop a Euro photog loaded down with a brace of Canon bazookas on his shoulders and ask him what the go is for media access. He looks at me blankly, mumbles what I think is “Che cosa?”, which I recognise as “what?” and then he suggests, “Guardare ufficiale!”, which I translate as “look official!”

Sure, I can do that. “Grazie mille!”

Next is the Super test, which is now a feature of each World Enduro GP round on the Friday evening before the two days of racing proper over the weekend.

Surprisingly, the Super test is an easy 10-minute walk from the parc fermé, which is set out in the newer

Cross test heaven A

| 47

FEATURE WORLD ENDURO GP, ITALY, JULY 2016

Christophe Nambotin

The Italian RedM oto is seriously gob Honda team smacking, with one 18-wheeler for another for its s its racers plus ilver se china plate hosp rvice and itality suite commercial district of Fabriano, literally across the road from a large shopping centre and movie theatre complex. While the parc fermé proper is closed off for bike impound each evening, the pits are wide open to the public and the set-up is impressive.

The sheer number of semi-trailer race team transporters blows me away — all the leading race teams from KTM, Husqvarna, Beta, Sherco, Yamaha, Honda, TM and more have at least one gleaming team truck on-site, if not two. The Italian RedMoto Honda team is seriously gobsmacking, with one 18-wheeler for its racers plus another for its silver service and china plate hospitality suite. Are they serious?

Indeed the red riders are, but for good reason as this weekend the team’s young gun Giacomo Redondi will clinch the Enduro Junior world title, and you

48 |

better believe the Italians are ready to celebrate in real style in that gleaming hospitality suite of theirs.

Following the throng of locals makes it easy to find the Super test, which is laid out in a natural amphitheatre in the middle of town on the grounds of the local auto club’s tarmac sprint circuit.

The Super test is a ripper, featuring a two-lane extreme enduro-style track layout where two riders race head to head against the clock. For the Championship organisers, Frenchbased ABC Communications, this is a very important show, as the Super test helps give the competitors, teams and the all-important sponsors valuable additional exposure over the course of the race weekend.

Thankfully, the remnants of the day’s storms move away and the Super test can go on as scheduled. As I kick back

on the hill among a couple of thousand or so fans as the action plays out on the log, rock and double-jump infested track below, I think to myself: this is a pretty slick act for an enduro… and all I’ve had to do is walk a few hundred metres from the main shopping centre in town to take it all in.

SUPER SATURDAY

Lorenzo Santolino

Nathan Watson

Each World Enduro GP event is staged over a two-day format (following the Friday-evening Super test), with each day paying points as an individual round.

The 2016 Championship includes eight events for 16 rounds in total, with the Italian Fabriano event the seventh, leading right into the traditional European summer break before the eighth and final event in France almost two months later in September.

World Enduro GP Championship classes are conducted for Enduro 1, 2, 3, Junior and Youth categories, plus an Enduro Women’s Championship is staged at selected rounds. There’s also a new premier Enduro GP category this year, and what had me as toey as a Roman sandal for the Fabriano event was the fact Aussie hero Matt Phillips was leading not only the E2 class on his Sherco 300 thumper, but the premier Enduro GP standings as well.

Aussie, Aussie, Aussie!

Phillips, who is now into his fourth season and is based full-time in Europe, has captured two world titles along the way. He has been a class act in this year’s Championship, which has been a tough one as wet weather and subsequent gruelling conditions at a number of rounds have put added pressure on man and machine alike.

Thankfully, the Friday storms at Fabriano cleared for the weekend and the Italian round was a pearler.

Waking early Saturday morning, I bounded out of the cosy B&B to get down to the parc fermé to see Phillips make his trademark wheel stand away from the start among the first handful of riders, with arch-rivals Eero Remes (TM) and Mathias Bellino (Rockstar Husqvarna) right up the front of the field with him.

The Fabriano course was laid out as a long loop and featured an Enduro test, Cross test and Extreme test on the way around, with riders completing three laps of the course each day. With the Enduro and Cross tests in close proximity, I figured they would be my best vantage point for the day. So as soon as the big guns had all rumbled away from the start, I was back into the Lancia and charging out into the hills in search of some serious off-road action. Finding the tests was pretty easy: the venues were signposted by the organisers, plus there was a constant procession of “ghost” riders, service crews, team vehicles and fans all blazing through the rolling green hillsides with the same agenda in mind.

You could pretty much follow the crowd.

After driving merely 15 minutes from Fabriano, I crested a rise and rolled

| 49

FEATURE WORLD ENDURO GP, ITALY, JULY 2016

down into the tiny hamlet of Attigio to be greeted by the view of what seemed like kilometres of bright yellow Acerbis bunting laid out across the paddocks on the hills in front of me. And it seemed like kilometres of bunting because it WAS kilometres of bunting, with the Cross test ultimately taking the fastest riders a lengthy 13 minutes to get around.

After the previous day’s rain, the virgin grass-track course was a little slick but drying out fast in the morning sun. The snaking layout just made you wish you could get out there and ride it yourself — but I consoled myself that before long, the world’s best riders would be doing a whole lot better job of carving up this piece of moto heaven than I could ever dream of.

With that thought, I wandered across to the hastily erected bier tent set-up by a local family and handed over a few Euros for a hot dog (which was delivered with mayonnaise rather than ketchup — must be an Italian thing) and, despite the mid-morning hour, a lukewarm bier — hey, when in Italy…

FEELING HORNY With the bit between my teeth, I was determined to see as much of the Cross test as possible and started the long climb up the hill to the highest reaches of the track. Not 15 minutes into my walk, the glorious silence of the Italian countryside was promptly smashed by the blare of air horns and chainsaws. Ahh, just another day at an Italian enduro race!

Eero Remes, Steve Holcombe (Beta), Kangaroo Kid Phillips and Mathias Bellino were among the very first riders to take on the test. And while they scored their fair share of cheers from the growing number of fans wandering about the fields, it was the Italian riders and teams that the crowd went absolutely berserk for, their red, white and green national flags thrust high and the horns and chainsaws hitting the redline as the decibels reverberated across the hills.

Filled with Aussie pride, I was rapt to see the Kangaroo Kid Phillips doing his thing. The Tasmanian gun has always a had a wring-its-neck kind of riding style, even though he has enjoyed success across a wide range of machinery, including two-stroke, four-stroke, big bore and small. There’s no question he is right at home on his Sherco 300 this year and he looked strong and fast as he punched his way around the test, a constant stream of fresh green sod flying from his rear Michelin tyre as he kept the mid-size French four-stroke power plant singing for its supper.

It took around 90 minutes or so for the entire field to get through the Cross test, after which peace and tranquillity was restored to the Attigio paddocks as nearly all the fans walked back down to the village roads where they had parked their mopeds and cars — and the race within a race was on again! This is

50 |

Mathias Bellino

the race by the fans to get to the next vantage point, be it the Extreme test, the Enduro test or the parc fermé, to get another close-up look at the racers as they thunder by on another lap.

Me? I leapt in the mighty Lancia and bolted back toward Fabriano, only to realise I had cocked up the order of the Extreme test and Enduro test along the way — doh! — so I promptly turned around and charged back out to Attigio to be sure I could catch the pack coming through the Cross test on the next lap.

And yeah, my early arrival back at the Cross test gave me plenty of time for another hot dog (the taste of Italian mayonnaise was growing on me) and warm bier, as I kicked back and soaked up the Italian sunshine and waited for the action to fire up again.

GO YOU GOOD THING Lap two of the Cross test was just like the first, only better. The ground had dried out even more and the slick grass surface was delivering wads of traction with every bike that passed over it.

Up near the front of the pack again, Phillips ripped up the Cross test once more and I made a note to self that the Tassie devil was surely on point for another big round result to maintain his place at the top of the World Championship standings. Go you good thing!

Then came all the big names of the World Enduro GP scene — Remes, Bellino, Holcombe, Cervantes, Salvini and Aubert to name just a few — each with their own distinct style, but each

Giacomo Redondi

TASMANIAN DEVIL While chatting with Aussie enduro ace Matt Phillips at the recent World Enduro GP round in Italy, I was blown away when the Tasmanian charger told me just a few weeks earlier he had celebrated his 23rd birthday. Say what? It seems like the guy has been around for ages and that he’d be much older.

But it was only in late 2012 — after two years dominating Australian racing with the Ballard’s Yamaha team — that Phillips first truly shone on the world stage, at the German ISDE, where he pushed a Yamaha WR450F to fourth in the E2 class and seventh outright in a performance that made the Europeans sit up and take notice.

And the person who took notice more than most was then CH Racing Husqvarna team boss Fabrizio Azzalin who, within a matter of weeks following the German ISDE, secured the young Aussie’s signature on a contract

to race the Junior (under 21) class of the 2013 Enduro World Championships.

That partnership proved a fruitful one from the get-go, with Phillips delivering the goods for the CH Racing Husqvarna team and capturing the Junior World Championship first time out, to etch his name alongside fellow Aussies Shane Watts and Stefan Merriman as world enduro champions.

A year later, Phillips moved on to the factory KTM enduro team — after KTM had bought out Husqvarna, leaving the CH Racing outfit in limbo — and the Tasmanian devil kept up his world-beating form to win the E3 category in his first year racing the senior ranks of the world championships. He backed up with KTM last year, finishing second in the E3 class to Husqvarna’s Mathias Bellino, before news broke late in the season that Phillips would join Sherco for 2016, in what most pundits in the paddock took as

a rather surprising move. After all, how often does a rider walk out on the powerhouse factorybacked Farioli KTM team?

But the method behind Phillips’ move to Sherco was a calculated one, and one which would see him reunited with Azzalin and the CH Racing team, who now operate Sherco’s factory-backed World Enduro GP effort.

“It was a real pleasure to work with the entire CH Racing team back in 2013,” Phillips explains.

“So when Azza contacted me (for this year), I saw the opportunity to return with a great team that is always at your disposal.”

With personal approval from Sherco boss Marc Tessier to chase Phillips’ signature on a contract, Azzalin has rekindled his “dream team” from 2013 and Phillips has been making every post a winner ever since in this year’s World Enduro GP chase.

Despite initial speculation Phillips would develop and race Sherco’s new 450 four-stroke, he

has instead settled on Sherco’s proven 300 thumper as his chosen mount this year. He has enjoyed fabulous consistency through the World Championship chase, with his regular podium places punctuated by three Enduro GP round wins, on his way to leading the pack with just the final event in France in midSeptember remaining.

Yes, the young Aussie is tantalisingly close to capturing his third World Championship in the space of four years.

“It’s been going really well this year,” Phillips explains. “And I have to say thanks to Azza and the CH Racing team and Sherco for all the support they have given me this year.

“We’re a close-knit crew, just like a big family, and that’s what is making racing really good this year. It’s just a really good atmosphere… it’s cool when we win and it’s cool when we don’t.

“All we’ve got to do now is bring this World Championship home.”

s fourth Phillips, who is now into hi time in season and is based fullworld titles Europe, has captured two a class along the way. He has been ship act in this year’s Champion Matt Phillips

| 51

FEATURE WORLD ENDURO GP, ITALY, JULY 2016

sharing some things in common: namely sweeping lines and maximum revs as the fans howled and honked their every move. Man, these guys can ride a grass track.

But the rider who proved to ride it best that day was one of the KTM factory team’s wily veterans, Christophe Nambotin, who ultimately took the win for the round when the day’s times were tallied up, his hot form continuing after being fastest in the Super test.

However, even better news for this Aussie fan was the fact Phillips had been second fastest to Nambotin in the Super test, and had backed up on Saturday to be second fastest outright and in E2 for the day, as the Aussie maintained his sweetly consistent season filled with podium finishes to keep his name firmly at the top of the World Championship standings.

At the final time control for the day back at Fabriano, I grabbed a fast

sie pride, Filled with Aus the ee I was rapt to s illips h Kangaroo Kid P doing his thing

Matt Phillips

chat with Phillips as he waited for his minute to tick over.

“This year has been going great,” he told me, before going on to praise his new team ride with Sherco.

“What’s been great about the whole team set-up this year is it’s cool when we win and it’s cool when we don’t.”

And with that, Phillips excused himself, handed his time card to the officials and thumbed his Sherco back into life to charge into the pit area and peel off a couple of mousse tube/ tyre changes before checking into the parc fermé to notch up another podium placing for the round and, most important of all, keep his name at the top of the World Championship standings. Like I said before, go you good thing!

EPILOGUE

Nambotin, Phillips, Bellino

Giacomo Redondi, Jnr Champ

52 |

And with Phillips joining winner Nambotin and third place-getter Holcombe on the Enduro GP podium at the conclusion of day one of the Italian round, I climbed back into the Lancia and bolted back to Fabriano’s historic Centro district to collect the missus and resume our European vacation to carry on to a date with friends in Florence — as you do.

Truth be told, our Italian travels were fabulous, but that day at Fabriano taking in an Enduro GP was a highlight of the trip for me, for sure. The only downer was when news came through the next afternoon that Phillips had suffered a mechanical DNF on day two of the Italian event… dammit!

It was the Aussie’s first DNF of the season, but he could console himself with the fact that title rivals Holcombe, Remes and Bellino have all had at least one DNF through the year as well. So Phillips’ position at the top of the Enduro GP and E2 classifications remains, with just the final event in France in midSeptember to play out as I type these words. C’mon, bring it home, son: World Championship number three has got your name all over it!

GET THE BEST PERFORMANCE WHATEVER THE TERRAIN http://motorcycle.michelin.com.au Connor Teirney 2016 Australian Supercross SX2

BIKE TEST SUZUKI V-STROM 650 XT

54 |

ALL-ROUNDER Suzuki gives the V-Strom some extra adventure cred with the XT

WORDS AND PHOTOS DAMIEN ASHENHURST

| 55

BIKE TEST SUZUKI V-STROM 650 XT

You can find a bike that’s better in one area all day but you’ll be hard pressed to find one that’s better in every way

S

uzuki’s V-Strom 650 needs little introduction. That’s probably the most common sentence written on the 650 and for good reason. The V-Strom is one of the most universally respected motorcycles on the planet and has sold like a champ since its release in 2004.

The basis of its success comes from its versatility. It doesn’t seem to matter where you point the bike or what at, it either aces the task or finds a way to get it done. Like a footy player who can play several positions, it’s not stunningly good at any one thing in particular but its value is undeniable. In short, with a V-Strom in your garage, you can do a hell of a lot without paying much in the first place ($11,490 ride away for the XT model; $9990 for the standard).

To understand what makes it such a popular bike and how that translates to the world of dirt, we spent a heap of time on the V-Strom 650 XT and now we want to tell you all about it... well, that’s our job actually. And if we didn’t do that our boss would want to know who that guy is that comes in the office and just eats doughnuts and watches old AMA supercrosses. So here we go.

56 |

MR VERSATILE I’ve ridden the DL650 a fair bit. I came very close to buying one and on my recommendation, my dad did in fact buy one and he loves it like the metal son he never had. And believe me, he’s had enough bikes in his life to know what he likes.

With that said, I totally understand any scepticism and reticence to accept it as anything but a road-based commuter for 45-year-old men who work as IT specialists by day and run a TV blog by night. It’s not the most exciting bike. It doesn’t inspire passion like a GSX-R or RM-Z but that’s the burden of the all-rounder.

Everyone remembers Don Bradman over Keith Miller.

The V-Strom 650 XT is different from the standard V-Strom in that Suzuki has fitted hand guards, crash bars and a plastic bash plate, along with spoked wheels and the ubiquitous beak under the headlights (something that originated with Suzuki in the ‘80s). The XT looks much more striking than the standard V-Strom. It has a presence the other lacks and with a set of Pirelli Scorpion Rallies fitted, the commuter to adventurer transformation is complete in its aesthetic form.

SPINNIN’ THE WHEELS One aspect of the V-Strom that’s never argued is that it’s supremely comfortable to ride. The sitting position is fairly upright, the bar bend is high and the seat is brilliant in both feel and shape. The first let-down comes with the footpegs, which are those rubber-running twigs that have no place on a bike that’s set to leave the tar. But the bike doesn’t feel fat

between your legs and riding in the standing position is no problem at all.

The engine is quiet and the halfanalogue, half-digital speedo display covers all you need to know at a casual glance. The ABS isn’t switchable (you can install an aftermarket toggle for that) and there is no traction control or myriad other electronic aids and blinking lights, which is something of a nice change from the NASA-level

cockpits of some other bikes. The inclusion of an anti-theft immobiliser is a nice touch, though.

The V-Strom 650 XT is all about smooth. Everything it does is smooth.

The clutch release is smooth, as is the way the power is delivered. There’s no great rush of horsepower, instead it’s a very linear build across an incredibly broad range. There’s more power than the chassis and shock can keep grounded on loose surfaces — it’ll eat a DR650 or KLR650 in a drag race — but it’s so manageable that you find yourself pointing the bike at tricky sections that fire-breathing engines would deem not worth the hassle. A big part of this stems from the fact that it’s a 650, which is too often an overlooked capacity for an adventure bike, but shows its worth when weight and fatigue become a factor on the 1200cc monsters.

You can ride the DL650 pretty fast in the dirt but you’ll find its limitations come from the suspension and when you start hitting serious sharp edges or large bumps, bottoming out and jarring through the front become commonplace. Just slow down and this won’t happen. In fact, the forks are pretty damn good and take more punishment that you’d expect. The ride height and shock are where the off-road mechanical limits are reached first but, again, this is almost always based on speed and when you slow down, the bike will take on a hell of a lot.

On the trickiest and slipperiest of surfaces, the bike’s low height becomes an advantage because you can just drop both feet and keep yourself steady.

The brakes are excellent but the ABS is most certainly not appropriate

for the dirt. There are only two things we’d do to an XT as soon as we bought one and that’s replace the footpegs with bigger units and get a switch to disengage the ABS. The bike is a fuel miser and dad reckons he gets 400km easy from his tank, which is a sweet spot for an adventure bike. Any more is brilliant, but any less than 350 can become a hindrance on epic adventures.

WE GOT CHOICES The adventure bike market is like a bain marie at Sizzler. There’s so much variety on offer and the tendency is to always talk up the all-conquering big dogs. But there are times when I’d rather be on the V-Strom 650 XT than a 1200cc tech-flaunting power monster.

Like in sand or when the trail closes in.

Me and Dad did a ride that ended up getting a bit stupid as we attempted to ride to a section of coast that’s tough in a 4WD and down a treacherous cliff drop that would’ve seen few dirtbikes before, let alone V-Stroms. It was a bit dumb to be honest and at its most precarious, it was a thin single trail with a 70ft drop into the ocean. But Dad and I tend to push each other to do stuff like this and neither of us wants to be the one that backs down when it’s clear we’re not thinking it through all the way to the end. That’s the kind of DNA that either does cool shit or ends the family line. The V-Stroms aced it. Dad had traction issues with Trailwing tyres that I didn’t with Rallies but we could ride with control when needed (really badly needed in this case) and call on some torque to tackle the deep and steep uphill sand track.

Then we went to the pub for lunch and

AT A GLANCE Suzuki’s quick tech rundown of the V-Strom 650 • Twin iridium spark plugs for each cylinder for better spark strength and combustion efficiency contributing to increased power, a more linear throttle response, easier engine start-up and a more stable idle.

• A radiator with a more compact core, flanked by wind-directing plates shaped with holes* for enhancing cooling efficiency, directing engine heat to flow out to the side air outlets and away from the rider’s legs. (*Patented.)

• Suzuki-developed and -patented Throttle-body Integrated Idle Speed Control (TI-ISC) contributes to easy cold starting, stable idle and lower emissions.

• Lightweight and rigid twinspar aluminium-alloy frame and swingarm contribute to smooth handling performance and excellent stability at high speeds.

• Five-way spring-preloadadjustable 43mm-stanchiontube front forks and link-type rear suspension with rebound

•

•

•

•

stepless damping adjuster as well as a spring preload adjuster that can be increased or decreased by turning a knob, without using tools.

Front dual 310mm-disc brakes and rear 260mmdisc brakes deliver smooth, controllable stopping power. Expansion-resistant high-pressure brake hose enhances the responsive brake feel.

Digital Antilock Brake System (ABS) unit features a lightweight, compact design.

The ABS monitors wheel speed and matches stopping power to available traction.

With a comfortable, upright riding position and a low seat height, the functional seat combines red-stitched leather-look sections and suede-look, slip-resistant surfaces, and is topped off with an embossed V-Strom logo.

Includes a lightweight, onepiece, resin luggage carrier with well-shaped, easy-tograsp grab bars and a slipresistant rubber mat.

| 57

BIKE TEST SUZUKI V-STROM 650 XT

deliberately parked the filthy Suzukis next to a line of four shiny Harleys.

There’s no chance I would’ve done that on a 1200 and I know Dad wouldn’t have either. The 650 is a great capacity for a dual sport/adventure bike and the V-Strom is a brilliant explorer both on local area pokes or on long rides. It’s got little to prove in the reliability department and if you do a bit of research on the internet, you might be surprised just how far these bikes have been taken.

And, again, you can find a bike that’s better in one area all day but you’ll be hard pressed to find one that’s better in every way.

The XT has taken a great basic package and expanded its range. We’d like to have seen a 12-volt socket in there as well as heated hand grips, but these aren’t expensive aftermarket additions.

My recommendation is to give the XT a go if you’re keen on a bike that can get you to work as well as let you explore without breaking the bank or taking on a 200-plus-kilo machine. Just managing a 650 at home and within your garage is so much easier than wrestling a 1200 around and as someone who does own a big-bore adv bike, I found I kept turning to the V-Strom instead of wheeling the big unit out backwards and turning it around on my sloped driveway. The V-Strom feels like a 125 compared to my bike.

The sheer number of times it will p yyou will g g the impress greatlyy outweigh

ism and I totally understand any sceptic g but a reticence to accept it as anythin r-old road-based commuter for 45-yea by day men who work as IT specialists and run a TV blog by night

number of times it won’t and as someone who follows the Newcastle Knights NRL team, this brings me great relief.

There’s no doubt the XT is worth the extra money over the standard 650 when you’ve got adventure on the brain. For a more refined and versatile everyday ride, it’s a better option than a DR or KLR650 and a lot cheaper than the step up to the 800s.

The Ténéré 660 is a better straight dirt package but not as good on the road. The DL650 just walks that line of pleasing everyone so very well and it’s no wonder it’s as popular as it is.

58 |

ABS DISCLAIMER While we sometimes recommend using aftermarket means to disengage certain ABS systems on bikes that don’t come standard with a switchable system, it’s imperative that you consult your dealer, manufacturer and insurance company before doing this. We believe that it’s often safer to have some systems switched off in off-road situations but you must gauge this against your own skill level and understand that there are risks involved.

FEATURE RIDE REPORT

60 |

BMW 2016

Streaky Bay, SA, to Broken Hill, NSW WORDS CRAIG BERNARD PHOTOS CRAIG & BMW

| 61

FEATURE RIDE REPORT

T

he beautiful, vast outback of Australia appeals to many of us as a bucket-list-one-day-I’llget-there adventure. For those with the will, there certainly is a way.

There is an uncertain serenity when you realise the engine you just had control of has stopped. You’re no longer in contact with your throttle hand and you’re lying in a dusty heap, eyes closed struggling for a breath from your winded, aching lungs. That automatic, almost immediate function of completing a body check kicks in — breathing? Kind of. Arms? Check.

Legs? Check. Woohoo, I’ve survived that little… let’s call it a mishap.

I soon realise there’s a voice piercing the faint rhythms of Thirsty Merc still playing in my headset: “Stay down!

Don’t move!” It’s Grant, the other lead rider and main man of the 2016 BMW Safari Enduro. He had a front-row seat riding behind me on our early-morning run out the final day of Safari, as we marked the course for the riders g us to follow. His dawn and chasing

headlight view was one of a ricocheting kangaroo, dust, bike and rider, followed by a motionless and groaning me blocking his line — how inconsiderate!

But let’s not dwell on what had happened in that moment now; it clouds my thoughts and memories of what had been an incredible six days of all that a BMW Safari Enduro should be. For the time being, let’s look back on the week that was, a trip that began some 2000km prior in the small coastal town of Streaky Bay in South Australia.

PLANES, TRAINS AND MOTORRAD For me, the Safari journey started on a big bird from Sydney to Adelaide, then folding into a little Rex flight to Ceduna with Shane and Chris (BMW Off Road Rider Training head coaches) to pick up the bikes for use at training and my bike for the week of the Safari. I was extremely fortunate to be selected. And to act as lead rider for the journey… for that I’m extremely thankful to Miles Davis from BMW as well as Grant and

Sophie Evans, the doers behind the Safari, for the opportunity.

Ceduna was the pick-up point for those participants who were time poor or, due to the distances from home, shipped their bikes and gear to the start and in some cases the return journey from Broken Hill as well. It’s one of the many details the Safari team can organise for participants to let you concentrate on the ride and have a cracker of a good time. It was then a quick blat of a little more than 100km to the start of the event in Streaky Bay, a beautiful small town perched on the coastline and one that I vow I will return to with my wife to enjoy more of.

For the majority, their adventure started days before, riding solo from home to Streaky or hooking up with others en route. We even had a couple of overseas attendees who hired their bikes locally in Australia, promptly hopped a plane to Sydney and then home again at the end of the week.

A wise man once said, “It’s about the j journey, not the destination.” And that d definitely rings true when it comes to B BMW Safaris.

H HANDSHAKES AND INTROS A T Typically with an event like the BMW S Safari Enduro, a town is almost taken o over by the influx of bikes, support vvehicles and people in general all n needing fuel, food and accommodation p plus anything else they may need to sstock up on. The Streaky Bay locals

GETTING YOUR EYE IN The Saturday and Sunday prior to Enduro’s Monday departure were spent rider training in an effort to develop the off-road skills of 30 eager riders. This is another one of those details the Safari team can organise for you and is of definite benefit as pre-Safari training is customised to the terrain likely to be experienced while you’re away riding for the week.

A variety of skills were worked on at two locations, including the local horse-racing circuit, with plenty of sand work conducted at some nearby dunes. The feedback from those that attended was really positive, with many saying they would have struggled to complete some days without the skills they built up at training and will certainly benefit from them in the future.

62 |

were all very supportive — from shopkeepers and pub staff right down to the drinkers at the bar. If they could help in any way, such as suggesting riding areas for training, who could cater food or with tyre fitting, they did. I’m sure at the end of the day, the boost to their economy was warmly welcomed, as was a change from the regular flow of nomads with caravans in tow.

Rider registration took place at the Streaky Bay Hotel during the weekend, which also hosted a huge welcome dinner Sunday night to go through some details of the week ahead. Ride notes for the next day were distributed and rider etiquette and safety were discussed all in a relaxed atmosphere where introductions were made and some nerves blown away by the howling wind outside. Most headed for an early night in preparation for a big day in the saddle, with our next destination being Coober Pedy some 570km away.

AND SO IT BEGINS Day one for lead riders Grant and myself began as the next six would: a quick and improvised brekky, pushing our bikes away from the accommodation pre-dawn so we wouldn’t disturb too many people, followed by trying to attach the first few fluoro arrows to damp posts or signs to safely guide the 100-plus riders and crew that would eagerly follow an hour or so behind us. We would typically keep the pace down until golden blankets spread across

LOCK ‘N’ LOAD One of the luxuries on Safari is the luggage truck run by Greg and Noel, a couple of real characters with a passion for beers ’n’ oysters and things that go “bang” when you least expect it. They also dive in when someone needs a hand mechanically if the travelling BMW techs are busy with another job.

Marking off people’s luggage is part of the check-in and -out system each day. The boys follow along or, in some cases, shortcut it to the destination for the night carrying everyone’s luggage and, if required, camping gear. It’s usually a team effort passing out and stacking the bags for pick up with a maximum bag size and weight that “should be” adhered to.

disaster upon our i in m a ith w d te ee gr e er We w ter that morning with arrival at William Creek la seemingly out of order the solitary source of fuel

the horizon dissipated to flood the landscape with more light, helping us spot any sign of movement from wildlife. Our Sena headsets kept us in constant contact to warn of any danger, help with navigating as well as pump some tunes when the time was right.

For me, these mornings created some memories that will be etched in the slide show of my mind for many years to come. Australia’s outback is truly a special place.

The route to Coober Pedy was fairly straightforward without too much navigation. It was the longest day and a mix of open, fast, red dirt roads and undulating, sweeping bends with intermittent sandy sections. Kingoonya (population of 10) was our lunch and fuel stop at the 300km mark and fuel was always going to be a stretch for the smaller-capacity bikes navigated by arrows and warning markers laid by

us, together with GPS routes supplied and their comprehensive ride notes, which were updated each evening at the briefing. It typically takes a day or two for riders, especially Safari virgins, to get their eyes tuned to seeing the markers and the debate that night on whether our 1m-long yellow hazard tape hanging from trees actually existed was, let’s say, spirited.

There were many scenic points of interest along the way, such as the abandoned Woomera tracking station with a 100km-or-so tar section into Coober Pedy at the end, which was welcomed by most, especially those with the luxury of cruise control on their 1200s. This gave us the chance to relax and take in the surrounds while imagining that first cool ale sliding effortlessly down our throats.

The night spent at Coober Pedy featured one of 15 (of 19) meals that

weren’t provided and therefore gave us the opportunity to grab some new mates and find some grub before prepping for the next day. It’s a unique town nestled amongst a miner’s landscape, littered with massive mounds of dirt. While it was the first night of chilly camping for some, for others it was a unique opportunity to lay their head on a comfy bed in a room buried deep underground where the climate is constant and oh-so quiet — such a cool experience.

and minimal vegetation stretching in all directions. With some thumping tunes pulsing through my helmet, it was the perfect time for reflection on what had been so far, what was yet to come and just how fortunate I was to be doing what I was doing.

We were greeted with a mini disaster upon our arrival at William Creek later that morning with the solitary source of fuel seemingly out of order. After tearing up some lobsters using the sat phone to facilitate a plan B back at Coober Pedy, Grant was finally able to rustle up someone who actually knew how to fire the pumps up as riders started to roll into town.

Problem averted, thank goodness.

So on to Marree for more fuel and supplies, then Muloorina Station, which was a mandatory camp night for all.

Some of the group had a brush with true Aussie adventurer Dick Smith in William Creek, who was super keen to find out how the trip was going and offered his own words of wisdom.

Muloorina Station is a working property that caters for travellers and groups via a great camp area beside a thermally fed waterhole and has a driveway around 50km long.

From there, riders had the option to take a run out to Lake Eyre on some challenging sandy trails. Lake Eyre is an unbelievable sight with white, crusty sand stretching as far as the eye can see and was the site of Sir Donald Campbell’s successful land-speed record attempt back in 1964. That night, campfires were lit, cold ales sunk and a great feed supplied by the station was devoured. For most, it was an early night again, curled up in a swag or tent, hoping the thermals we brought were up to the task.

BRING IT

TAKE ME BACK

Once clearing the confines of Coober Pedy’s township on day two, the landscape heading towards our next fuel stop, William Creek, allowed us to start winding up the pace.

The distraction of a frozen face and majestic sunrise had given way to a clear morning with the vast landscape

Another cool, crisp morning greeted us after a superb brekky served up by Muloorina’s staff. Day three started with the return blast back out the station’s 50km driveway to the main road, through Marree once more, the historic deserted town of Farina, Lyndhurst, then on to Arkaroola Wilderness

| 63

FEATURE RIDE REPORT

Sanctuary by the afternoon. As we crept closer to Arkaroola and the Gammon and Flinders Ranges, the landscape began to change and the riding became more technical and challenging, which was something that brought a smile to my dial. While it’s fantastic to roll it on enjoying the wide open spaces of the outback, I was keen to put the BMW 800 Adventure to the test and the variety of terrain in this area didn’t disappoint. On the pre run, it was decided to offer an easier option into Arkaroola as some bodies could be feeling weary and looking forward to an earlier day.

Upon arrival at Arkaroola Wilderness Sanctuary, we were greeted by a true oasis surrounded by majestic mountain ranges. All levels of accommodation are catered for, from basic camping through to very comfortable air-conditioned cabins. A fully stocked bar, excellent restaurant, real coffee, observatory and pool are some of the fantastic facilities on hand at this place steeped in history. The Safari circus had two nights here and it’s definitely somewhere I would return to so I can indulge in more of what’s on offer and share it with the love of my life.

It was always planned to have a day during the Safari where, if your body was feeling it, you could take a break from the bike, immerse yourself in the surroundings or take a bushwalk or famous ridge-top four-wheel-drive tour.

Even so, there was still time to go for

a spin out to Lake Frome, a massive salt lake, as long as you were prepared to test your sand riding skills on the last 500m or so nearing the edge of the lake. Alternatively, for those who couldn’t get enough, a very testing loop was set out full of single trail, creek crossings — both wet and dry — and some challenging rocky hill climbs and descents. For some GS tragics that couldn’t get enough, this meant multiple laps taking in both loops, ending it all with a cold bevy and a great feed when they returned.

Some more open-road riding greeted us on day five, interrupted by a fantastic section through the Nepabunna Indigenous Area, enabled only by seeking special permission and paying a fee — again, a wide variety of terrain in an area many of us will never venture to again. From there, it was back on the throttle to Blinman for lunch then to Rawnsley Park Station near historic Wilpena Pound for the final night.

Rawnsley Park caters really well to visitors as it offers a wide range of places to rest your head as well as helicopter or light plane scenic flights and a top-notch restaurant, which we totally packed out that night. It was also an opportunity for Telstra users to dip a toe back into their everyday life, battling for snippets of coverage. It brought home the fact that, with only one day to go, this dream trip was nearing an end.

THE FINAL COUNTDOWN That night while doing the usual CamelBak refill and repack of our tank bags with the essentials for the day — arrows, caution tape, muesli bars and a muffin for brekky — my thoughts drifted to tomorrow’s early-morning run bringing with it increased wildlife as it was the day on the pre-run that stood out as animals being the most prolific.

It was yet another beautiful morning, which forced Grant and I to stop along the way and snap some images of the golden sky pushing itself up over the horizon. It wasn’t long after as we were cruising along, both mindful and warning each other and talking about the animals that were moving away from the dirt road as we approached, when “bang”, I had a close encounter of the marsupial kind.

Still relying on headlights, I didn’t see ol’ mate Skippy, head down with his back to me having some breakfast when he popped up and decided he needed a coffee on the other side of the road. I hit him high and hard on the poor 800 and he was now fractured and rebounding

along the trail. What followed was unfortunately a mixture of dirt, sky, headlight and repeat, with me sliding to a painful halt thankful that I could still blink.

As I mentioned earlier, I won’t dwell on what happened that morning. Bones will heal, bikes can be repaired and I was very fortunate to escape with just a broken collarbone and ribs. It’s a testament to the quality BMW protective gear I was wearing and I’m thankful for the support and assistance of the first riders on the scene as well as the plan set in place for just this sort of emergency.

I was attended by Dr Smithy, our long-term Safari supporter, and then loaded into a support vehicle for the ride to Broken Hill, my faithful GSA following along in a trailer. It’s for these very reasons that it was great to be involved in such a well-organised event where almost all situations are catered for.

The rest of the crew continued on their route with a stand-in lead rider (special thanks to Michael Haley for helping out).

ened that I won’t dwell on what happ s can be bike morning. Bones will heal, unate to escape rt fo ry ve as w I d an d ire repa one and ribs with just a broken collarb Grant, Sophia, Ben, Stu G , Tony, Dave, Brad (mis sing), Miles, Dr John and mys elf

THE TEAM It’s a big team effort from planning through to execution.

Hats off especially to Sophia — I don’t know where she gets the energy to do all that she does.

64 |

FEATURE LAURA BUITRON

ASHES OF FREEDOM

honour her One woman’s ride to om to his ashes father and give freed STORY AND PHOTOS

LAURA BUITRON

B

etter known through Instagram as Chickamotorunner, Laura Buitron is a woman with a mission. If you’ve ever come across this account, you will be aware that she has covered some serious ground on her BMW F800GS, which she has fondly named “Plus Ultra”. It’s one of the best adventure-based Instagram accounts to follow if you want to live vicariously through someone doing exactly what you’d rather be doing. She uploads regularly and while the English is often a little broken, you can follow her adventures easily and in the process see some amazing places.

We contacted Laura to get a few more details about the what, why and where. This isn’t a “gee, look at what a woman is doing” type of story — she’s genuinely doing cool shit that’s well worth a look.

Laura sent us a bit of a rundown on the ride she named Ashes of Freedom and we’ll let her and the photos do the talking from here. She is a pretty impressive woman with a heap of qualifications and serious adventure miles under her belt. Her story definitely makes us want to go riding to the horizon and beyond right now.

THE WHO, WHAT, WHY & WHERE My name is Laura Buitron. I am 44 years old and I’ve lived in Brazil for most of my life, although I am onethird Spanish, one-third Argentinean and one-third Brazilian.

My ride, which I’ve called Ashes of Freedom, is a solo riding trip, from the USA to Brazil, that I have dedicated to my dad. He was from Spain but lived in Brazil for many years, which is, sadly, where he died.

In Brazil, I collected my dad’s ashes so that I could scatter them at his favourite places throughout South

66 |

America, essentially giving him back his freedom, the freedom he gave me as a seven-year-old when he bought me my first motorcycle. At the age of seven while living in Brazil, he bought me a beach scooter, which I used to get around over the dunes on my way to buy groceries for my mother. Later on in Spain, when I was 10 years old, we had a dairy farm and to reach the mountain fields so we could check on the cows, my father got me a little 50cc dirtbike. After that came an old 500cc motorbike that he got as exchange for the rent of a pasture field.

In Florida in 2006, after some time without a motorcycle, I bought a bike, which I used to travel alone all around the USA. Four years later, in Spain, I purchased a BMW F650GS and this time I travelled solo around 17 European countries, reaching the Arctic Circle, where I camped and cooked my own meals.

The 650cc started to feel small so I exchanged it for the majestic BMW R1200GSA. Then, when I started venturing more and more onto dirt roads, it was time to go back to a smaller bike. This is where Ultra and I became a team.

Plus Ultra is a Latin saying that originated in Spain. It means to take risks; to surpass your limits and go further. It encourages you to apply this way of living to any challenge you may encounter in life. And with me also being an ultra-marathon runner, the name just fits.

Beginning in June 2015, my Ashes of Freedom trip was at first a slow progression, given that my 71-year-old mum was riding as passenger all the way from Miami to Aspen. From there, I went north to Canada, making a loop to Leavenworth where I did an emergency medical technician course for remote environments in an attempt to prepare myself for any life-threatening situation

HITTIN’ THE BOOKS Adventure is just one part of Laura’s life. Apart from also being an ultra-marathon runner, she’s a well-studied woman with a love of the sea.

I have a biology degree with a master’s in marine ecology from the University of São Paulo in Brazil.

My love for the ocean and sailing made me change career directions and become a yacht captain.

I have since travelled to the UK to obtain my 200-tonne captain licence and 3000-tonne Officer of the Watch. I have enjoyed a career as a deck officer for 13 years now. Following lengthy times at sea, whenever the yacht returns to land I am in need of my own space and time alone... this is how and why riding became a lifestyle.

Beginning in June 2015 my Ashes of Freed , o trip was at first a s m lo progression, given w that my 71-year-old mu m was riding as pass enger all the way from Miami to Aspen

| 67

FEATURE LAURA BUITRON

BIKES THROUGH THE AGES

I could encounter. After a few months riding around the USA, in January 2016, my bike and I crossed the USA/Mexican border, which marked the “no turning back” point.

And I’ve been riding ever since. This journey has taken me to some amazing places and I have met so many different people from all walks of life.

GETTIN’ IT DONE I never really planned my Central and South America trip. I just kept the bike ready as I always have and my personal challenge was to see how far I could go.

I consider myself a good rider. I don’t know any “party tricks” but I can get my bike fully loaded (360kg checked on a truck scale) to pretty much wherever I think the bike can go. I don’t travel on highways, unless for good reason, and I always choose the lonely, secondary roads.

I have so many anecdotes from this trip, from crashing into a police car and getting a flat tyre in the Belize Jungle to somebody trying to break into my room at night and so many river crossings, including two where I fell in.

I’ll also never forget getting lost in the Andes — I do not have a GPS. These were all challenges I was able to overcome, helped by the fact that I like bike maintenance and have a very good understanding of my bike, which meant I could work on it anywhere myself. All of this grew my confidence to a point I never could have imagined.

KEEP IN TOUCH Contact Laura Buitron at laurabuitron@icloud.com or follow her and Plus Ultra on Facebook via Laura Buitron and Instagram via @chickamotorunner

ing more ..when I started ventur ads, it was and more onto dirt ro aller bike. time to go back to a sm dI This is where Ultra an became a team

68 |

Here’s a list of Buitron’s bikes and the off-road courses she’s undertaken.

• Beach scooter, age seven • Montesa 50cc dirtbike, age 10 • Honda CX500, age 15 • Buell Blast 500cc 2002 • BMW F650GS 2004 • BMW F650GS 2006 • BMW R1200GSA 2012 • BMW F800GSA 2014, the bike she owns today • Two-day off-road course with Road Adventures Colombia • Two-day off-road course with Black Swan Moto, USA • Two-day off-road course with BMW Miami

WE REPRESENT

VIEW OUR WEBSITE AND JOIN THE DISCUSSION

DIRT BIKE

www.dsmra.asn.au

RIDING AND WE WANT YOU!

COME RIDING WITH US! DSMRA is a non-proďŹ t, volunteer-based association, all about social and responsible trail riding with licensed and registered riders.

General trail riding, enduro, adventure riding, 1-day rides, 2-day rides. Bring the group along.

We also provide education about trail riding.

Check out our website www.dsmra.asn.au Simpson Desert & Cape York Tours and many others...

Simpson Desert 6 day Tour all inclusive $4550.

Cape York 8 Day Tour all inclusive $4260. Check website for details.

www.amcr.com.au 0411 089 498 contact Eddy

TRAPP MOTORCYCLE TOURS Long distance touring motorcycles also available for rental

Dalhousie Hot Springs 39c

VEHICLE SUPPORT ALSO AVAILABLE FOR HIRE

Cape York

Hire Bikes Suzuki DRZ400

FEATURE 2017 MODEL BIKES

2017

MODEL GALLERY

K T M 300

72 |

E XC

K T M 300 E XC SIX DAYS

A

ll models have been unveiled now and we really do have some incredible-looking machines to choose from in 2017. It could be argued that we’ve been through a somewhat boring phase with the bike aesthetics of late but a few manufacturers have totally hit it out of the park for ’17.

As always, the off-road sector is flush with two-strokes and, while we will see the return of favourites such as the KLX450 and WR250R, there will be completely reworked offerings from both KTM and Husqvarna.

Judging just by this selection, it’s going to be a big year for us trailriders and off-road racers in 2017. Which one will you make yours?

KTM 500 EXC-F

SHERCO 25

H O N DA C

0 SER

R F 230 F

| 73

FEATURE 2017 MODEL BIKES

YAMAHA WR450F

YAMAHA W R250F

YAMAHA W R250R

74 |

YAMAHA Y Z250X

KAWASAKI K

L X4 5 0

HUSQVARNA 701 E N D U R O

HUSQVARNA T E 300

| 75

FEATURE E 2017 MODEL BIKES

BETA 300 RR

S U Z U K I R M X4 5

G A S G A S EC3

76 |

00

0Z

â€

EU20i GENERATOR

$ RRP

2099 4-STROKE

Get into your specialist Honda dealer today and ask us about the full range of savings. Call 1300 1 HONDA or visit powerequipment.honda.com.au †Promotion runs from 1/11/2016 - 31/12/2016. Offer can be deducted from the total purchase price of the Honda generator or used in store at the time of purchase on any product or service offered by the dealer from which the generator is purchased. Offer is not redeemable for cash. At participating dealers only. *4-year warranty applies to Domestic use and does not apply to engines sold as separate units.

GET OFFROAD AND ON TRACK WITH THIS STEAL OF A DEAL

THAT’S 2 YEARSE FOR TH 1!

F PRICE O

SUBSCRIBE NOW VISIT UNIVERSALSHOP.COM.AU/MOTORCYCLE-MAGAZINES AND USE CODE CTR72 OR CALL US ON 1300 303 414

STEP 1: SUBSCRIPTION OPTION 6 ISSUES OF TRAILRIDER + 6 FREE ISSUES OF TRAILRIDER FOR $59.70 (SAVE $59.70) Order online: BONUS digital access will be given to every order made via universalshop.com.au

STEP 2: MY DETAILS MY PERSONAL DETAILS: Mr/Mrs/Miss/Ms First name: Surname: Address: Suburb:

State:

Daytime telephone: (

Postcode:

)

Email:

GIFT SUBSCRIPTION TO: Mr/Mrs/Miss/Ms First name: Surname: Address:

EXCLUSIVE OFFER

6 ISSUES OF TRAILRIDER RRP $59.70 + 6 MORE ISSUES ABSOLUTELY FREE

FOR ONLY

$59.70 HURRY! OFFER ENDS 5TH JANUARY, 2017

Suburb:

State:

Daytime telephone: (

Postcode:

)

Email:

STEP 3: PAYMENT OPTIONS PAYMENT OPTIONS: Cheque/money order for AU$ (Please make cheques payable to Universal Magazines Pty Ltd)

Please charge my:

American Express

Card number:

Diners

MasterCard

Visa

Expiry date: (must be included)

Cardholder’s name: Cardholder’s signature:

SUBSCRIBING MADE EASY 1300 303 414

SEND COUPON NOW

and quote the code CTR72

Subscriptions Department, Reply Paid 75687, North Ryde NSW 1670

universalshop.com.au and enter code CTR72

(02) 9805 0714

mailorder@universalmagazines.com.au Subscriptions will commence with the first available issue. Existing subscriptions will simply be extended. Free gifts arrive separately to the magazine subscription and are sent as soon as possible.

Free gift offers do not apply to subscribers currently on the Easy Payment Plan. Offer open to Australian residents only. By subscribing you acknowledge that you understand that ‘tip-ons’ and gifts or bonus issues that may be available with non-subscriber copies of this magazine may not be provided to subscribers and is at the discretion of Universal Magazines Pty Ltd. The Promoter shall not be liable for any loss or damage that is suffered or sustained (including but not limited to, indirect or consequential loss) or for personal injury which is suffered or sustained as a result of taking part in this or any other gift offer. By subscribing, you consent to receive any direct marketing material including emails which inform the recipient of the Promoter’s other publications, products, services or events and to receive promotional material from third parties. Please tick the box if you do NOT wish us to use this information for the purposes stated above Offer available while stocks last, or until offer expires.

7 Year Battery Life

Subscription Free

66 Channel GPS

Strobe Light

Link Via Satellite

Waterproof to 15m

2 way Satellite Communication SOS Button Live Tracking Handheld GPS features

Australian Distributor

OK/Check in Button SOS Button Live Tracking Help/Assist Button

BACK PACK

HOW-TO TIPS AND TESTED GOODIES

DS GEN HOT E L

82

WE FEATURE ONE OF THE GREATS

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 PA

98

CAPTURING A GREAT MOMENT IN TRAIL TIME

| 81

LEGEND SHOT MATT PHILLIPS

MATT PHILLIPS

Wow, what can you even say? It’s an epic achievement to win a class but Matt Phillips has gone way beyond that this year, becoming the 2017 EnduroGP World Champion. He took on the world’s best in a new premier class (EnduroGP) that pits all capacities together. The winner is simply the fastest rider across all classes. The 23-year-old Tasmanian battled hard all year with French rider Mathias Bellino (Husqvarna), as well as Brit Steve Holcombe and the Finn Eero Remes, and the title chase went right down to the wire in dry and dusty conditions in the French round of the championship. This is a massive win for Phillips as 2016 is the first year of the EnduroGP class, which makes him its first-ever winner and guarantees his place in the history books. It also happens to be Sherco’s first world title. Phillips competed this year on a 300SEF-R and to add to his haul of achievements he also took out the E2 title — not a bad year, right? This puts him on another level, up there with the greats. We couldn’t be prouder and he deserves every bit of it.

82 |

QUALITY MOTORCYCLE PARTS, ACCESSORIES & SERVICE

OUR WORKSHOP OFFERS: > Performance Engine Modifications > Suspension Rebuilding & Tuning > Race Bike Preparation > Engine & Motorcycle Restoration > Smash Repairs & Detailing > General Service & Repair > Pre-purchase / Sale Reports > Tyre Fitting & Balancing

AUTHORISED DEALER FOR

Bike Armour / Engine Parts / Oil & Filters / Tyres & Tubes / Plastic Kits / Handlebars andlebars & Grips Bearing Kits / Thermo Fan Kits / Graphics / Stands & Ramps / and much more

www.onlineracingspares.com.au

73 Levanswell Road, Moorabbin VIC 3189 email. info@onlineracingspares.com.au phone. 03 9553 1881

TECH TIPS 1CHAIN

The chain is literally your driving force; without it you are going nowhere fast. It has to handle tremendous strength being applied against it — power and torque from the engine snap it forward when accelerating, the suspension travelling up and down constantly changes the freeplay available, heavy braking has it snatching to try to pull up a couple of hundred kilos of bike and rider — all while fully exposed to mud, dust and water.

To keep your chain at its best and improve its lifecycle, you should clean and lube it after every ride.

CHAIN AND SPROCKETS Our top five tips to ensure your chain and sprockets last STORY CLIVE WARD OF MOTORCYCLEBIZ PHOTOS DAMIEN ASHENHURST

2FRONT SPROCKET

The front sprocket will always show more wear than the rear as it’s smaller and in contact with the chain more often. Inspect it regularly and look for wear indicators such as chipped, broken or fish hook-like teeth and unusual shaping.

3REAR SPROCKET

The rear sprocket is exposed to the elements more and runs the risk of being hit by objects, rocks or logs as well as twisted and bent in ruts. Inspect the rear sprocket for wear the same as the front, but also sit behind the bike and look for bends or twists by rotating the wheel.

You should also check the chain guides aren’t bent and that the wear rubbers aren’t worn out, as these protect the swingarm from damage by the chain.

AND 4CLEANING MAINTENANCE Wash the worst of the mud off with a hose, then scrub the rest with a stiff-bristled brush or you can buy purpose-made chaincleaner brushes. Make sure all the mud and grime is removed from around the front sprocket.

In some cases, and especially on adventure bikes, you will need to remove the front cover. After cleaning, I usually spin the wheel around and hit the chain with a water disbursement lube, such as WD40 or Inox MX3, which

84 |

r driving force. u yo y ll ra te li is in a The ch oing nowhere fast Without it you are g prevents any rust forming and stops links from seizing until the next ride. At this point, the chain should be checked for adjustment and wear. Grab the chain on the rear sprocket and try to move it forwards and backwards — only minimal movement should be obvious between the chain and the sprocket teeth. Rotate it and make sure there are no tight spots or links that won’t pivot freely, otherwise it’s time to replace.

Lube the chain with quality purpose-appropriate chain lube just prior to your next ride.

5REPLACEMENT

When it comes time to replace any component, I always recommend replacing as a set — fitting new chains to old sprockets will greatly reduce the life of the chain. The rear sprocket may not look as worn but once you hold a new sprocket up against an old one, the wear will become obvious. Purchasing a new chain and sprockets may sound simple, but there are lots of choices out there. You’ll need to consider not just brand but also which type or material and

this is also the time to decide if you wish to change the gearing — 13:50 or 14:48 can make a difference to how you get the power to the ground.

ALUMINIUM OR HARDENED STEEL? Steel sprockets are heavier than aluminium but usually last longer. However, many of the new anodised-aluminium sprockets also last well but are often more expensive. Running a quality hardened steel front sprocket with aluminium rear is

very common and will provide a good lifecycle, slight weight saving and excellent aesthetics.

Many manufacturers now also offer “self-cleaning” sprockets which have a small cut-out near the teeth, which allows mud and dirt to be squeezed out during rotation, increasing longevity.

You should also consider replacing the rear sprocket

bolts. Many hubs have been damaged by bolts coming loose shortly after sprocket replacement. If you choose not to use new bolts and nuts, make sure you use high-strength Loctite on the threads.

Buy quality-brand chains — high-strength O- or X-ring chains will last longer and need less adjustment during their lifecycle.

When it comes time to replace any compon ent, I always recommen d replacing as a set

DOS:

 Clean and lube after every ride.  Check adjustment before every ride.

 Make sure the closed end of

the chain lock link is facing the direction of rotation .  Make sure you refit the locking plate to the front spr ocket, tighten the nut proper ly and bend over the locking tab.

DON’TS:

 Directly hit the links on an O-ring chain with a high-pres sure cle

 Lube with roadbike chain lubeaner.

— dust and mud wil l stick to it and form a grind ing paste, increasing wear.  Clean with harsh chemicals or solvents, which can damage the rubber O-rings.

| 85

DESTINATION PATAGONIA

PATAGONIA Dirt Bikes Patagonia has been running tours for five years throughout Argentina. Originally based in San MartĂ­n de los Andes, the company has extended its operations all along the Andes mountain range. This enables the team to run tours year-round as well as cover the best and most beautiful places. p Led by a bilingual guide and supported by a backup u team that includes a full-time mechanic and cook, you will ride through forests and deserts, over muddy and tough, fast and easy tracks, depending on your ability.

Dirt Bikes Patagonia’s routes are specifically chosen to stay off the beaten track as much as e possible yet still guide you through the wonders of the Argentine Andes.

When you switch off your bike to judge the best wayy to negotiate the next creek or bypass a fallen log, all you will hear is the sighing of the wind, the rustle of a creature on the forest floor or the cry of a bird.

Views of snowy mountain peaks, the unique prehistoric Inca trails or the vast, rolling Patagonian h steppes will unfold before your eyes day after day. Each action-packed day will end with a fitting meal of world-famous Argentine meat washed down by the lesserrenowned but equally delicious Argentine red wine.

Dirt Bikes Patagonia Website: dirtbikespatagonia.com Phone: (+54) 9 387 4458380

86 |

with more than a decade of experience running tours on the south coast of nsw, rush adventure tours are the experts.

Catering from beginner to expert and offering both private and group bookings as well as kids and adult coaching clinics, there is an adventure for every rider. Covering Nowra to the Victorian high country and through the Blue Mountains with tours from 1 to 7 days.

Just show up with your bike fuelled up and ready to go and let us take you out for a day of riding you will never forget! Interested in riding the latest from Sherco? On any tour you can swap your bike for one of ours and see just how good the new Shercos are!

Check out the fully catered tours on offer on the website or design your own tour for you and your mates. We guarantee it will be unforgettable!

rushadventuretours.com.au Cam Smith 0414 209 292 Lindsay Bond 0418 860 861

Photos by iKapture

RIDING TIPS TRAVERSING

TRAVERSING Traversing the side of a hill can be tricky but with a few techniques in place, you can keep yourself on track WORDS SHANE BOOTH PHOTOGRAPHY KTM IMAGES When the trail heads across the side of a hill and the ground underneath you slopes away, it’s easy to get into trouble, especially if it’s narrow single track that’s sloping away steeply to one side.

1STAY HIGH

When selecting your line on an off-camber section of trail, you should always look to stay on the high side of the trail if possible. This gives you a little more margin for error if you lose traction and start to slide down the hill. Remember, gravity is trying to get you down the hill so any time you can give yourself a buffer, it’s not a bad idea to do so. Also, look for smooth options that will keep your wheels on the ground. When your wheels leave the ground in this situation, they will come back to the surface lower down the hill — not a problem if it’s only a slight angle but if it’s steep, it can be a real problem.

Avoid loose rocks or soil if you can — the weight of the bike may make it just slide down the hill.

2

YOUR BODY WEIGHT

What you do with your body weight will make a massive difference to how the bike tracks along offcamber trails. It’s all about your outside footpeg or the footpeg on the low side of the hill: that’s where you want the majority of your weight going. So, when you’re in the standing position, which is the best option here, lean the bike into the hill slightly but put the majority of your weight down into the footpeg on the low side of the hill.

This will help the outside edge of the tyres grip the trail and give you the best chance of holding your chosen line.

88 |

3LOOK AHEAD

The most important thing to do on a section of trail like this is get your vision up and look ahead.

The further ahead you look, the more time you give yourself to deal with the upcoming trail. This, in turn, gives you more time to scan the terrain and make better decisions as far as your line choice is concerned. Where you choose to put your bike can make all the difference on a slick, off-camber section of trail.

4KEEP IT SMOOTH

Keep your throttle and clutch control as smooth as possible. This also goes for any brake application — you really want to avoid breaking traction or locking a wheel. Both of these situations will result in the bike trying to slide down the hill and off the trail.

5SLIDING

If the off-camber section gets steep enough that the rear wheel starts to slide down the hill and cause your bike to become slightly crossed up, don’t panic. Just make sure you continue to steer the front wheel exactly where you want the bike to go; lean your body weight into the hill and keep that weight on the footpeg on the lower side of the trail. As the rear slides down the hill, don’t keep your front wheel in line with the bike — you’ll just end up pointing straight up the slope and become stuck. Keep that front wheel pointed along the trail.

| 89

RIDING TIPS WHEN THE TRAIL TURNS UGLY

WHEN THE TRAIL TURNS UGLY We take a look at some of the best ways to handle an unexpectedly difficult section of trail STORY SHANE BOOTH PHOTOGRAPHY KTM IMAGES

90 |

DON’T DO YOUR HEAD IN The first step is not to panic! Don’t look at the section and write yourself off in an instant. More often than not, it looks tougher than it really is and the major battle is keeping your confidence. If you can, it will make a huge difference to the way you attack the section. Stay positive and back yourself and your riding ability.

PLAN YOUR ATTACK If the section of trail allows for it, stop and have a quick look at the best way to deal with it. In this shot from the ISDE, Matt Phillips wouldn’t have had that luxury. He does, however, have hundreds of hours of trail time under his belt and can make on-the-fly observations and decisions quicker than the average trailrider. That all comes with ride time and experience, though, and you’ll find you start making better decisions every time you ride. If you do stop to make a plan of attack, keep it short and sweet. Don’t sit for too long and stew over it — you’ll do your head in.

LINE SELECTION This is how you can make a tough section easy: get creative, especially if you aren’t restricted by track markings like Phillips is in this shot. Out on the trail, you can sometimes head off the beaten track to make life easier; after all, most of the time a section is difficult due to the amount of traffic that has passed over it. If there’s a huge rut that’s trying to suck you in, look for ways to cross over and stay out of it, just as Phillips has done here. He’s avoided the deep muddy centre line up the hill and stayed on the high and dry section of trail.

TRACTION IS KEY Traction is always important but in a tricky section or on a hill, it’s even more so. Avoid hard surfaces if possible; wet or dry, they will offer very little traction. Look for a surface that will give your tyres something to bite into — that’s where you’ll find the best grip. Sometimes all you need to do is move over half a metre or so off the main line and you’ll find it. Once again, don’t be scared to get creative. There’s no limit to how many times you can criss-cross the trail looking for better traction.

COMMIT AND LOOK PAST THE PROBLEMS One of the best ways to get through a tough section once you have your line selected is to look as far ahead as possible. Don’t fix your eyes on a big ledge or deep section in a rut.

If you do, you’ll ride to that point and then probably make a mistake and stop. You want to get past those sections, so look past them and keep going.

WAIT AND WATCH This technique can work for you but it can also make it look scarier than it really is. If you’re riding with some mates, sit back and watch a few other riders attack the section.

The key to this is picking very carefully who you watch — an average rider can make things look way harder than they really are and, in turn, freak you out even more. Watch an experienced rider if you can, as it may help make your attempt a successful one.

| 91

FEATURE READERS’ RIDES

READERS’ RIDES Barry De Passey

Troy Rose

Kostas Xatz ipouflis

Daniel Yung

Lachlan Joseph

Dion James

92 |

Henry Willer

sdorf

Peter Burns

Marco KĂştulas

ld James Arno

Joshu Joshua Green

Kingsley Vandersee

| 93

• WA store dedicated to motorcycle travel & adventure riding • Riding gear, soft & hard luggage, travel & camping gear, service items, communication systems, books, maps, DVDs & much more • &HUWLÀHG (DUPROG DJHQW • Open 7 days a week

As experienced international two-wheel travellers, we can help you choose the right kit for your next ADVENTURE!

Unit 1, 14-22 Farrall Road, Midvale WA 6056 (08) 9250-5559 www.overlanderae.com.au www.facebook.com/overlanderae

2017 017 HONDA CRF450R - E-START OPTION - MORE POWER - LESS WEIGHT - NO AIR FORK

CONONDALE CLASSIC BEHIND THE SCENES WITH ANDO

KTM 450EXC-F BIG-BORE BOLTER

TAL MAGAZINE HTLY FREE DIGI IG N RT FO R CHECK OUT OU

THE LATEST NEWS AND RACE RESULTS

VISIT

.COM.AU

RS RECOMMENDED LUBRICANT

LEARNER

APPROVED

BACKPACK

bullerbikeadventures.com.au

The Victorian High Country All inclusive tours

www.eaglescreens.com.au

0412 587 011

Underperforming suspension affects every aspect of your bike's performance Braking, acceleration, taking off and landing from jumps, stability and cornering, not to mention arm-pump and overall rider fatigue are all heavily influenced by the performance of your suspension. MPE will tailor-tune your suspension to your individual riding style and requirements to ensure you’re getting the utmost performance out of your bike and yourself.

9 Fast Turnaround / Freight Australia Wide 9 Suspension Revalving, Servicing and Repairs 9 Fully Trained and Qualified Staff 9 Race Tech Gold Valves and Springs 9 Set Ups used to Claim Numerous 9 Suspension Lowering and Modifications Australian & State Titles 9 Suspension Enhancement for Motocross, Enduro, 9 Guaranteed Improvements Trail, Supercross, Super Motard, Dual Sport and Dirt Track 9 15 Years Experience

Shock Absorbers

Steering Da Dam am mpe mp ers r Dampers

Fork Ca Cartridges Car ar rtri tridg dges ges e

MPE - MOTORCYCLE PERFORMANCE ENHANCEMENT

WWW.MPESUSPENSION.COM.AU

07 5437 0084

www.facebook.com/trailridermagazine

BACKPACK

@trailrider_mag TO ADVERTISE IN

CONTACT IAN CASSEL ON (02) 9887 0325

- 15 LITRE, $649 * AVAILABLE FROM YAMAHA DEALERS

COLOURS: CLEAR, GREY

Go hharder for longer!!

All models to 2016

Increases capacity by 100%

TRIUMPH TIGER 800 - 30 LITRE, - $999, OR 2015-ON $1040

SUZUKI DR650SE

INCREASES CAPACITY FROM 19 LITRES TO 30 LITRES COLOURS: BLACK, CLEAR, WHITE, GREY

- 30 LITRE, $670 COLOURS: CLEAR, GREY, WHITE, & BLACK FITTINGS: CAP, 2 TAPS & CROSSBRACE

* INTEGRATED AND USES ORIGINAL FILLING POINT

KTM 1190: 10 LITRE REAR PODS - $749

BACKPACK

YAMAHA WR450/250, YZ 450/250*

SUZUKI DR650 FAIRING WITHOUT WINDSCREEN, $605

LONG-RANGE FUEL TANKS FOR:

; BMW ; GAS GAS ; HONDA ; HUSABERG ; HUSQVARNA ; KAWASAKI ; KTM ; SUZUKI ; TRIUMPH ; YAMAHA

Phone (03) 5729 5556

www.safaritanks.com.au

BACKPACK

10 year warranty on all Kriega products

BUY T NOW A

PARTING SHOT

TOBY PRICE The 2017 Dakar is set to begin and in no time this guy will be defending his first title. We reckon he’ll add another to his 2016 win and he’ll just keep on winning ‘til he tries his hand at something else. Good luck, Toby — give it to ‘em.

PHOTO RED BULL

98 |

5

es 10 tim

w in a ro

since 1946

Carese II · art. 6450 GORE-TEX® jacket

www.heldaustralia.com.au

Torno II · art. 6460 GORE-TEX® pants

Email: info@heldaustralia.com.au

TECTORS

AND PRO H T R O P S LI O P H IT W

ONLY RRP

ALL NEW TOUQUET HAND PROTECTORS • New universal mounting system - fits 99% of handle bars • Perfect for enduro and trail bikes • Lightweight with cooling vents for airflow • Extended aluminium protection from dirt, rocks and trees

160266

AVAILABLE NOW