SNOWY MOUNTAIN ADVENTURE TAKING THE LONG WAY DOWN
WHITE KNIGHTS 2017 HUSQVARNA ENDURO LAUNCH
RIDING DEC 2016/JAN 2017 ISSUE 73 AUS $9.95* NZ $12.20 (Both incl. GST)
E P A C THE TIE ADV T A E B L Y R A D WITH
ENTURES
WILDWOOD ROCK ENDURO
TWO-STROKE TERROR
THE TOUGHEST EXTREME EVENT IN OZ
INSIDE THE AORC CHAMP’S KTM 300EXC
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• High-end knee guard • One-way movement, juncction structure with steel inserts to prevent hyper extension annd twisting of the knee. • Kneecap, tibia and lowerr femur guard made of elastomer material in order to adapt to the leg’s anatomy and to absorb the shocks • Extreme freedom of movvement and excellent torsional and flexural rigidity of the knee guarannteed by the double articulation system realised by combining tecchnopolymeric materials and steel inserts • Movable kneecap shell ensures wide range of movement • Removable and washabble padding in soft neoprene • 3 adjustable straps • EN 1621-1/12 HOMOLOGGATED
Available from your local dealer or www.mx1australia.com.au
ISSUE #73/DECEMBER 2016/JANUARY 2017
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36 REGULARS 6 SNAPSHOT A frame grab of what we live for
8 BIKE OF THE MONTH A classic piece of steel that’s high on drool factor
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FEATURES 28 2017 HUSQVARNA LAUNCH The enduro range has received a major overhaul
36 HIGHEST ROAD IN THE WORLD Dan Greening points his bike towards the sky in the Himalayas
44 SNOWY RIDE Cooler climates and epic tracks
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48 DARYL BEATTIE ADVENTURE Exploring the tip of Australia on an Africa Twin
60 DANIEL SANDERS’ KTM 300EXC A closer look at the 2016 AORC Champion’s factory bike
66 HARPER ROCKS WILDWOOD The 2016 Wildwood Rock Extreme Enduro
74 2016 ISDE Our Aussie girls make it four in a row
BACK PACK
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84 LEGEND SHOT Who is this issue’s featured champ?
86 TECH TIP We get greasy and play with our tools
88 RIDE TIPS Tackle the easy to the tough with these two-wheel tips
92 READERS’ RIDES
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Your photos of your bikes in full-colour glory
98 PARTING SHOT The last word — or photo — till we see you again
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ON THE COVER Shot with a GoPro Hero 4 Black 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 #73 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. MMXVII www.universalmagazines.com.au Please pass on or recycle this magazine.
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SNAPSHOT
WIDE OPEN SPACES This one corner from the Finke prologue track sums up how much fun it is to hit a sand track at full throttle. Just picture yourself in there holding it wedged. There’s nothing holding you back and it’s sorta-kinda soft if you hit the ground. The pros destroy this corner on race weekend but you’d be hard pressed to find any rider without a grin when it comes up. PHOTO ASHENHURST
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FEATURE BIKE OF THE MONTH
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YAMAHA SUPER TÉNÉRÉ There’s something about a bike in full armour that gets the blood pumping. This is a Yamaha Super Ténéré put together by Yamaha Australia’s brand manager Peter Payne. It is in fact his bike and he was
foolish enough to lend it to us for a while — but before we got it dirty we took some photos of it in all its shiny glory. We’ll present a full ride report on the Super Ten real soon but, for now, we’re just gonna enjoy the view.
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PRODUCT GUIDE
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HUSQVARNA • Railed pants $259 • Jersey $89.99 • Aviator helmet $899.99 • Logo t-shirt $59.99 husqvarna-motorcycles.com
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KAWASAKI • Sprocket & Emblem t-shirts $32.00 • Chameleon sunglasses $114.99 • Curved peak cap $24.99 kawasaki.com.au
YAMAHA • Racing MX jersey $59, pants $199 & gloves $39 • Racing hat $25 • Racing t-shirt $25 yamaha-motor.com.au
SHERCO • Enduro jersey $115, pants $264 • Gloves $66 • Gear bag $250 sherco.com.au
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PRODUCT GUIDE
HONDA • Cap $20 • T-shirts $35 merchandise.hondampe.com.au
POLARIS • 8800 Trucker bag $200 • Bandit backpack $100 • Endurance duffel bag $60 polarisindustries.com.au
BMW • Motorsport backpack $100 • Motorsport backpack $100 • Motorsport giant bag $400 bmwmotorrad.com.au
TRIUMPH • ISDT cap $35 • McQueen t-shirts $55 & $65 triumphmotorcycles.com.au
DUCATI SUZUKI • Race team cap $20 suzuki.com.au
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• Ball cap $29 • Kick Flip cap $29.00 • Ghost rider t-shirt $49 m merchandise.hondampe.com.au
NEWS TRAIL NOTES
DIRT
SCOOTER ou read it right — we said scooter and dirt. We put those two words right next to each other on purpose. Seems someone at Honda did this some time ago as well and, without getting into the why straight away, let’s first take a look at what it actually is. The Honda X-ADV was originally shown as a concept vehicle at the 2015 EICMA Motorcycle Show but has since been ushered into production. Let’s be clear about this: the X-ADV is an adventure scooter. It doesn’t matter how many times we say that out loud, it’s tough to reconcile those two words. It’s a similar feeling to when we first heard about turducken, which is a chicken stuffed into a duck stuffed into a turkey — and you eat it. This is also a real thing. But, hey, let’s not be judgemental? These types of microaggressions upset the millennials. The X-ADV is based on the Integra scooter with the engine from the NC750X, so you have the benefit of a 750cc parallel-twin engine. Interestingly, we see it’s also chain driven — as opposed to the shaft drive found on most scooters. That means you’ll be looking at 54hp, somewhere near eight horsepower more than a DR650 and not to be dismissed out of hand. The X-ADV will also come with a DCT transmission (also an option on the Africa Twin), upside-down forks and small handguards. There’s even a storage area under the seat for your helmet.
Y
The upright sitting position would be comfortable and clearly the ease with which you can put your foot down makes it pretty user friendly as well. But does anyone need one? This is where we get to the why. At the time of writing, Honda Australia had no plans to import it and it’s hard even to see a solid market for it in Oz where the scooter is as popular as a bar of soap in a hippy commune. This thing is almost a bike, though, so would it attract more people? It would almost certainly have a tank size that would preclude it from proper adventure riding and who knows how the frame and bodywork would hold up. So it’s the sort of thing a person who rides a scooter during the week might use to explore more urban-based off-road environments. It’s hard to imagine that’s a large cross-section of the population, so you could see X-ADV being sold to folks who might want a scooter that doesn’t scream, “Look at me, I’m a scooter!” As far as scooters go, we’ll admit this is a good-looking machine with the off-road tyres on it. But you know what would be better than an adventure scooter from Honda? A new registerable enduro bike. Or even a 750cc adventure bike that’s actually a bike. The X-ADV is an adventure scooter. It doesn’t matter how many times we say that out loud, it’s tough to reconcile those two words.
CDR YAMAHA EXITS The 2017 Australian Off Road series will look a little different with the exit of the CDR Yamaha team. The highprofile Yamaha outfit will refocus once again solely on motocross and supercross, which leaves the Active8 Yamaha team as the sole official blue team in the pits. Headed by AJ Roberts, the established crew of Josh Green, Beau Ralston and Tayla Jones will
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most likely stay in place with a chance of taking on an enduro-only younger rider to bring up through the ranks, something AJ is passionate about. The Active8 team had something of a horror year with injuries and will be looking to keep everyone fit and fired up heading into the new year when the team will take on the AORC, Hattah and, of course, Finke.
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.
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NEWS TRAIL NOTES
AMA MOTOCROSS Hangtown Motocross Classic May 20 May 27 Glen Helen National Jun 3 Thunder Valley National Jun 17 High Point National Jun 24 Tennessee National Jul 1 RedBud National Jul 8 Southwick National Jul 22 Spring Creek National Jul 29 Washougal National Aug 12 Unadilla National Aug 19 Budds Creek National Aug 26 Ironman National
2017 RACING SCHEDULES The coming year throws up a lot of questions in terms of racing and who will dominate. While we wait for the majority of the off-road/enduro calendars to be sorted, the motocross/ supercross schedules are pretty well locked in and all that’s left now is to sit back and take in the battles. We’re super-keen to see Dungey go against Roczen, Tomac, Webb and Reed. Pretty tough to throw down some coin against that mix with Dungey
dominant in recent years and Roczen on a new bike. Tomac will be on his last year of the Kawi contract and has something to prove while Webb could throw a huge spanner in the works. The MXGPs will be interesting, too, and we wouldn’t be surprised if that sneaky legend Cairoli is back to speed and takes yet another world championship. There are Aussies in all of these series as well, so that’s all the more reason to tune in and fly the flag.
AMA SUPERCROSS Jan 7 Angel Stadium Jan 14 Petco Park Jan 21 Angel Stadium Jan 28 U. of Phoenix Stadium Feb 4 O.Co Coliseum Feb 11 AT&T Stadium Feb 18 US Bank Stadium Feb 25 Georgia Dome Mar 4 Rogers Centre Mar 11 Daytona Speedway Mar 18 Lucas Oil Stadium Mar 25 Ford Field Apr 1 The Dome at America’s Center Apr 8 CenturyLink Field Apr 22 Rice-Eccles Stadium Apr 28 MetLife Stadium May 6 Sam Boyd Stadium MXGP Feb 25 Mar 5 Mar 19 Apr 2 Apr 16 Apr 23 May 7 May 21
Qatar Indonesia Patagonia Mexico Italy Europe Latvia Germany
May 28 Jun 11 Jun 25 Jul 2 Jul 9 Jul 23 Aug 6 Aug 13 Aug 20 Sep 3
Sep 10 Sep 24 Oct 1
France Russia Trentino Portugal San Marino Czech Republic Belgium Switzerland Sweden Monster Energy MXGP of USA, Charlotte The Netherlands Pays de Montbéliard Monster Energy FIM Motocross of Nations, Great Britain
AUSTRALIAN MOTOCROSS NATIONALS (Tracks to be confirmed) Round 1 April 2 Vic Round 2 April 23 NSW Round 3 May 7 Qld Round 4 May 21 Vic Round 5 May 28 SA Round 6 July 2 NSW Round 7 July 16 Vic Round 8 July 30 NSW Round 9 August 13 Qld Round 10 August 19–20 Qld MAXXIS WORLD ENDURO Provisional calendar 2017 Mar 25–26 GP of Finland Apr 21–23 GP of Spain May 26–28 GP of Italy Jun 16–18 GP of Hungary Jun 23–25 GP of Slovakia Jul 21–23 GP of Mexico Sep 23–24 GP of UK Sep 29–Oct 1 GP of France Oct 20/22 GP of Germany
YCF GOES BIG The guys at YCF do a huge job of producing brilliant small bikes and they aren’t slowing down with the launch of the BIGY. The new range will feature a 17/14 wheel set and the 190 Daytona will even feature electric start. In addition, all models in the YCF BIGY
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2017 range come with USD front forks, CNC triple clamps, adjustable rear shock and hydraulic disc brakes. The BIGY model range is competitively priced against the competition as well, the 150E MX coming in at $3199 ride away.
NEW KATO ADVENTURE R TM has made some changes to its adventure lineup that will please many but perhaps upset some as well. Gone is the 1190 — a shame because it’s a cracker — and the 1050 has also been removed from the range but a new model will take its place: the 1090 Adventure R. With a healthy 125hp on tap, the 1090 may seem a little underpowered compared to the 1190’s 150hp (in Sport mode) but in Offroad mode the 1190 is rated 100hp, so it’s more than comparable.
K
2017 KTM 1090 ADVENTURE R HIGHLIGHTS • Revised fully adjustable WP USD front forks with separate compression and rebound systems for off-road domination • Fully adjustable WP PDS (Progressive Damping System) rear monoshock for greater control and bottoming resistance • Tubeless 21- and 18-inch wheels fitted with Continental TKC 80 tyres for excellent off-road performance with surefooted street manners • Highly developed 125 HP LC8 V-Twin with dual-plug ignition, cuttingedge Keihin engine management,
electronic fuel injection, ride-bywire technology and slipper clutch • Motorcycle Stability Control (MSC) package with multi-mode Combined ABS, ride mode technology and multi-mode traction control (MTC) • Four-mode traction control (MTC) including Sport, Street, Offroad and Rain settings allow the rider to fine-tune the power application in any situation • Offroad ABS mode allows for dirtspecific ABS application on the front wheel while disengaging the rear ABS for brake slides and total control in the dirt • Strong trellis frame made from chrome-molybdenum steel for optimal handling on the street and in the dirt • Adjustable footpegs, handlebars and windshield • Integrated pannier mounts The 1290 also took on a heap of upgrades for 2017 starting with new styling, more power and improved suspension. In addition there will be more electronic aids on offer with Hill Hold Control and Motor Slip Regulation along with a KTM-first Quickshifter for clutchless up and downshifts.
2017 KTM 1290 SUPER ADVENTURE R HIGHLIGHTS • Revised fully adjustable WP USD front forks with separate compression and rebound systems for off-road domination • Fully adjustable WP PDS (Progressive Damping System) rear monoshock for greater control and bottoming resistance • Tubeless 21- and 18-inch wheels fitted with Continental TKC 80 tyres for excellent off-road performance with surefooted street manners • Highly developed 160 HP LC8 V-Twin with dual-plug ignition, cutting-edge Keihin engine management, electronic fuel injection, ride-by-wire technology and slipper clutch • Motorcycle Stability Control (MSC) package with multi-mode Combined ABS, ride mode technology and multi-mode traction control (MTC) • Four-mode traction control (MTC) including Sport, Street, Offroad and Rain settings allow the rider to fine-tune the power application in any situation • Offroad ABS mode allows for dirtspecific ABS application on the front wheel while disengaging the
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rear ABS for brake slides and total control in the dirt Strong trellis frame made from chrome-molybdenum steel for optimal handling on the street and in the dirt LED headlight with integrated cornering lights and daytime running light 6½-inch TFT dash contains all the important information clearly with a bright and vibrant display Optional Travel Pack adds Hill Hold Control (HHR), Motor Slip Regulation (MSR), Quickshifter (up and down clutchless shifting) and Bluetooth control of incoming calls and audio Waterproof phone compartment keeps your smartphone dry on the road while charging via an integrated USB socket Remote keyless system allows the rider to key-start the 1290 Adventure R, lock the steering and open the gas cap Restyled front end gives the bike a more aggressive look Windshield adjustment is all new and easy to use with one hand Auto-reset turn signals Integrated pannier mounts
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NEWS TRAIL NOTES
MUSQUIN WINS 2016 RED BULL STRAIGHT RHYTHM Red Bull KTM enjoys double victory as Shane McElrath tops Lites class WORDS HAYDEN GREGORY IMAGES RED BULL CONTENT POOL
Excitement personified, the Red Bull Straight Rhythm pits riders against one another in a contest based on pure speed: half a mile of track, two riders going head to head in a best-ofthree format. In the 450 premier class Marvin Musquin reigned supreme, edging out Red Bull KTM teammate Ryan Dungey in the finale. The Frenchman won the first two races to put the result beyond doubt, continuing his undefeated streak at the event. Musquin failed to lose a sprint in the 2014 Lites series before missing the Straight Rhythm in 2015.
Josh Hansen and Trey Canard battled right down to the wire for third place, each rider taking a win in the first two runs. Hansen would take points in the third and final sprint, preventing the new Red Bull rider from landing an all-KTM podium. In the 250 class, TLD Red Bull KTM also dominated, Shane McElrath beating teammate Mitchell Oldenburg in the final. In third place, Jordan Smith claimed victory ahead of Josh Hill who raced the event on an electric bike, the first time this has ever been done in a nationally recognised event.
Husqvarna FE 500 in preparation for the A4DE. “Now I’ve just finished building my 2017 Husqvarna FE 500 for the fourday and taken it around the paddock for a little spin,” he said. “It’s a bit different to the 250 — I almost fell off the back of it the first time up through
the gears! But it’s great to be back on the 500 again. “It’s a pretty good job that I’ve got. When I was riding in the mountains in Spain, on trail time, and seeing the places no tourist would ever see, I just thought to myself, ‘This is pretty cool.’ Thanks, Husqvarna.”
STRAIGHT BACK TO BUSINESS FOR STANFORD No rest for the wicked as the ISDE rider heads from the airport to the testing track BY HAYDEN GREGORY Lachy Stanford once again turned heads in Navarra, Spain, as a key member of Australia’s World Trophy Team. In his fourth ISDE outing, Stanford finished 12th in the E1 class on board his Husqvarna FE250. “This is my fourth ISDE on a Husqvarna,” said Stanford, “and it shows how reliable they are to get me through four of them. I rode the Husqvarna FE 250 there and it’s awesome. What an amazing bike. I can’t get over how well it turns. Just being a little bike, I was struggling a little bit on the faster tests but I still posted some pretty good times on it. It was different going from the 500 to the 250 but someone had to ride the 250 and I had fun on the thing. “My good days were top-15 in most
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tests,” he added, “but day three and four really put me back in the times. I’m happy to finish my fifth one, though, especially incorporating the transition back from the 500 to the 250 in the space of a month so I could race in E1. It’s a big difference and I didn’t have much time but I seemed to gel with it really well. “So, a huge thanks to Husqvarna for supporting me and to all the Aussie supporters at the Six-Day. Thank you. Wearing the green and gold jersey and teaming up with the other riders that I’m usually against, it makes you ride faster. Hanging around with Strangy was pretty cool, too.” Having been in the country less than a full day, Stanford headed straight for the test track to spin a few laps on the
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NEWS TRAIL NOTES
HANCOCK WINS
FOURTH SPEEDWAY WORLD CHAMPIONSHIP The American wraps up the title while Australia’s Chris Holder scores round victory on home soil BY HAYDEN GREGORY
“It’s great to be these other fou on a list of names with r-ti Those guys hav me world champions. e all or pillars of the been heroes, icons sport. To join th something like em in this, I feel hono ured. I’m impressed and h a p p y for myse real, real honou r to be in that c lf. It’s a ompany.”
he finale of the 2016 FIM Speedway World Championship headed down under to Melbourne’s Etihad Stadium and fans were treated to a great night of racing. American Greg Hancock capped off the night with yet another World Championship trophy, wrapping up the series in the early heats. Hancock now joins the sport’s elite with only five other riders claiming the title four or more times. The sky really is the limit for the 46-year-old, who admits he has no intentions of slowing down. “I’ve never put a timeframe on this game. I love what I am doing,” Hancock said. “As it is now, I’ll keep fighting and I’m trying to find that little bit extra every year to be a little bit quicker. I can’t beat these guys on sheer aggression. I have to be a little smarter and a little quicker. “It’s great to be on a list of names with these other four-time world champions. Those guys have all been heroes, icons or pillars of the sport. To join them in something like this, I feel honoured. I’m impressed and happy for myself. It’s a real, real honour to be in that company.” Hancock had nothing but praise for the Australian crowd and also paid tribute to round winner Chris Holder. “It was fantastic to win it here in the Southern Hemisphere,” he said.
T
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“The Australian people deserve a lot of credit. Obviously they were missing Jason, which is a shame, but Chris won and what a great result. “Chris’s year has been rough so I’m just so happy for him. As it turned out, he worked hard from his first heat. He really, really worked hard.” Holder brought Etihad Stadium to its feet in the finale, edging out Tai Woffinden, Bartosz Zmarzlik and Antonio Lindback. The Aussie was overwhelmed at scoring his first SGP victory since 2012. Victory also elevated him to fourth place in the 2016 standings. “To be sitting here with the trophy in front of my home fans is amazing,” Holder said. “It’s sweet. It’s something we dream about doing — all us Aussie guys. This is the best feeling in the world apart from being the champ. “It has been a rough year off the bike, but on the bike, it has got better. I’m looking forward to next year.” Defending world champion Tai Woffinden finished second for the 2016 series and was pleased to go home with the silver medal. “Regaining the championship is really hard and not many guys have done it,” Woffinden stated. “But I gave it my all and to stand here and have a silver medal around my neck is pretty special. “I’ll come back fighting. As far as
my own performance [goes] this year, I’m not really happy with it as a whole. But to be here with a silver medal around my neck is pretty good. “We can’t take anything away from this guy,” he said, referring to Hancock. “He’s a true legend and the biggest and best ambassador for this sport. “He has won four world titles. I have done two but I can’t even imagine doing four. It totally blows my mind. He’s so experienced. He’s a legend. He keeps pushing and working hard. “He has pulled it out the bag again. How much longer is he going to do it for? We don’t know but I’m looking forward to seeing what happens. “I wish Doyley all the best. I hope you’re back soon and we’ll see you next year. “Congrats to Chris for winning this GP. I have watched him over the last few rounds and he’s started to become the Chris Holder of a few years ago. I’m looking forward to having some good battles with him for the next few years.” The top eight competitors for 2016 have also booked their place in the 2017 SGP series, meaning Australians Holder and Doyle are safe for another year on the circuit. QBE INSURANCE AUSTRALIAN SGP SCORES 1. Chris Holder 17 2. Tai Woffinden 15 3. Bartosz Zmarzlik 15 4. Antonio Lindback 14 5. Niels-Kristian Iversen 12
6. 7. 8. 9. 10.
Matej Zagar 11 Michael Jepsen Jensen 10 Piotr Pawlicki 8 Andreas Jonsson 6 Fredrik Lindgren 6
FINAL WORLD CHAMPIONSHIP STANDINGS 1. Greg Hancock 139 pts 2. Tai Woffinden 130 3. Bartosz Zmarzlik 128 4. Chris Holder 126 5. Jason Doyle 123 6. Piotr Pawlicki 99 7. Antonio Lindback 93 8. Niels-Kristian Iversen 91 9. Matej Zagar 90 10. Maciej Janowski 90
SOCIAL GET-TOGETHER
@crtwotwo Track day with daddy.
@onherbike Aha ... so this is how you do wheelies with one hand!
@tobyprice87 Good times ripping around the #GC600! 6th in Race 1 after some hectic racing, let’s do it all again today!
SOCIAL get-together Some of the best Instagram posts from the past couple of months on the trails and adventures
@byroncoetsee Maybe the best photo I’ve taken so far, @charl.mm spinning underneath me while I hang over the edge of a mining belt.
@danie1sanders The best feeling for the week. Wasn’t perfect but pretty darn close! Finished 2nd overall out of 550 people and 1st in the E3 capacity class at this year’s ISDE. Unfortunately the senior team couldn’t back the win up from last year but next year I’m sure we will give it another crack! Couldn’t thank everyone enough behind the scenes with @motorcyclingaustralia and support crew.
@gforcejarvis
@joshgreen99
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FIVE TIPS 1.
HOST THE ULTIMATE SUMMER BBQ
Be a grill master and show your mates who’s the true king of the tongs. Whip up an almighty feast — I’m talking snags, burgers, steaks and prawns; cook up the lot. You can never have too much food and there’s nothing worse than hungry guests.
2.
Clear the yard for a bit of backyard cricket. The usual rules apply: six and out, one hand one bounce and electric wickie. Sledging is encouraged and all fielders must have a beer in hand at all times.
5.
Prepare the eskies and buy a boot full of ice. A warm beer can ruin the day. Don’t be that host who relies on others to swing by the servo at the last minute.
3.
4.
Buy a couple of cases to get the party started. Be a great mate and get them on ice early. Your commitment won’t go unnoticed.
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Delegate the sides. Tell a mate to bring some salad, another to whip up some vegies. You have no time to focus on the colourful stuff — remember, you’re the grill master.
(02) 4735 4410 2/116 Old Bathurst Road Emu plains nsw
motocross - enduro - supermoto
Photographer:
www.husky.com.au Photographer: Romero S.
Redeye Media Ltd.
MEMORY CARD BEHIND THE SCENES WITH THE TRAILRIDER TEAM
Great moment for Australian motoc ross
a CRF rkshop time on A bit of bush wo Has this bloke never heard of pinch and zoom? Rainbow shoots from the KTM 1190 Adventure R tank — unicorn yet to appear
Stop. Revive. Survive. Every two hours, take a nap
MEMORY
CARD
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Both the guys in front are washing their car s twice. Insert uppercut
e burn. Now that’s a pip a permanent ns ru w no mo Da Akrapovic tattoo
®
SUN
EWVISION
SCREEN VISOR
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PRODUCT OF THE MONTH MOTOMUCK CLEANER
MOTOMUCK CLEANER
We’re pretty good at getting bikes filthy and, while we don’t mind a late-arvo bike-wash session with a beer in hand, there are better ways to spend your time. Motomuck is pretty impressive when it comes to clearing the crap from your pride and joy. We found that a once-over with the spray and a belt with the pressure washer was
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all that was needed — but we’ve tried it with just hose pressure as well and it did an incredible job. With no acid abrasives or caustics, it’s safe for aluminium and promises not to harm the plastics either. Not all cleaners were created equal and Motomuck is a standout for all the right reasons.
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
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MONTHS WARRANTY PARTS & LABOUR
FEATURE HUSKY LAUNCH
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The 2017 Husqvarna enduro range has received a major overhaul. The bikes are all new from the ground up and we had the chance to ride them at the official launch in Lithgow, NSW STORY SHANE BOOTH PHOTOGRAPHY HUSQVARNA/FIFTYSIX CLIX
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FEATURE HUSKY LAUNCH
ail, a few A quick stop on the tr your ve clicks and you can ha in seconds suspension tweaked
T
he 2017 Husqvarna enduro launch was held an hourand-a-half west of Sydney in the Blue Mountains town of Lithgow. This is an area known for some epic trail riding and was a fitting location in which to be introduced to the all-new range of Huskys and then offered the chance to ride them. On arrival the weather was treating us to a scorcher. The temp was in the high 30s and everyone was set for some hot riding next day. But Mother Nature had a different idea and overnight we received some rain and a massive drop in temperature, to start the day below 10 degrees. It meant it was a little fresh but we had riding conditions you couldn’t fault: perfect moisture content and the trail test loop was prime for ripping up. So began a day of riding six all-new Husqvarna enduro bikes. What a tough day at work.
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THE NEW FORK The bikes are essentially new from the ground up. There’s a run-through of those changes further on but I wanted to start with the new forks. The all-new enduro-specific 48mm WP XPLOR fork has been designed just for the off-road range. It replaces the previous 4CS fork, which never really managed to hit the mark for off-road riders. There are so many things right with this new fork and I think it will be very well received. It’s an open-cartridge-style fork with a spring in each leg and split damping control between the two sides. Rebound is on the right and compression is managed on the left. The forks also have adjustable preload, too, another great feature, easily achieved via toolless dials on top of the forks. Speaking of toolless, the same goes for the rebound and compression adjustment, both managed via dials
on the top of the forks and capable of being adjusted with your fingers. This is as about as close as it comes to having suspension that literally can be adjusted on the fly. A quick stop on the trail, a few clicks and you can have your suspension tweaked in seconds. Pretty cool stuff. The forks themselves have a great action for the trail. What every rider wants, they do very well: a plush feel on the small stuff but with the ability to handle big hits. The overall feel is slightly soft but I think on the mark for the majority of trailriders. The hydraulic bottoming system does a great job of making sure you avoid any metal-to-metal feel from bottoming and, as far as a softer fork goes, it really holds up well on any bigger hits. The initial plush feel of the fork also means it settled well into corners and I had no drama with steering. This really is an impressive
unit, not just in function but the ease of adjustability sets a benchmark. It also gets you more interactive with your suspension when the adjusters are there staring you in the face. Well done, WP, on these bad boys.
THE TWO-BANGERS The Husqvarna TE 250 and TE 300 were on hand and a very popular choice when it was time for first rides among the media. I started on the 250 and this bike is a beast. Although it’s 50cc less bike than the 300, it packs a little more punch for me. Before we go any further, though, we have to mention the new engine and the counterbalancer that makes so much of the usual two-stroke vibration vanish. It’s actually a little weird to start with; it sounds like a two-stroke but just doesn’t feel like one through the handlebars. The strange feeling soon goes and you realise how impressive this new feature is once you start riding. There’s no doubt that the twostrokes are lighter and nimbler machines in the tight stuff — you can
just put them where you like pretty damn easily. The engine is great and as far as two-strokes go it’s a smooth power delivery. Let it wind up, though, and things get exciting pretty quickly. The 300 seems to be the go-to capacity for two-stroke trail bikes and, though I can see why you might, I wouldn’t write off the 250 instantly. The 300 definitely benefits from the additional torque that comes with those extra 50cc but there’s something about the 250 that sold me. I think if I’m riding a two-stroke I want the power to be a little firmer and rawer than what the 300 delivers and that’s all I can put it down to. The 300 doesn’t feel like a bigger bike by any means and the engine is smoother and probably easier to ride because of it. All I’m saying is, if you’re set on purchasing a two-stroke
enduro bike, consider the 250 as well. If you like heading into mega-technical stuff where you end up off the bike and manhandling it over logs and up rock faces, the two-strokes are probably the pick.
THE SMALL FOURS The FE 250 is not to be overlooked when it comes to an enduro bike. I don’t care what anyone says, this thing will climb any hill its larger-capacity brothers can make it up. I only say that because I hear talk that a 250 hasn’t got enough grunt to climb but it does. When you manage the engine rpm this bike has a solid amount of torque for a 250 and will carve up just about any trail. You’ll also notice the benefit of a little less engine below you when it gets tight and twisty. I had to wind some preload on to the rear of the bike to help it in the turns but once that was sorted it cornered great and was nimble in the trees. I also went to the +3 preload position on the fork and found it was better in the turns and it also rode in a more comfortable position on the trail. When you raise the intensity you can extract some high performance from this bike and it makes for a fun ride. I really think the 350 has evolved from feeling like a fast 250 to more of a lighter, gentler 450. The amount of torque this engine produces has increased over the years to a point where you don’t need to rev it the way you once did to extract performance from it. You can select third gear and ride through the trail in a meaty part of the power — and it will do it now. The handling is more akin to the 250 and I made the same adjustments to the 350 in the way of preload front and rear to get it turning how I liked.
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FEATURE HUSKY LAUNCH
So you have a bike that has the nimble handling feel of the 250 and the engine of a mellowed-out 450 or extremely torquey 250 — depends how you want to look at it. At the end of the day, the need to rev this bike has diminished, which makes it that much nicer out on the trail.
THE BIG FOURS The FE 450 is probably my pick of the bunch; I felt at home on it straight away. I honestly thought I’d choose the 501 as my favourite but there was just something about the 450’s balance of power, weight and handling that clicked with me. The 450 is a powerhouse. Depending on your mood, it can be mellow and smooth or hard hitting and exciting. The maps available and the new traction control system help you keep the horsepower in check in slick conditions, which for a lot of riders eliminates the need to worry whether the bike’s too powerful. It was with the more mellow map 1, and traction control switched off, that I found the bike best for ripping through the trail at a comfortable pace. It delivers a smooth roll-on of power and keeps it enjoyable. Switching to map 2 does liven the bike up and if you’re going to race it I’m sure that will be the choice. I think one of the reasons I’d pick the 450 is that from a handling perspective it doesn’t feel like one. It’s easily manoeuvred on tight singletrail and could be tipped into ruts with
confidence. The XPlor forks worked really nicely on any rocky or sketchy sections and held up well for a fork so suited to the small stuff. The FE 501 is a close second for me; it has such a nice broad range of power that it’s hard to beat. Don’t be fooled by the extra capacity — it’s actually a smoother engine than the 450. The torque quite often leaves you secondguessing what gear you’re in; a lot of the time it could be anything from second to fourth. It really doesn’t feel like much more bike than the 450 as the old-style big-bore enduro feel is long gone. To me, the best way to describe this bike is a grunty, mellow 450 that’s a tiny bit more bike to weave in and out of the trees but nothing worth being concerned about.
THE TRACTION CONTROL This is a pretty big deal for enduro bikes: there’s now a traction control system that works by analysing throttle input and the rate at which engine rpm is increasing. If it comes on too quickly for the throttle application it will recognise a loss of grip and reduce power to the rear wheel. It’s not a wheel-speed sensor traction control system as that technology is not allowed in off-road racing, but it’s a pretty impressive system for a production motorcycle. It works extremely well in the right conditions. If it’s slick and you’re fighting for traction, it will definitely help you maintain control of the bike under acceleration.
Personally, I really liked how effective it was but still preferred to ride with it switched off the majority of the time. I put it down to just needing to spend more time knowing when I’d want to use it and when I wouldn’t. But don’t be stubborn with this technology; it can really enhance your riding experience and offer a little safety net when conditions are slick. Traction control is switchable via the new handlebar-mounted switch that also allows you to toggle between two engine maps: standard and more aggressive. The engine management system is also updated and features a gear-position sensor that allows each gear to have a specific map tailored to it to improve performance.
The FE450 is p robably my pick of the bunch; I felt at home on it s traight away
PREMIUM PRODUCT The Husqvarna range is, by the brand’s own admission, a premium product decked out with premium parts and features. I think it would take just one quick look at any one of these models to agree with that. The functionality that’s available totally standard on these machines is very impressive; you don’t need to purchase any optional parts to unlock adjustability such as handlebar map switches or fork preload adjusters. Compared to their orange cousins, the Huskys have an enduro-specific linkage, different shock, different clutch, preload adjusters on the forks, map and traction control switch, different seat, different plastic and a carbon-composite subframe. Depending on your personal preference, Metzeler tyres can also be seen as a premium as against the standard Maxxis on the KTM. If you are trying to compare the two, put the Husky up against the KTM Six Days model — it’s a better comparison.
CHANGES ACROSS THE ENTIRE RANGE FRAME & SUBFRAME The all-new steel frame, designed by WP to increase torsional rigidity by 20 per cent while reducing longitudinal stiffness by 30 per cent, is also 0.6kg lighter. Essentially, that makes the frame hold a line better and resist side-to-side movement and, in situations where the suspension is in play and working through bumps, it’s actually more giving in a forwardto-back scenario. The head mounts
OVERALL WEIGHT DIFFERENCE 2017 VS 2016 Weights are in kg and without fuel MODEL 2017 2016 SAVING TE 250 102.2 104.2 2.0 TE 300 102.4 104.4 2.0 FE 250 105.8 107.3 1.5 FE 350 106.8 109.0 2.2 FE 450 108.8 114.8 6.0 FE 501 109.3 115.3 6.0
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The subframe is a pretty impressive it carbon-composite un are now laterally mounted to improve handling and flex characteristics of the frame while also reducing vibration. Plastic frame protectors are standard along with a skidplate that mounts directly into the frame, which means no awkward brackets and also a very streamlined fit. The subframe is a pretty impressive carbon-composite unit. It’s extremely strong and lightweight and, in the event of a crash, also has the benefit of being able to flex to a certain extent rather than bend. It’s a three-piece design that incorporates 30 per cent carbon fibre and offers a pretty substantial weight saving of 1kg. AIRBOX & AIR FILTER The airbox has been designed to maximise airflow and improve performance. The Twin Air air filter has toolless access and a new fail-proof mounting system, which means there’s no chance of the filter not seating and sealing properly. NEW WP XPLOR FORKS The XPLor forks have been designed specifically for enduro by WP Performance Systems. They are an open-cartridge fork with a spring in each side and feature split damping control: rebound on the right and compression on the left, both controlled by easily adjustable clickers on the top of the forks. They also offer five preload adjustment settings that can be changed via the fork cap with no tools necessary. The preload settings are 0, +3 and +6 but by combining two different settings you can reach a setting of +1.5 or +4.5. SHOCK A WP DCC linkage rear shock is another component contributing to weight savings, coming in 0.36kg lighter than the previous model. It’s been designed specifically to work with the linkage system for optimal handling. The reservoir is also machined in a way to optimise cooling. ELECTRIC START & BATTERY As in the previous models, electric start is standard across the board but with some big updates. The starter motor for the FE 250 and 350 is an all-new unit while the TE 250 and 300’s starter motor is now tucked up beneath the engine. The four-strokes come without kickstarters but the twostrokes still have them as a backup option. A pretty clever feature is that the wiring harness has been designed so that the subframe can be removed
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without having to remove wiring. The battery now comes in the form of a compact lithium-ion unit that’s a massive 1kg lighter.
LONG SERVICE INTERVAL The four-strokes all feature plain bigend bearings and new crankshafts that allow for service intervals of 135 hours.
ODI LOCK-ON GRIPS This is a nice feature on the new bikes: the ODI lock-on grip system is now standard and means no more glue or safety wire on your grips. On the fourstrokes, the throttle side features a switchable cam that allows for a longor short-pull throttle feel.
CHANGES ACROSS THE TWO-STROKE RANGE
SELF-CLEANING FOOTPEGS The footpegs have a mount designed to stop mud and dirt build-up that can jam the pegs. The footpegs are a wide enduro-specific design for comfort and are also 6mm higher to improve clearance over rocks, ruts and other terrain. The gear shifter also features a design that prevents the tip being jammed with mud and seizing.
OTHER CHANGES ACROSS THE FOUR-STROKE RANGE GEARBOX A new, lighter six-speed gearbox with wide-range enduro-specific ratios is featured on all of the four-strokes. There are other internal improvements including a low friction coating on the shift fork along with the gear position sensor to work with the EMS.
ENGINES The two-stroke engines are an all-new, more compact design that reduces weight and improves
performance characteristics. The new counterbalancer shafts reduce vibration significantly. NEW CARBY The two-strokes now feature a 38mm Mikuni TMX flat-slide carburetor that’s much less sensitive to changes in temperature and altitude. The power delivery is smoother and there should be less need for setting changes.
Photography by Schedl R.
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FEATURE HIGHEST ROAD IN THE WORLD
THE
D A O R H HIG lifetime, a f o re tu n e v d a e th Embarking on on the world’s g in k ta d n a s rd a w y k pointing the bike s ng Pass in the Himalayas. highest road, Khardu
STORY & PHOTOS DA
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N GREENING
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FEATURE HIGHEST ROAD IN THE WORLD
E
ver since I was a young boy I’ve had a fascination with the Himalayas. When I was eight years old my father, an avid motorcyclist himself, was booked to fly to India and ride a Royal Enfield with a tour group through the Himalayas. I used to sit with him, watching him giddy with excitement as he read through the promotional material, tracing the maps with his finger and hypothesising which of those squiggly roads they would take, leading them further into the mountains. On reflection, I think that was where my obsession with adventure motorcycling began. As it so often goes, my father never actually took that trip, forfeiting his deposit for a number of different reasons. Fast forward 16 years and I was now working as an air ambulance helicopter pilot in Australia. Flying and riding were my passions. Having owned a number of bikes since I was 12, I’d finally bought that elusive BMW F650GS Dakar I used to have framed in a picture on my bedroom wall. Going out for regular weekend rides d with my dad and brother is what I loved doing — I couldn’t get enough of it. I always wanted to ride more and I also wanted to take a break from the seven years I’d been involved in aviation to gett out and see the world… The solution was simple, really: modify my recently purchased Dakar, tell my boss of my plans to disappear for “a few months”, rent out the house and then set myself a goal. Perth, Australia to London, UK — sounds reasonable to me!
After months of prep aration and planning, all of a sudden it felt very real.
PUTTING PLAN INTO ACTION It was February 2014 when I left Perth, my dad and family waving as I set out on what was to be the biggest adventure of my life. Everything felt right. After months of preparation and planning, all of a sudden it felt very real. I wouldn’t be returning to this city without having at least attempted my dream of riding my motorcycle to the other side of the world. It was an emotional goodbye to Dad because although we hadn’t really discussed it I couldn’t help but feel a sense of “handing over the baton” as he patted me on the back of my helmet and wished me luck. This was once his dream — now it was mine. No pressure, Dad! In saying this, he definitely still thought I was a bit crazy. Over the next three months I experienced a very steep learning curve: 4500km from Perth to Darwin saw me iron out my packing woes and send most of my gear home from Darwin. I then proceeded through East Timor before learning the true meaning of traffic chaos as I battled across the Indonesian archipelago until an onion boat facilitated my arrival on the Asian mainland. So began the Southeast Asian segment: Malaysia, Thailand, Cambodia, Laos and back through Thailand and Myanmar before
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making a beeline through eastern India to arrive in Kathmandu, Nepal. Now I felt like I’d really covered some ground! At this stage, the trip meter stood at approximately 22,000km with the odometer now exceeding 80,000km (not without its problems, mind you, but more on that later). Finally, I’d arrived on the doorstep to the Himalayas. I’d also met up with another Australian, Brian, who was riding his KTM 990 overland from Australia to Europe. We met during our organised trip through Myanmar, where we needed a group of riders to facilitate a government escort while crossing the country. Brian and I spent over a week in Kathmandu fixing lots of small snags on the bikes and preparing our route for the next couple of months before setting off east toward Agra. Nepal
was stunning: beautiful people and breathtaking surrounds made for an unforgettable few weeks. And then — we were back in India. Gone were the afternoons of sitting down over a beer, reminiscing about the fabulous views experienced earlier in the day or laughing over exchanges with locals at the fuel bowser. The traffic was horrific and extremely dangerous. With more than one death and four injuries every minute, India has the dubious distinction of reporting the highest number of road fatalities in the world. With zero regard for their surroundings, tuk tuks would suddenly dart from the right-hand side of the road to the left when they were waved down. It took a handful of front brake to avoid them but more often than not the result was a collision with one of our panniers. And if it wasn’t them trying to kill us, the
sacred bullocks that roamed the roads and highways did a good job a trying to knock our bikes over as their owners led them through the traffic jams. One incident that still haunts me was a bullock walking from left to right on one of the few three-lane highways we rode. It wasn’t an uncommon sight; we’d pass anywhere up to 100 on the road each day. As had become secondnature by this stage, I moved left at about 80km/h to pass behind it, only to see at the last minute that some pillock had tethered him with a rope to a tree on the left-hand side of the highway. Of course, the rope became taut and lifted off the road as he continued to meander across the lanes, at which point I was about eight metres away. I gasped, realising I was about to be clotheslined by a bull, and tensed every muscle in my body.
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Through some miracle, the rope caught the top of my front tyre tread under the mudguard and passed under the bike. All I saw in my peripheral vision was the bullock’s head whipping backwards; then, in my rear-vision mirrors, I watched him mosey back off the highway. Could be buying a Dakar with the 21-inch front wheel as opposed to the standard 19 was a lifesaving move.
DIAGNOSTICS We couldn’t get out of the slums fast enough. We needed to get up into the mountains where we’d been told the crowds and traffic were much more manageable, along with the temperatures. The only problem was I needed a BMW dealership with a diagnostics machine. Earlier, in East Timor, my ECU had fried and the bike wouldn’t idle, requiring constant throttle input at every stop to keep it running. I bought a second-hand ECU from a motorcycle shop in Bangkok and the Thai mechanic assured me it was from a 2005 Dakar. The bike now idled but had suffered serious power issues ever since, so I wasn’t convinced. Where was the next suitable dealership after Bangkok? Delhi, of
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course, home to 21 million people. In what was quite possibly the most miserable ride of both our lives, we set off for the capital. As Sod’s law would have it, my rear brake hose blew when I stamped on the pedal to avoid yet another rogue tuk tuk in the mayhem, so I negotiated the final push toward the dealership with only my front brake. When I arrived there and connected my bike to the computer, things didn’t get better. I discovered that the ECU I’d been sold was from a 2006 standard F650GS, a completely different fuel injection map from my 2005 F650GS Dakar. An answer at last! It wasn’t the fuel filter I’d replaced, nor the throttle position sensor I’d replaced; nor was it the spark plugs. I was so happy for a moment until they told me it could be reprogrammed only at the factory in Munich — funny, as I was conveniently planning on passing through there on my way to London. They also advised a genuine rear brake hose or reprogrammed computer would be at least four weeks away. Both stories for another day. A week later, with the same mismatched ECU installed, a bodged rear brake hose, a newly welded rear subframe and nine-year-old “new”
cinated by the s fa s a w e n o ry e Ev o fighter jets tw if s a s a w It . bikes trol stations. e p ir e th t a d e iv had arr spare rear tyres strapped to each of our duffle bags, we set off north along the trunk road to the Himalayas. Of note, India had banned any foreign tyre imports back in 2006 so we were forced to settle for old, rock-hard tyres found covered in dust in the attic of one of the street market shops. So those tyres were kept as spares and would only be used if our extremely worn Heidenau K60s gave out. Finally we reached the huge gateway: “Welcome to Jammu & Kashmir.” Looking off into the distance, I couldn’t wait to get started. This was it; somewhere off in the distance lay the highest road in the world — and we were going to take to it on our motorcycles!
THE CLIMB The next few days reminded us why we’d set off on such an adventure. The happiness that engulfs you is majestic; you start smiling without any reason. Stunning winding roads, a mix of tarmac and dirt, led us higher and higher as the GPS continued to increase: 6000 feet, 7500, 10,000! Wild camping was no problem in this area;
the people were extremely welcoming. Everyone was fascinated by the bikes. It was as if two fighter jets had arrived at their petrol stations (I use the term “petrol station” loosely) as we collected our 1.5-litre water bottles filled with what was quite possibly the lowestoctane fuel known to man. Like many others, we’d read of Khardung La (“Khardung Pass”), listed in The Guinness Book of World Records as the highest motorable road in the world at a claimed 18,380 feet (5602m). With this set in our GPS, we ended up in the town of Leh which, at 11,562 feet, is the gateway to the pass. The sound of Royal Enfield bullets roaring through the street assured us we’d arrived at the right place. There we stayed at a hotel and got chatting with some very curious locals who were asking about our journey. After a few beers they finally revealed that Khardung La isn’t in fact the highest road in the world and its claimed altitude is false. They told us of a lesser-known pass located some 200km to the east — Marsimik La, on the border of India and China — which actually rates the title.
We learned that all roads leading to the Indian borders are made by an army outfit, the BRO (Border Roads Organisation). As one of our new friends explained, though the real reason the elevation of Khardung had been inflated to a record-breaking level might never be known, it could be safely assumed that Marsimik La isn’t hyped because it was built by the ITBP (Indo-Tibetan Border Police), not the BRO. When we parted ways he gave us a map along with the coordinates and cautioned us to be careful as many of the roads that led to the area were “barely motorable”. It felt like we’d been given a quest, every adventure motorcyclist’s dream. The following day we proceeded up the road to Khardung La. As with many of the passes we’d already crossed, there simply isn’t much road up there. The BRO has given up battling the onslaught of melt water and you’re left to contend with whatever remains of the road. Nonetheless, it was a fantastic ride, though we both noticed the air thinning out as we rapidly ascended beyond 11,000 feet. Finally we came around
THE UNFAMILIAR ROAD Should you be interested in learning more about the trip or watching a short film of the ride to the highest motorable road in the world, you can visit www.theunfamiliarroad.com. As mentioned earlier, from the trip’s inception — including pre-departure preparation and bike modifications — the entire journey was documented using HD video and audio equipment. With the trip concluded, we launched an online crowdfunding campaign at kickstarter.com and, inspired by Charley Boorman and Ewan McGregor’s Long Way Round series, we reached out to the motorcycling community to raise £10,000 for the professional postproduction of the film to turn it into a feature-length documentary. Anyone who pledged £15 or more will receive a copy of the film when finished. (The campaign ended November 3, 2016, with a total of £10,304 pledged.)
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FEATURE THE BIKE: 2005 BMW F650GS DAKAR
HIGHEST ROAD IN THE WORLD
This chain-driven single-cylinder enduro/dual-sports motorcycle has been around for quite a while now. It’s mechanically simple and easy to fix as well as very economical and very comfortable to ride. Compared to the standard BMW F650 GS, the “Dakar” version has slightly more emphasis on off-road riding with a thinner and larger 21-inch front wheel, a slightly better rear shock and a higher seat. Most of the F650’s known issues could be overcome while prepping the bike for the journey and by taking the appropriate spare parts (water pump repair kit, for example). I opted for Jesse Luggage, which was one of the best purchases I made: extremely secure, rugged and completely waterproof.
We came to a sign informing us we’d arrived at the “highest motorable road in the world”
the last corner, cheering to each other as we came to a sign informing us we’d arrived at the “highest motorable road in the world”. We were also met by crowds as well as buses, cars and other motorcyclists, all lining up to have their photo taken in front of the sign. We also noted the GPS confirmed what the man had told us the previous night: we were at 17,615 feet, some 750 short of what the sign claimed. That afternoon, we continued beyond the pass into the Nubra Valley where we set up camp 50km from the Pakistan border to plan our next move. That night, as we sat at an old, disused army tent, we came to the conclusion that with the coordinates and maps in hand we’d be fools to have come this far and not at least attempted to find the real highest road. So began the next few days of real adventure riding, off road mostly as we tried to work out the best and safest way to get within striking distance of the pass. I remember the eve of our attempt to summit the pass. We’d camped
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beside an inland lake at about 13,900 feet. It was one of the coldest nights of my life. I donned all of the shirts I had in my arsenal and wore all of my riding gear, staring at the top of my bright orange tent and filled with excitement about the next day. We woke at about 4am to load the bikes, as we’d been warned the winds that picked up around 10am made the climb even more treacherous than it already was. After a short morning ride we found ourselves at the coordinates for the so-called turn-off. Despite noting the proximity on our GPS units, we’d ridden past it twice as it was barely a track. From there on, the 32km road was rough. Large loose rocks launched our front wheels left and right aggressively as we tried to pick our lines through the rubble. We soon came across a remote military post and were waved down by an armed guard with a gun slung over his back. We hadn’t been warned about this manned outpost and knew it wasn’t going to be a straightforward exchange.
We quickly established the guard didn’t speak a word of English. He sent for his commander who spoke enough English for us to soon get his drift: “You are not allowed here.” Brian and I looked at each other with dismay. We weren’t going anywhere soon; this was going to be a hop-off-the-bike-andhelmet-removal job. After the usual verbal struggle back and forth, he soon understood that we wanted to visit the pass. But, he told us, because it was only 4km west of the ridgeline that formed the actual line of control, he couldn’t allow us to continue. Following much deliberation, he finally agreed to let us proceed providing we had an escort. No problem, we thought; we’ll follow the truck up. So we hopped back on the bikes and a few minutes later out came a junior soldier who proceeded to try to climb onto the back of my BMW. We laughed at the confusion. Brian agreed to take him on the KTM, the Beamer having the power of a sewing machine at that altitude and with the mismatched ECU it certainly wouldn’t have handled a pillion. As we set off for the final climb, it soon became apparent that from here on out it was going to be a mission to make the top. We should have taken the panniers off at the army outpost. Low oxygen again meant less energy to handle the bike, which was soon reflected in the way all chatter ceased on the intercoms as we focused on combating the dizziness and wrestling to keep the bikes upright. The last four kilometres were by no means a fair battle between mountain and machine. It was as if the most difficult incline had been saved till last. We came to a stop on the incline to
catch our breath, the bikes skidding backwards on the front brake as we tried to balance with both feet. You could see the top but in between were about four switchbacks that looked seriously nasty.
ON TOP OF THE WORLD Brian went first, slipping the clutch and rising up on the pegs. He flicked rocks up as he tried to gain traction for the final push. I followed right behind, trying to mirror his every move. After what seemed like an eternity and some near spills, we finally saw the road plateau. Brian let out an almighty cheer over the intercom as we came to a stop next to a rusty old sign, blown over on its side. The ecstasy after the agony to reach the pass cannot be described in words but, on sight of the milestone, all the fatigue left us. We walked over to the sign and looked around us, a moment I will never forget. We didn’t stay up there for long as the dizzy spells continued to get worse, but it was one of the greatest feelings of achievement I’ve ever experienced. On reflection, those weeks spent riding through the Himalayas were definitely the highlight of my adventure. In the months following, I continued on toward London, reinvigorated to reach the finish line. I achieved that in September 2014, after 37,000km through 24 countries. It really was the adventure of a lifetime. Problem is that wasn’t enough and I’m already planning the next one! And yes, I did make it to the BMW factory in Munich and, yes, they did reprogram my ECU free of charge. After the five-minute procedure, the bike ran the best it ever had during the final dash for the finish line! Oh, the irony.
FEATURE SNOWY RIDE
R I D E T O TH E
SN OWY We head south to the cooler climate on some epic tracks and trails STORY & PICS DAMIEN ASHENHURST
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FEATURE SNOWY RIDE
E
ach year thousands of roadbike riders converge on the NSW Snowy Mountains region to support the Steven Walter Children’s Cancer Foundation. It’s a great cause and certainly one of the most popular rides in the country. Our mate Clubby also runs a ride to the Jindabyne-Thredbo area but it takes a different route — one we reckon is far better than all-day blacktop. It’s called the Ride to the Snowy Ride and Clubby, with the help of Clive “The Professor” Ward, manages to stretch out what’s a pretty straightforward ride into a twisting dirt extravaganza through some of the best country NSW has to offer. It’s amazing how much there is to see just on the stretch from Marulan to Jindabyne if you get off the freeway and head into the small towns via some amazing dirt roads and tracks.
A road so nice you could ride it twice — which in fact I did
SERIOUSLY SUPER TEN For this year’s ride I was on a pretty special Super Ténéré that had been prepped well for battle. The Ténéré and I met the group at the Marulan servo and there were some familiar faces from last year’s ride. It’s always good to see Decimal Dave and his mint XR650, which seems to have more and more gizmos attached to it every year. Easy to follow and more freedom than the corner-man system
ds, 4WD tracks, a ro t ir d n e p o d We ha and of course s g in s s ro c r te a w pie shops t s e b e th f o e m stops at so s to offer country NSW ha
Clubby marvels at Decimal Dave’s lam inated and spiral-bound rou te sheet
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Dave and his aweso me
XR650
My beautiful ride for the weekend. She was impressive
By the time we roll ed into Thredbo it was good to get the gear off and head down to the village for a beer or two and watch the live throw down some blues band quality tunes
rider The lone Beemer red wine brought his own
We headed off in perfect weather (unlike last year when we raced storm after storm!) and it stayed with us all day. No wet clay tracks this year, thank the moto gods. Clubby is a bit of a trail master and his route never gets boring or repetitive. We had open dirt roads, 4WD tracks, water crossings and of course stops at some of the best pie shops country NSW has to offer. We each followed route sheets, which meant we moved more or less at our own pace — the kind of riding I like the most. The big Ténéré was a good choice and since it’s all suited up with various guards I could give it the berries. The suspension has been tweaked as well, so with traction control and ABS switched off I was free to open it up in the bush. Thankfully, the brakes are excellent on the Yammy so the Super Ten and I had a blast.
SNOW & BEERS A young lady and her WR250F can go anywhere the rest of us can
The ride is a full day and by the end you knew you’d been on a solid adventure. By the time we rolled into Thredbo it was good to get the gear off and head
down to the village for a beer or two and watch the live blues band throw down some quality tunes. A lot of people love the idea of adventure riding but can’t seem to find the time. This ride proves you don’t have to disappear for a week at a time to have a great ride. The boys spent the next day exploring and extending their seat time but I had to bolt to get on a plane to head to Far North Queensland, so there was no more fun for me. I pointed the Ténéré north and locked in cruise control, leaving the boys to play in the snow for a little longer. I’ll be back next year. If you want to jump on a well-run ride through some brilliant scenery, I recommend you try it, too.
AT A GLANCE For more information on the Steven Walter Children’s Cancer Foundation and how you can help out, head to snowyride.org.au.
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FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK
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DARYL BEATTIE ADVENTURE:
Riding from the tip of Oz to Cairns on Africa Twins with Daryl Beattie? Yep, that’s our idea of a perfect week STORY & PHOTOS DAMIEN ASHENHURST
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FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK Just a couple of Africa Twins kicking up the red dust
Loyalty Beach We were escorted to the et Daryl Beattie campgrounds where we m k driver, cook, as well as Scooter the truc of a bloke nd camp supervisor and lege The sunset at Loyalty Beach was a brilliant welcome to the Top End
The wet season was yet to hit so the water crossings were pretty low
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I
t was going to be a tight schedule. A ride from Newcastle to Thredbo had been planned for weeks but with short notice I got an offer from Honda Australia to be part of a Daryl Beattie Adventures (DBA) tour of Cape York. The DBA ride required a flight out of Sydney on Sunday, which meant I had to cut the Snowy ride a little short and bolt back home, repack and head to the airport. There was no way I was going to miss this. I’d never been to Cape York before. I’d never even been to Cairns before and to have this all wrapped up with a DBA ride was too good to pass up. I even had to bum a three-hour lift to Sydney airport because my ute was stuffed — but some things are just worth the effort.
As it should be when someone gets stuck, everyone digs in to help
From Sydney I flew to Cairns and from there to Bamaga, a small town of about 700 people just 40km from the northernmost tip of Australia. From the Bamaga airport — a tin shed — I and seven Honda dealers, who were to be my riding squad for the trip, were escorted to the Loyalty Beach campgrounds. There we met Daryl Beattie as well as Scooter the truck driver, cook, camp supervisor and legend of a bloke. We also got a look at our rides for the week: Africa Twins. That’s right; not the CRF450X Daryl usually runs but the mighty CRF1000L. As much as I love the Africa Twin, it felt a little as if we might be making things harder for ourselves — but it didn’t take long to see that preconception wiped away. Our Monday afternoon consisted of
a ride up to the northernmost point of the Oz mainland to get that obligatory photo with the sign that tells you that’s where you are. The heat was wicked, as was the humidity. We came across a camp of German tourists who’d set up right on the beach. When you Google “German tourist crocodile attack” literally 94,500 results come up. Crocodiles, it seems, eat a lot of Germans — a well-known fact in Australia — and we couldn’t help but wonder if these guys were the full wurst. We played around some more on some fun bush tracks and also checked out Somerset Bay where once again the invitingly clear blue ocean hid the teeth and scaly hides of maneating crocs as well as killer jellyfish, so it wasn’t a good idea to jump in for
relief from the heat. The water’s warm anyway so you’ll get no joy there. So we headed back to camp for relief in a can. On the way back we got our one and only flat tyre for the trip but once we arrived back at Loyalty Beach we set about setting up camp (swag bunks) and feasting on a Scooter cook-up while sinking a few Great Northern beers. A fair few Great Northerns. The sunset was amazing. Next morning we woke to find wild horses roaming the campsite. We enjoyed a meat-feast breakfast and packed for the first solid day of riding. The second day was a big one, covering something like 800km of dirt road, double tracks, sand, scrub and water crossings. We rode from about 9am to 6pm and it was to be the day we saw the most and experienced the
One of the longer sections of 4WD track was a heap of fun
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FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK
ADVENTURE TIME If you want to learn more about Daryl Beattie Adventures, head to darylbeattieadventures.com.au or follow them on Facebook. The 2017 calendar should be up soon and we recommend anyone who wants to see Australia to head there and book a trip. As we said in the feature, you’ll never forget it and you’ll come back with a better understanding of this amazing country.
Hondas only on this ferry
Another fun section to get into trail-ride mode
greatest changes in terrain. The heat was insane and, while you don’t feel it much while you’re riding, it cooks you quick once you stop. Daryl’s route had us mercifully visiting the famous Fruit Bat Falls for a lunch of his mum’s homemade quiche. We each downed our food and headed for the clear, cooling crocodile-free waters for a swim. The trails leading in and out of Fruit Bat Falls were probably the most challenging of the trip on the Africa Twin. It’s pretty amazing how good that bike is to ride on twisty, closed-in trails with sand and big ruts and no shortage of ’bar-bashing trees. The throttle control over the torquey engine and excellent brakes, paired up with a balanced feel, makes it easy to navigate
anything but the softest sand, which takes a bit of getting used to — but you’re thankful for that 21-inch front wheel when things get more enduro than dual-sport. After a high-speed run on what seemed like endless red, dusty road, we arrived at Bramwell Station all a bit sore and tired from an epic day. We were soon greeted by a graceful brolga by the name of Biddi who’s lived on the station since she was a chick and loves to greet new visitors. You get the feeling Daryl would take her home if he could. In fact, Daz looks pretty content in the bush and life on the 800-squarekilometre station would suit him just fine. As a tour leader and host he’s as good as it gets — always calm, accommodating, full of knowledge and almost disappointingly normal. For all that he’s achieved there’s no hint
We rode from about 9am to 6pm and it was to be the day w e saw the most and experienced the greatest changes in te rrain Fruit Bat Falls is a relief and site for sore and boiling hot eyes
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FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK
while you The heat was insane and, ing, it don’t feel it much while rid stop cooks you quick once you
When in doubt, give it some berries
Claude Parissi heads up another red-dirt road
A rig works up a bow wave of bulldust and you don’t want to be anywhere in there on a bike
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of rockstar racer. That this guy was at one point one of Australia’s greatest GP riders (and his record still stands proud) would be lost on anyone who for some reason didn’t know his history. That night we each slept well in swags you could leave open except for a mozzie net while watching the incredible stars light up the night sky. It doesn’t get much better. In the morning we said goodbye to Biddi and headed out of the gates of Bramwell Station to tick off some more kays on our ride back to Cairns. On this day I learnt what real bulldust is all about. I’ve seen it close up while chasing some emus in Broken Hill, but never like this: deep, long, choking sections of fine white powder that swallow your bike. Even the sound in the dust bowls is different. It feels like water to ride through with the bike swapping back and forth and if you’re anywhere near another rider you can see nothing but white dust. Nothing at all. If you follow a truck, as a couple of the boys did, then best of luck to you. Of course it’s all about technique and guys like Daz make it look sickeningly easy, but for most of us it was a case of figuring it out as it happened and looking like a kook the whole time.
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FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK
The famous “Sexchange” Hotel in Coen — awesome burgers
Tree coverage provided the odd relief from the sun
We were soon gre eted by a graceful Brolga by the of Biddi, who’s live name station since she w d on the as a chick Somewhere along the way a rock had pierced Daz’s right radiator and he was losing coolant. In 36–38-degree heat, that’s not good. With a fair bit of riding to go, the big Honda made it back to the truck without overheating, which is impressive. Some simple metal putty work put a fix on the problem and the bike never complained once for the rest of the trip. In fact, all 10 bikes, which had made the same run in reverse (Cairns to the Tip) with a different group the week before were in good shape, even after a few solid spills. Some were looking better than others but nothing was in disrepair. The Africa Twin was showing it has what it takes to survive
A quiet moment for the Africa Twins
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the harshest environments and there’s no better example than Daryl’s own bike. With 14,000 hard kilometres on it, it hasn’t skipped a beat in even the smallest way through the year. Any question about the AT’s toughness and versatility has been answered. That night’s camp in the Kalpowar State Forest was the perfect Aussie scene: black cockatoos overhead and a small gorge just below with creeks, scattered steams — and crocodiles. We were spoiled with quality showers that had plenty of frogs in residence and everyone was happy to be able to wash some of the caked-on dust away. The boys threw a few down late into the night and the call “Just one more!”
FEATURE DARYL BEATTIE ADVENTURE: CAPE YORK A bit of formation riding heading into the Kalpowar camp
Can’t get enough of this view
Chris Watson parts the waters
The Lions Den Hotel is a one of a kind and well worth the visit
w The humidity doesn’t allo eat anything to dry and the sw e stur keeps topping up the moi
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echoed at least seven times before the din died down and again we were left to sleep under the stars. The next two days were shorter rides as we closed in on Cairns and civilisation again. After a day of twisting tracks, power slides and some crazyrough red-dirt roads, we reached a little oasis called Cooktown (guess who that’s named after). Cooktown is all about fishing and has some great history to it. For example, this is where Joseph Banks first attempted to translate the Aboriginal language — as spoken by the local Guugu Yimithirr people — and it’s through this contact that we get the word kangaroo. Indeed, the river that runs through the town is
now called the Endeavour River. From there we made our way back inland to a pub/campground called the Lions Den Hotel, a classic bush pub in every way. At this point you don’t take your gear off as much as peel it off. The humidity doesn’t allow anything to dry and the sweat keeps topping up the moisture. The smell coming from my socks was rank and anything white on my gear was now red. I was starting to feel pretty buggered but was brought back to life by a swim in the river. We stayed there for a couple of hours getting massages from the small waterfalls before heading up to the pub for some beverages and dinner. Knowing we were getting dressed
It won’t necessarily change your life but it will leav e a permanent imprint. You’ll nev er forget it
Daryl Beattie heads through to Cape Tribulation
TWIN POWER
for the last time and making the final run into Cairns was a bit deflating given the adventure was soon to be over, but also exciting knowing we’d be going through Cape Tribulation, somewhere I’d long wanted to see. And it didn’t disappoint. The ride in and out is spectacular and again, while the water is definitely look-but-don’ttouch, the town itself is beautiful. The history behind it is interesting, too, as it’s where Captain Cook almost lost The Endeavour when it struck a reef. He eventually limped into what is now Cooktown to carry out repairs. Much of the day was spent on tarred roads — a blessing and a bummer at the same time. We hit traffic for the
first time in days and soon had to take roundabouts and stop at traffic lights until we made it to our final stop at Cairns Honda. It was a relief to have made it (I didn’t drop the bike once!) but a downer having to finish all the same. I’ve seen a good chunk of the world but I get no more satisfaction than exploring Australia. To me, prioritising overseas travel over seeing Australia is like eating your veggies but not the schnitty — you’re leaving the best bit out. On the surface, Far North Queensland isn’t the most beautiful place I’ve ever seen but the scenery constantly and dramatically changes, from desert to rainforest to farmland
and mountains; from searing heat and parched dry ground to swimming under a waterfall with turtles. Seeing it on a bike is easily the best way — and the most challenging. And that’s what adventure is all about. That’s what a Daryl Beattie Adventure gives you: it won’t necessarily change your life but it will leave a permanent imprint. You’ll never forget it. It will be one of those very rare positive memories that last your whole life and, hey, isn’t that what we’re after? Isn’t that the meaning of life? To fill your memories with good, worthwhile moments that last well past the following weekend and into your old age. That’s what these rides give you. And that’s priceless.
The Africa Twins we rode got through the two full weeks mostly intact. Any damage was rider inflicted and not a single component failed or even played up. As a straight test of what the bike is like to ride on a long trip over a variety of terrain and in a pretty inhospitable environment, the Cape York ride told us a lot about the Honda’s capabilities. Really, the only shortcomings are the shitty footpegs — and another 50km of fuel range would be appreciated. I didn’t change a single thing on my bike the whole ride. Not the ’bars or levers or seat; I just rode it as it was. We sat on some pretty high speeds for long periods on the same day we ducked into rough double trails and water crossings and I just can’t fault the bike. Honda has well and truly restocked now so if you’re curious about the Africa Twin get into a dealer and take one for a test ride.
Ant hills and Hondas all in a row
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FEATURE DANIEL SANDERS’ FACTORY MOTOREX KTM 300EXC
daniel sanders’
X E R O T O M FACTORY c x e 0 0 3 m kt 2016 AORC e th t a k o lo e s o cl a e t k We ta TM 300 EXC K x re to o M ry o ct fa champion’s PHOTOGRAPHY ASHE
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NHURST
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FEATURE DANIEL SANDERS’ FACTORY MOTOREX KTM 300EXC
A bike favoured by so many trailriders in stock form: imagine getting to throw a leg over this beast, a full factory KTM 300EXC.
X-Trig triple clamps hang on to a set of 52mm Factory WP cone valve forks, another piece of equipment that’s the envy of many.
A KTM Powerparts gripper seat cover is fitted to help Daniel stay put when he unleashes the two-stroke power.
An EK chain delivers the power to the rear wheel via a KTM Powerparts combination alloy/steel sprocket.
Kustom MX handles the graphics and keeps this machine forever looking sharp.
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Flexx bars are a very personal choice that Daniel Sanders swears by. Although they carry a fairly large weight disadvantage compared to the majority of regular handlebars, Sanders insists on using them. As the name suggests, they offer a large amount of flex via pivots and elastomer stops.
A factory WP Traxx shock is something you won’t find on your average KTM 300 EXC; it’s a work of art to look at and performance improving, too.
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FEATURE DANIEL SANDERS’ FACTORY MOTOREX KTM 300EXC
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DANIEL SANDERS’ FACTORY KTM 300 EXC Engine mods: KTM Sparkplug: NGK Front suspension: WP 52mm cone valve factory forks Rear suspension: WP Trax factory shock Handlebars: Flexx Levers: ARC polycarbonate Triple clamps: X-Trig Exhaust: FMF Rear disc guard: KTM Powerparts Chain guide: KTM Powerparts Seat cover: KTM Powerparts Shock pre-load adjuster: KTM Powerparts Front axle puller: KTM Powerparts Front brake rotor: KTM Powerparts Front brake caliper: Factory Brembo Rear brake caliper: Factory Brembo Chain: EK Chains Rear sprocket: KTM Powerparts Tyres: Goldentyre Graphics: Kustom MX
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FEATURE HARPER ROCKS WILDWOOD
It’s said every year: this year’s Wildwood Rock Extreme Enduro will be better than ever. Well, in 2016 it lived up to expectations for both the 100 riders who entered and the 2000-strong crowd that came out to witness this epic event WORDS RUSSELL COLVIN PHOTOS ANDREW KENNY (94 VISUALS) & RUSSELL COLVIN
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FEATURE HARPER ROCKS WILDWOOD
I
n its seventh consecutive year, the Husqvarna Motorcycles Wildwood Rock Extreme Enduro, staged on November 6 at Wildwood, 40km northwest of Melbourne, had a slightly different look about it. The 900m prologue course had some new features such as the GRO Oils Rock Corner, which was close to about 150 metres of rocks, and the Bakers Delight-backed Matrix section. Back again for another year was Beta’s 32-foot Bedford coach that every contestant had to ride through. As event director Steven Braszell told DIRT ACTION, this year’s 12km track was one of the hardest he and his team have ever built. “The prologue track has had a full makeover with plenty of unseen objects included,” he said ahead of the event. “Out on the big track, we’ve changed a few hills around and added in more of the deep, endless rocks that Wildwood likes to hide.” Braszell added that Australia’s love for extreme enduro is clearly growing and the level of the riders is always good to watch as they test themselves against what he throws at them. One hundred riders made up a total of six different classes. The Pro class included some heavyweights of the sport such as last year’s Wildwood Rock Extreme Enduro overall winner and this year’s AORC champion Daniel “Chucky” Sanders; the inaugural 2010 Wildwood Rock winner and third-place getter in last year’s event, Mitch Harper; Broc Grabham, who finished sixth in last
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year’s event; and Aussie trials legend Tim Coleman. Taking on these superstars were the likes of Robert Nowak — no stranger to extreme enduro as he’s flown the Aussie flag at Erzberg Rodeo (four times, to be exact) and Sea to Sky enduro — and Chris Perry, who’s also lined up in those events and the Red Bull Romaniacs. But one of the biggest imports to contest this year’s event was Frenchman Mathias Bellino, the 2015 World FIM Enduro 3 champion. The whole reason he did the event was to train for the upcoming Australian Four Day Enduro (A4DE), held in Mansfield a few weeks after Wildwood. It was the first time in his career he’d ever contested an extreme enduro, which he later described as “one of the hardest races of my life”. Bellino, who hails from Vaison-la-Romaine in southern France, said, “I’d never ridden in such conditions in my life. The Pro Line was literally like a trial. Obviously, the Husqvarna FE450 was not the easiest bike to ride in these conditions. However, it was still a good race and a good experience.” Even before arriving down under, Bellino knew he was no extreme rider. He added, “I have confirmation after today that an event like this is definitely not for me.” The other five classes were Expert, Expert Over 35s, Clubman, Clubman Over 35s and the Women’s class. In fact this year’s Women’s class was the largest the event has seen since it was introduced in 2013.
MITCH HARPER’S TAKE Mitch Harper is the only Aussie rider to win the Wildwood Rock Extreme Enduro more than once. Englishman Graham Jarvis has three race wins to his name — 2011, 2013 and 2014 — so if Harper does return in 2017 he can try to add another race win to his name and sit alongside one of the legends of extreme enduro. DIRT ACTION was in the mix at the end of the race and got Harper’s view on his win right after the event. “This is an awesome feeling to win again. This year’s event was the toughest by far. I reckon if Jarvis and Gómez were here this year I might have been able to give them a run for their money, as I was feeling good out there. I just pushed hard and won by a fair bit.” So when did he know he had the race win in the bag? “I never thought I had the race
win in the bag. In this type of racing anything can happen. That final Rock Garden, you’re just flipping the bikes up the rocks, so on any lap you could break a radiator and it could be all over straight away. I knew I had the race win when I came over the finish line, pretty much. Even that’s a challenge.” And thoughts overall about the track? “The track was definitely harder than last year. There were a few new sections [that were] just getting ‘bottlenecked’ behind the club riders. I’ll have to have a talk to Steve [Braszell] and we’re going to have to sort it out for next year, as it’s a disadvantage for some riders who get it worse than others. It would be good if there were more lines in regards to Pro and Expert lines like they have at the Rock Garden. Maybe have a few more of them around the track.”
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FEATURE
A FAN’S POINT OF VIEW
HARPER ROCKS WILDWOOD
PROLOGUE
It’s one thing to get a rider’s take on things. What about the race fans who turn up to watch this kick-arse event? I can say that from my point of view — having covered events such as the Australian rounds of the World Superbikes and MotoGP, the Australian Superbike Championship and even the AORC — the Wildwood Rock Extreme Enduro is without a doubt one of the most laidback and fun events to go to. Every corner, every bit of the track is different and seeing people from young tackers to the mums and dads, plus mates who are just there having a few frothies and hamming it up as riders go past, is so much fun to watch. Matt Ramsay, a 26-year-old fan from Pakenham, a Melbourne suburb on the edge of the West Gippsland region, summed it up well after attending the event for the first time. He said it was just great to watch riders battling it out for the whole day while getting on the piss with his mates. “What other motorsport events can you go to and sit so close to the action while enjoying a few beers [and] ringing cowbells as riders go by?” he said. “Not a lot. It’s a fantastic event and we’ll be back for sure next year to do it all over again.”
Before the three hours of pure hell got underway, riders were put through their paces in the prologue heat, a onelap dash to sort out their starting order for the main event. In the Pro class, while Bellino failed to finish the big race itself at least he had some bragging rights after he took out the prologue with a time of 2min12.811, pocketing 500 bucks in the process. His time was 12.020sec faster than 36-year-old Dylan Rees, delivery driver and owner of his business Melbourne Motorcycle Movers, while New Zealander Hamish Macdonald was third when he stopped the clock at 2min34.255. Making up the first row of the starting order were Coleman and Grabham. Sanders missed out on the top five, starting from seventh place after he posted a 2min41.006 aboard his #1 KTM 300 EXC. He admitted it wasn’t the cleanest of laps as he caught another rider in front of him who spat up some logs and rocks. On top of that, the track did change a fair bit from the sighting lap to the race run. “We’ll just have to push hard through the three hours of pain that lie ahead and see what happens,” he said.
RACE ACTION At 11am, it was on! Bellino bolted out ahead of the pack like a rat up a drainpipe. By the time he got to the KTM dam he had a two-week break on everyone. But it was short lived once the riders all got to the notorious Beta Rock Garden section where Bellino’s day took a turn for the worse. While Bellino was basically up shit creek without a paddle, fellow Husqvarna rider Harper sailed past on his MotoGC TX 300. It turned out to be a race-winning move for the Victorian rider, who hails from Bright. On the opening lap, the Pro class race position looked like this: Harper from Rees, Coleman, Chadwick, Grabham and Sanders, with Bellino dropping all the way back to seventh. The top three — Harper, Rees and Coleman — stayed in that order until the sixth and final lap. Things looked ass if they were going all to plan for Rees until the final Rock Garden section where he looped his #18 Yamaha YZ250FX out and ended upside-down back in the creek, which allowed Coleman to get by to pick up the bridesmaid position behind Harper. “I can’t complain about today,” said Rees after the race. “I had a really good ride. I’m on the podium, so I’m stoked for the guys at First Class Motorcycles who’ve helped me out today. It’s been a real team effort.” It wasn’t the first time Rees had finished in the top three. In 2012 he landed on the podium in third when he finished behind Matt Phillips and Spaniard Alfredo Gómez. Coleman, the winner of the X-Trial Australian and Victorian Trials
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h i hi in i 2015, 2015 proved d he h championships can sit his arse on anything and get a solid result. He started off pretty well considering he had a lot of arm pump to deal with at the start of the race, but after he got into a rhythm it eventually wore off. Coleman, who was piloting a Beta 300 two-stroke, openly admitted that this is one event he really wants to do well at as it’s a hard enduro and that’s what he loves doing. “I wish there were more events like this in Australia,” Coleman told DIRT ACTION after the race. “I hope to have an event like this at our property in Glenmaggie one day to try and grow the sport of hard enduro in Australia.
“O ll h I’ just j t glad l d to t “Overall, however, I’m get on the podium in this race.” The victor, for the second time in his career, was Harper with a total time of 3hr06:31.897 that he described as “awesome”. You can read his take on it in the box on page 68. Making up the top five in Pro class were Ruben Chadwick and Perry. Grabham and Nowak were sixth and seventh while Sanders was in eighth place and 13th overall. Harper, Coleman and Rees may have taken the top three placings — and we salute them for it — but it was what Sanders did at the end of the race that won everyone’s heart and showed he never gives up without a fight.
Sanders, who described the race as a “tough day at the office”, was sitting in eighth place in the Pro class on the final lap until drama struck at one of the Rock Garden sections, where he flipped out and broke the throttle housing. Answer this question: who wouldn’t have just called it a day there and then and got a lift back to the pits? Come on, answer honestly. I’ll bet not a lot of racers would’ve done what Chucky did: he finished the race — the whole course — by pulling on the throttle cable. If you were at Wildwood and witnessed what Sanders did at the end of the race you got to see something very special, because it’s not likely to happen again any time
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FEATURE HARPER ROCKS WILDWOOD
CROSSOVER BETWEEN ROAD RACING & WILDWOOD You wouldn’t really expect a road racer to race an event such as Wildwood, would you? At most, a road racer might do a bit of motocross for training or maybe a few enduro events for a bit of fun. But an extreme enduro? Well, meet David Buonopane. He might not be a Troy Herfoss or Wayne Maxwell when it comes to road racing but Buonopane, 2012–13 Interclub Supersport champion and 2013 B-Grade Victorian Supersport champion, was out and about on the weekend racing at Wildwood for the first time. He finished 15th in the Clubman class, which isn’t bad going. What we wanted to know was whether there’s any crossover between racing on the tar and racing such an extreme event as Wildwood. “There are some things that are similar,” he said. “At the end of the day, you’re still getting on a motorcycle and wanting to ride it as fast as you can, so you’re going at it with the same sort of mindset. The control skills are similar so throttle,
brakes and clutch — you still have to be smooth with them. “Obviously, the seating position and the gearbox [are] different — takes you a bit of time to get your head around going up and down instead of the down and up shifting. A roadracing bike has a race pattern instead of the normal shifting pattern. “You’re still riding the bike in its available grip as you’re still asking everything you can [of] the tyres and riding within the grip level that’s available. Of course, the grip level is so much higher on the bitumen compared to those rocky Wildwood climbs and hills. “However, I think the fundamentals are still similar. [The] obvious difference is seating position; also the engine characteristics are quite different, going from a high-revving four-cylinder engine to a singlecylinder which has a lot of torque. “There are definitely similarities and also things that have to be adapted to.”
soon. So, why on earth did he do what he did? Well, simple — he had to get back to the pits somehow. “I didn’t want to walk back and I wasn’t going to push the bike back, so I thought let’s try and get the bike going and finish the race,” he said. “So I cut the throttle and got the wire out and started pulling that and managed to get back and finish the race. It’s disappointing to not be able to win but you can’t have it all in life sometimes.” Rounding out the top 10 in the Pro class were Wade Ibrahim and New Zealander Hamish Macdonald. At his first-ever attempt at this event, Bellino managed to complete just two laps. Other class winners included Chris Bayles, who took out the Expert class with a total time of 3hr10:23.428. That was 8min15.391 ahead of young gun Fraser Higlett, with Sean Holmes in third. It was Bayles’ second crack at Wildwood. In 2014 he rode a Suzuki RM250 to seventh place. This year he was aboard a Husqvarna TE250 and
said it was heaps more pleasant to race on. “The day was an absolute blast,” said Bayles. “The prologue section of the track was spot on with its variety of challenges. Some of those challenges were very demanding if you wanted to be quick in that section. “In regard to the whole loop, again it was spot on with variety for an extreme enduro, hill climbs, single tracks and rock gardens that required full commitment to get through. All in all I think the standard was very good for the style of event that it’s known for.” In the Expert Over 35s, Adrian Harry simply destroyed his rivals as both Owen Lock and Matt Woodhouse were one lap down on him. Shane Maier led home Brendan Nation in the Clubman class with Shane Walker in third. Lee Pearsall snared the win in the Clubman Over 35s. In her fifth race start at the Wildwood Rock Extreme Enduro, Yamaha’s Jess Gardiner managed to take the Women’s class honours and finished 50th outright. She came in
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ahead of Coleman’s missus Ina Halls with Melissa Bruce in third place. It wasn’t all smooth sailing for Gardiner. Once the race started, so did the dramas. Gardiner got through the first lap quite well — until the Beta Rock Garden section, where the 23-year-old knocked her chain guard on a rock and bent it so badly her chain kept coming off. “I had to do a bit of mechanical repairs on the side of the track with the tools I had on me to get my chain back on,” explained Gardiner, who had to take her chain guard off so she could continue. With the chain back on, she made it back to the pits where she spent 20 minutes trying to re-bend the guard and fix all the stuff she’d broken before joining the race again. But on the next lap on the same rock she bent the guard again, as it was quite weak from all the repairs she and her support crew did on it. This time she was able to bend it back herself on the track. Gardiner’s third lap was the best lap
of the day. She managed to get through it relatively smoothly without too much struggling or crashing. She set her best lap on the final lap with a time of 41min20.085, which she was really happy with, seeing the first two laps were so tough. All in all, another big success for an event that continues to grow every year. The question now is what can we expect to see in 2017? Only time will tell ...
PRO CLASS TOP 10 FINISHES 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Mitch Harper 6 laps 3hr06:31.897 Tim Coleman 6 laps 3hr18:11.497 Dylan Rees 6 laps 3hr19:32.461 Ruben Chadwick 6 laps 3hr19:52.791 Chris Perry 6 laps 3hr21:21.638 Broc Grabham 6 laps 3hr22:09.994 Robert Nowak 6 laps 3hr24:20.032 Daniel Sanders 6 laps 3hr52:57.051 Wade Ibrahim 5 laps 3hr09:45.742 Hamish Macdonald 5 laps 3hr09:48.257
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FEATURE ISDE
F O U r - P E AT
Australia’s all-conquering Yamaha bLU cRU Women’s Team have made it four world titles in a row with another dominating performance at the ISDE in Navarra, Spain STORY HAYDEN GREGORY PHOTOGRAPHY JOHN PEARSON
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T
eam Australia headed to this year’s International Six Days Enduro as trophy holders in all three classes following an outstanding performance in Slovakia in 2015. With high expectations, our riders once again donned the green and gold and hit the track in the hope of continuing their stronghold on the event. As you now know, Australia’s six days of riding yielded mixed results.
FEMALE DOMINATION While both men’s teams did Australia proud it was the Yamaha bLU cRU Women’s Team who undoubtedly stole the show. For the fourth straight year, our women smashed their competition, crossing the line over three and a half minutes ahead of second-placed Spain. Germany rounded out the podium in third, over 18 minutes behind the Aussies.
Jessica Gardiner, Tayla Jones and Jemma Wilson performed near perfectly, leading the way from day one. The girls suffered just one small setback when Jessica Gardiner withdrew from the opening stage with mechanical issues. In contrast to the men’s competition, only the top two women’s times are tallied each day, which meant the team was handed down no other penalties even though
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FEATURE ISDE
not all riders completed the stage. Jones topped the Aussie assault, finishing in third place overall behind Germany’s Maria Franke and Spain’s Laia Sanz. “I’m pretty stoked to get our fourth world title,” said Jones. “It was a lot harder this year with many good riders in the mix. We stayed consistent the whole week and Jess, Jemma and I rode well the whole time. I got the final moto win, which topped off my whole week. I’m stoked to just get another win in the books. “Jess and Jemma are awesome teammates. We have done it for four years now and I couldn’t ask for a better couple of girls to be racing with. We’re very supportive of each other and just want to make sure we all finish safely. It’s awesome having those two on board. “Lastly, thank you to everyone who’s helped to get us over here, Yamaha especially for their help.” Wilson finished two places back in fifth while Gardiner recovered to 17th after her opening-day mishap. “It was super cool this year to get the win,” Wilson exclaimed. “There was a lot of competition from Germany, Spain and America as well. There [were] a lot of good riders this year, as opposed to the last few years where we sort of knew we’d win unless some big drama happened. It’s much better to get a win that we had to fight hard for and work for it. “Personally, it wasn’t my best Six
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Days. I’ve been riding really well all year and then this entire week I just felt flat. Even when I thought I put in a good time I would look back and think, ‘Oh, it’s another bad one.’ I lost fourth place in the final moto by eight seconds and personally finished fifth overall. Jess and Tayla both worked really hard the whole week for the times we got. “Well done to Motorcycling Australia and all the helpers. It’s a huge effort to get to the Six Days from day one to now, so thank you to Yamaha and everyone — and we’ll be looking to get a fifth one in France.”
BRIGHT FUTURES Our Junior Trophy Team of Tom McCormack, Jack Simpson and Nic Tomlinson toiled away, improving each and every day in Spain. While they didn’t reach the heights of previous years, our boys stayed strong and showed they have a very bright future in international racing. A positive McCormack shared his thoughts on the international event, and the team’s top-10 performance: “It was a tough event for me. We struggled a little bit at the start but we got through it and we finished all 1300km, so that’s a great achievement in itself. “We’re a pretty fresh team, Jack and Nic not having ridden a Six Day before and Jack never riding an enduro time card event. Team Sweden was too good in the junior class, beating home USA and the Italians.
ALL OUT OF LUCK The Australian Senior Men’s World Trophy Team struggled from the outset in Spain, with a number of setbacks affecting their world title defence. Key team member Josh Strang fractured his ankle in the very first stage before Daniel Milner also had to withdraw from the event on day two with mechanical issues. Lachlan Stanford and Daniel Sanders were left to fly the Aussie flag and both riders definitely stepped up, Sanders finishing second overall and first in the E3 class. “It’s been one hell of a ride,” Sanders said. “We’ve had all conditions, from dry
and dusty terrain to wet and slippery. We’ve had some fun out there along the way on the 300 and, to come away second overall and winning the E3 class, I’m pretty stoked with it. “It would’ve been cool to win the outright but everything doesn’t always go to plan over six days, even though you wish it would. We’ve learnt a bit this year and are ready for next year when we’ll have another crack at it.” Team USA won the Senior World Trophy with Taylor Robert taking out individual honours ahead of Sanders. It was the first time in the history of the event that an American team has won, causing much celebration.
“I’ve been so stressed the last few days, this is a huge deal for me and for the USA,” said Taylor Robert. “I kept trying to tell myself that everything would work out but I know anything can happen during the final motos. “This is my sixth ISDE and it feels so good to have won with team USA and also to have got the overall individual result. My final moto went well; I got a good start and quickly worked my way into the lead. Then, half an hour after my race was over was the worst because I was waiting for a phone call to tell me how Daniel Sanders got on, to find out if I’d got the overall. “The team’s been great. We’ve been
getting closer and closer to this year on year. This one’s for Kurt Caselli.”
FIVE IN A ROW? While Team Australia failed to reach the heights of 2015, nothing can be taken away from the efforts of our Yamaha bLU cRU Women’s Team. To remain at the top of your sport for four years on the international stage is something rarely seen and to do it with exactly the same three team members is simply unbelievable. As we look ahead to 2017, there’s little doubt the girls could make it five in a row while our men’s teams also look to make amends and bounce back for international glory.
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FEATURE ISDE
INDIVIDUAL MEN FINAL STANDINGS 1. Taylor Robert (USA) KTM 3:22:46.65 h (E2 class winner) 2. Daniel Sanders (AUS) KTM +17.90 sec (E3 class winner) 3. Josep García (ESP), Husqvarna, +46.24 (E1 class winner) 4. Giacomo Redondi (ITA) Honda +1:14.05 min (E3) 5. Luis Correia (POR) Beta + 1:28.70 (E3) INDIVIDUAL WOMEN FINAL STANDINGS 1. Maria Franke (GER) KTM 3:51:58.61 (E1 class) 2. Laia Sanz (ESP) KTM +52.35 (E1) 3. Tayla Jones (AUS) Yamaha +2:26.71 min (E1) 4. Tarah Gieger (USA) Honda +14:51.97 (E1) 5. Jemma Wilson (AUS) Yamaha +14:54.33 (E1) FINAL STANDINGS WORLD TROPHY ISDE 1. USA (Kailub Russell, Michael Layne, Robert, Thad Duvall) 13:46:40.93 h 2. UK (Daniel McCanney, Jamie Lewis, Watson, Jamie McCanney) +3:38.66 min 3. Czech Republic (Ondrej Helmich, Patrik Markvart, Jaromir Romancik, Jiri Hadek) +29:42.34 FINAL STANDINGS WOMEN’S WORLD TROPHY 1. Australia (Jessica Gardiner, Tayla Jones, Jemma Wilson) 7:57:39.29 h 2. Spain (Laia Sanz, Mireia Badia, Sandra Gomez) +3:48.67 min 3. Germany (Maria Franke, Vanessa Danz, Heike Petrick) +18:08.46 FINAL STANDINGS JUNIOR WORLD TROPHY 1. Sweden (Micke Persson, Albin Elowson, Jesper Borjesson) 10:30:55.71 2. USA (Trevor Bollinger, Steward Baylor, Grant Baylor) + 00:45.23 3. Italy (Davide Soreca, Matteo Pavoni, Matteo Cavallo) +04:21.50
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BACK PACK
HOW-TO TIPS AND TESTED GOODIES
DS GEN HOT E L
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WE FEATURE ONE OF THE GREATS
H TIPS TEC
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WE GET GREASY AND PLAY WITH OUR TOOLS
NATION STI S E D
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A QUICK LOOK AT A DREAM RIDE LOCATION
E TIPS RID
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DERS’ RIDE EA
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TACKLE THE EASY TO THE TOUGH WITH THESE TWOWHEEL TIPS
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WE TAKE A LOOK AT SOME OF YOUR VERY OWN RIDING MACHINES
NG SHO RTI T PA
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CAPTURING A GREAT MOMENT IN TRAIL TIME
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LEGEND SHOT TOM MCCORMACK
TOM McCORMACK From a winning racer to a horrendous injury, Tom has seen the best and the worst of the sport. Down and out and with every reason to chuck it in, he got fit, started racing again and eventually came to represent Australia in the 2016 ISDE. Tom has natural talent in spades and is one of the best riders to watch, no matter what the conditions. He’s also a bloody nice bloke. Legend. PHOTO ASHENHURST
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TECH TIPS WHAT IS A DAMPING-ROD/ FIXED-ORIFICE FORK? One of the most common fork designs in many adventure bikes and early off-road bikes is the damping rod. Dampingrod forks have been around for years and today can still be commonly found on most cruisers, many road bikes, trailbikes, dual-sports, minis and most vintage bikes. Damping-rod forks are less expensive to manufacture but don’t offer much sophistication in the way of damping control. The damping rod is essentially a shaped steel tube bolted into the bottom of the fork lower tube. The damper rod separates the inner and outer chambers of the fork. It has a couple of holes drilled through it (the fixed orifice) and oil is forced between the chambers via these holes as the fork is compressed. The small holes cause a restriction: the smaller the hole, the greater restriction and the more slowly the fork compresses; the larger the hole, the faster the fork compresses. However, as the orifice is fixed it’s a compromise between a plush and a harsh ride. Fortunately for damping-rod fork owners, there is a way to improve the system and simulate a cartridge fork, make it tuneable and offer it at a very reasonable cost.
DAMPINGROD FORKS WHY & HOW TO UPGRADE While modern motocross bikes come fitted out with the latest in whiz-bang front-suspension technology, those of us riding trail and adventure bikes mostly have to make do with rather more rudimentary damperrod forks. But help is at hand, thanks to a nifty little accessory known as a travel-control valve (TCV) STORY CLIVE WARD OF MOTORCYCLEBIZ
WHAT ARE EMULATORS/TRAVELCONTROL VALVES? Emulator/TCV valves are manufactured by aftermarket suspension specialist suppliers and are an additional part fitted to damper-rod forks to improve the performance of the original unit. The valve is placed on the top of the damping rod and held there by the main spring. The valve performs two jobs: it provides a digressive compression damping curve that is adjustable and separates compression from rebound damping so that both can be independently tuned.
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Damper rod with TCV fitted
Unmodified Damper
rod
HOW WILL EMULATOR/ TCVS HELP? As their name suggests, these valves replicate the operation of a cartridge fork. At low-speed compression, the valve has a much better feeling of control while highspeed compression absorbs large and sharp-edged bumps without harshness. This provides the rider with better steering response and causes the bike to feel more positive yet more comfortable at the same time.
CAN YOU NAME SOME MOTORCYCLES THAT HAVE THESE FORKS?
WHERE CAN I GET MORE INFORMATION?
Modified damper rod
Common models you would recognise are the Suzuki DR650 and DL650, Yamaha XTZ660, Kawasaki KLR650, plus all early MX and enduro bikes to just name a few. I recently fitted a set to a 1982 YZ250 for VMX use.
previous holes are drilled out to approximately 8mm and two extra holes are added and then chamfered smooth.
dismantle the fork, including removing the damping rod from the lower fork tube.
HOW ARE EMULATOR/ TCVS FITTED?
CAN I FIT THEM MYSELF?
You can see in the diagram that the valve is placed on the top of the damping rod and held there by the main spring. The TCV takes over compression damping duties from the damping rod. To do this, the damping-rod compression holes are enlarged and increased in number so as to remove the restriction. The damper rod must be removed from the lower tube, the
In most cases you’ll want to have these fitted by your mechanic or specialist suspension centre; however, if you have a drill press and reasonable mechanical knowledge it would be possible to do it yourself. The kits come with instructions and the valve itself basically just sits in place once all the preparation work has been completed. You’ll need enough tools to completely
We’ve fitted TCVs to plenty of bikes over the years including Clubby’s last two XT660Z Ténéré project bikes that he’s used to map out the annual Ténéré Tragics ride. The Ténéré is a prime example of a current bike fitted with a dated damper-rod fork and thus an ideal candidate for a TCV update. Firmer fork springs and TCVs transform the Ténéré’s performance and are worth every penny.
ARE TCVS WORTH THE INVESTMENT?
Call your mechanic or specialist suspension centre. Exp ect to pay around $200–$ 250 for the valve kit plus two–th ree hours of labour for ins tallation, depending on your mo del. If you’d like to see all the detail around these forks and other suspension information, including detailed service and rep air instructions, I’d sugges t you purchase Race Tech’s Mo torcycle Suspension Bible by Pau l Thede, available online or from virtually all good bookstores.
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RIDING TIPS WHEN THE TRAIL TURNS TO GRASS TRACK
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WHEN THE TRAIL TURNS TO GRASS TRACK It’s not uncommon to hit some grass track on a trail loop, so here’s a few tips for when it opens up from the single trail WORDS SHANE BOOTH PHOTOGRAPHY FIFTYSIX CLIX
LINE SELECTION It’s important when riding a grass track to have your lines sorted. Picture the circuit as a big roadrace track: there are no jumps and minimal obstacles and keeping your momentum is very important, not only for racing but also to have the most fun on the track. You want to enter the turn from the outside and finish your braking before you enter the bend. Once you’re comfortable with riding grass tracks you’ll be able to push your braking later and later into the turn and start to arc your line into the turn while still braking slightly. Apex the turn right at the tightest line available — this will allow you to drift out and keep plenty of momentum as you enter the following straight. Be aware of which way the next turn goes so that you can set up for it as well with a good entry line. Once lines form, try to find the smoothest line that will set you up best for the next turn and allow you to keep the most momentum possible. If you’re riding for the fun factor, keep your eye out for big loam berms that start to push up on the outside of the turns. As the grass gets worn away, the dirt pushes to the outside of the turn, creating a nice, thick loam berm ready to be demolished.
FEEL THE FLOW Keep your vision up and looking forward so you can set yourself up using the lines I spoke about above.
Try to use higher gears to allow you to roll the throttle on earlier and smoother. It can easily become habit to go back to second gear any time you get to a corner, but most of the time you can make third work on a grass track by opening up your lines and rolling the throttle on early. Try to really get a flow on and avoid the stop-start style of cornering.
FLAT TURNING As most turns on a grass track are flat turns, it’s important to have your body position correct. You want to weight the outside of the bike when you’re sitting and standing and turning. As you can see in this photo of Scott Bishop, the bike is lying over but his weight is still on the outside of the bike. If he were to lean over with the bike at this point, he’d be struggling with the bike sliding out. When you’re sitting, slide your butt to the outside of the seat and push your weight through the outside peg. Keeping your elbow high and pointed will allow you to turn the throttle properly when turning left. Try and keep a nice constant throttle all the way around the turn, winding it on smoothly as you make your way through. Snapping the throttle and fanging the clutch will sound cool but you’ll be breaking traction — and often the bike will either grab a bit of traction and spit you off the line you want to be on or break traction and cause you to crash.
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RIDING TIPS MUD & WATER CROSSINGS
MUD & WATER
CROSSINGS They can be unpredictable and catch you out in a heartbeat. Here’s how to survive crossing mud and water STORY SHANE BOOTH PHOTOGRAPHY FIFTYSIX CLIX
SPEED DOESN’T HELP Go easy on your approach speed — more pace won’t necessarily help you through. More likely it will throw a massive wave of mud and water off the front wheel that will cover you from head to toe as well as greatly increase your chances of a crash if there’s a hidden rut under the water that you can’t see. So steady up before the mud hole and approach with caution. Your speed should be enough to get you through but as slow as possible to minimise the risk of damage to you and your bike if you do happen to fall.
AVOID WHERE POSSIBLE The best option for dealing with a mud or waterhole is to avoid having to deal with it at all, so look for a way around it. Nine times out of 10 you can get around a mud hole by going bush a little on the side of the trail or just getting a bit creative with your line choice. So avoid the hole if you can. If not, make sure you’ve eliminated that option before you choose to ride into the abyss.
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wheel ruts is difficult. Often you’ll end up sliding down into the ruts midway across, so it can be a better choice to actually choose a wheel rut to be in before you enter the mud. Another wise choice is to send your riding buddy in first — it’s a sure-fire way to check the depth of a mud hole and a few words of encouragement should pump them up to hit it. Depending on the outcome, though, you may be up for the first shout or two at the pub later.
STAND UP Do your best to remain standing all the way into and through the mud hole. You have a much better range of movement in the standing position and you can adjust your weight more quickly and effectively. If you’re really worried about a tip-over you can sit down. But sitting down usually involves putting your feet down halfway through, which can actually get you off balance and cause you to hesitate — as well as fill your boots full of water. Standing is by far the better option but sit if you feel more confident doing so.
CHOOSE CAREFULLY
KEEP DRIVING FORWARD
Do what you can to pick or guess the shallowest line through the mud hole. Generally, if it stretches the full width of the trail, heading to the far edges will give you the best line — but that isn’t always the case, so look and decide carefully. If there are big 4WD ruts heading into the mud hole, proceed with caution; they could end up being very deep and trying to ride through in the centre between the
Once you’re in the mud, use smooth throttle and keep your fingers over the clutch lever in case you need to slip the clutch to control wheel spin during the crossing. Avoid large amounts of throttle, however — that will just cause excessive wheel spin, which in turn will dig the rear wheel deeper into the mud and could cause you to get stuck, something you’re obviously trying to avoid.
5 TIPS TO SURVIVING MUD HOLES 1. Avoid them if possible; look for a line around. 2. Keep your speed conservative; going fast just lessens control. 3. Do your best to stay standing; you have better control of the bike. 4. Use smooth throttle to avoid excessive wheel spin. 5. Send a mate in first.
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FEATURE READERS’ RIDES
READERS’ RIDES Cam Carter Murray Robinson
Kane O’Rourke
Kyle Walter
Lawson Harper
Tristan Sims
Lachlan Leonelli
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Alistair Creed Lachlan Joseph
Ben Wilcox
Nathan Tyler
Neil Arrighi
Nathan Bennett
Steve Ralston
Peter Burns
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