Transmoto Issue 25 by Transmoto

Inside

56 “Can KTM’s 250SX really upstage the all-new high-tech 2013 250SX-F? Two-stroke sales and race track success suggest we might just be heading back to a two-stroke future!”

NOVEMBER 2012 // ISSUE # 25

T h e

M o t o c r o s s

I s s u e

Log on to www.transmoto.com.au for more images, interviews, info & vids

FEATURES

24 PICTORIAL: 2012 MX NATS

A 23-page visual smorgasbord from the most hotly contested Australian MX Championship in many, many years.

50 DISSECTED: COPPINS’ YZ450F

Inside the title-winning machine that combines Josh Coppins’ experience and CDR Yamaha’s mechanical expertise.

56 BIKE: 2013 KTM 250SX vs 250SX-F A head-to-head comparison of KTM’s two 250cc Lites-class MX weapons – both two-stroke and four-stroke.

68 PROFILE: TODD WATERS

REGULARS 10 EDITORIAL

Todd Waters takes over the Ed’s reins.

12 CONTRIBUTORS

Freelance dudes who make us look good.

16 FRAMED

Three very significant moto moments.

122 5 REASONS WHY...

The Yanks’ MXoN win streak must end.

126 RIPPING YARN

Chad Reed’s first ever AMA SX win.

129 3 PRIZED POSSESSIONS

With Team CDR Yamaha’s Craig Dack.

A disarmingly honest insight into the level-headed young Aussie who’s leading a new generation of motocross racers.

82 SPORT: CLASSIC DIRT 9

An iconic retro-vibe event that reflects on the soul, foundations and founding fathers of the sport in Australia. Classic!

92 SPORT: PROS’ STYLE CHECK

Guest Ed, Todd Waters, dishes up a brutally frank insight into the racing styles and temperaments of the top Pros.

products 116 NEW PRODUCTS

Gear to appeal to your inner consumer.

118 T-RATED

Interesting new products – for riders and bikes – tortured, tinkered with, trashed, tested and thoroughly rated.

106 T-BUILD: KAWASAKI KX250F

Mark Brown goes to town with Euro parts to perfect his dream ‘freeride’ bike. It even gets a Scottish tartan skirt.

104

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TRANSMOTO EDITORIAL

Todd in the

hot-seat ANDY WIGAN & TODD WATERS

If you ask most 21-year-old motocrossers about much beyond the ‘core’ subjects of chicks, tatts and toys, the conversation can be pretty short. Young blokes who’ve been racing since Juniors tend to be so focused on the sport that other parts of their lives can get neglected. As a result, few have too many considered opinions about the wider world. Todd Waters, on the other hand, is a thinker. He’s got a view on pretty

itting here as the Guest Editor has made me reflect on just how far I’ve come as a rider. Looking back, I was the first kid from Cairns to win a Junior Australian Motocross title. Unlike all the young guys I often go riding with these days, I didn’t have the opportunity as a kid to meet any Pro riders, so dirt bike magazines were my only connection with the sport. I frothed over mags and the guys who were in them for years. And now, I’m not only one of the guys who’s in the mags; I’m actually sitting here in the Transmoto office and helping put this Special Motocross Issue together. It’s an amazing opportunity to have an input into the words, photo selection and overall flavour of this issue. To me, magazines are much more special than websites or the crap that’s so often published on social media spaces. Mags are a trusted source of information about the sport and the industry and riders that go to make it up. There’s a depth and feel to magazines that you just don’t get with digital media. And from a riders’ point of view, I can tell you it’s much more special to see yourself or your mates in a printed magazine. My issue, though, is not so much about where you ‘consume’ the sport, it’s about what’s being served up to start with. As I said to Andy Wigan mid-way through the season, I think the Australian dirt bike media has been a little over-focused on overseas riders – including the foreign guys now racing

ANDY WIGAN

much anything and he can articulate himself, too. And unlike the vast majority of Pro riders in Australia – or around the world, for that matter – the grounded young Queenslander has got a trade to fall back on. He’s smart enough to know that there are no long-term promises in the cutthroat sport of motocross. All of which made us think it’d be cool to get Todd involved as Guest Editor of this “Special Motocross Issue” of Transmoto;

the idea being that he’d help paint a picture of the Australian motocross scene from the inside. With Todd’s input, the plan was to offer readers a novel insight into the sport; from the perspective of a genuine, no-bullshit bloke who spearheads the next generation of Aussie racers. And we reckon that’s exactly what Todd has helped achieve with this Special Motocross Issue. Enjoy. Take it away, Waters. – ANDY WIGAN

here – at the expense of the Aussies, who are the future of the sport. It’s true that an international field adds appeal for spectators, but many of those foreign guys come to Australia for only one or two years, before retiring. So, in effect, they rob the Aussie riders of coverage while they’re here, and if local riders’ profiles aren’t strong, there’s no reason for spectators to rock up to the races to engage with them. That can damage the longterm prospects for Australian Motocross. Sure, there’s a lot more that Australian riders can do to help promote themselves. They need to realise that the game is about a lot more than riding dirt bikes on the weekend. But when you consider all the opportunities with mags and websites and social media these days, I also think there’s a hell of a lot more that can be done at an administrative and promotional level to generate exposure for Australian Motocross – at all levels. That’s why I jumped at the opportunity to be part of putting this issue together. Not only did it give me a window into the world of publishing and media; it also gave me the opportunity to shine some light on the sport that I love and which has been central to my life for so many years. So here’s what we’ve got in store once you turn the page... On page 16, Framed gives you an insight into the American and European motocross series, plus the young Aussies who recently did so well at the FIM Junior Motocross World Championship. From page 24, there’s

a huge 23-page pictorial of this season’s 10-round MX Nats, followed by a detailed look at Josh Coppins’ YZ450F – the bike that beat me to the MX1 title this year. Then, with of the resurgence in two-stroke sales, the boys have staged an interesting comparo between KTM’s 250cc two- and four-strokes on page 56. There’s an interview on some ‘Raging Waters’ character on page 68, plus an account of the Suzuki-sponsored Classic Dirt event, which turns back the clock and looks at the riders and bikes who laid the foundations for the sport in this country. After that, on page 96, I come clean on what I really think about the riding styles and race temperament of the top guys I race against. And for those shorter, punchier reads, the issue finishes up with a recap on Transmoto’s KX250F T-Build, a bunch of fresh motocrossspecific products, an explanation about why the Yanks have got to lose their grip on the MXoN one of these days and, finally, Wigan’s first-hand account of that historic day in 2002 when Australia’s greatest motocross rider ever, Chad Reed, claimed his (and Australia’s) first ever AMA Supercross win. If you’re into motocross and not into this mag, then you’re not really into motocross. And if you’re not that into motocross, there ought to be enough of it in this issue to give you a decent insight into the Aussie scene. It might even inspire you to come out to watch some races. I’ll be there, trying to win my first premier-class title. – TODD WATERS

“I frothed over mags as a kid and now, I’m not only one of the guys who’s in the mags; I’m sitting here in the Transmoto office and helping put this Special MX Issue together.”

REGULAR CONTRIBUTORS

Cover Uncovered After smashing the opposition at the first round of the 2012 MX Nats, Ben Townley then promptly smashed himself. Transmoto was on hand to capture his first ride back in New Zealand. RICE PHOTOGRAPHY

012 was shaping up to be a vintage and victorious year for Carlton Dry Thor Honda’s Ben Townley. After a career where every forward leap seemed to be king-hit by crippling injury, this year arrived with the Kiwi fighting fit and mentally prepared for his assault on the Australian MX Nationals. The series kicked-off in the best way possible – not only did BT win both motos of the first round at Conondale (Qld), but he tore the high-class field apart, even managing to win after crashing and remounting. And then there was the call from Chad in America. “Hey, bud, wanna come race for TwoTwo Motorsports?” Life was looking good for BT101. So, what could possibly go wrong? Anyone following Townley’s career will know that lots can.

And quickly. Staying in Australia for Round 2 before heading Stateside, Townley crashed in practice and found his femur – and any hopes of riding in America in 2012 – smashed beyond consolation. Fast-forward to just prior to the MX Nats finale in mid-August. Townley returns to riding, his bike still carrying the No.1 plate from his Round 1 win. With the soft terrain of Auckland’s The Sandpit beneath his tyres, he falls back into that fast Pro flow, lapping for the Russell Brothers’ video and Shayne Rice’s camera. Jump on our website to see the Kiwi bust through the trail for yourselves (type in “Ben Townley’s Back” for the video and see the camera flash at 4:20). Do that and look at the cover at the same time – you’re practically on the comeback trail with Ben.

CONTRIBUTORS Managing Editor

Andy Wigan | andy.wigan@transmoto.com.au Deputy Editor

Ollie Sharp | ollie.sharp@transmoto.com.au Art Director

Wayne Smith | wayne.smith@transmoto.com.au ONLINE Content Manager

Kurt Teague | kurt.teague@transmoto.com.au Senior Photographer

Greg Smith | ikapture@transmoto.com.au Off-Road Editor

AJ Roberts

European Correspondent

Jonty Edmunds

Product Photographer

Tony ‘faarken’ Nolan

Regular Contributors

SIMON MAKKER

AJ ROBERTS

BRETT STANLEY

’ve known Todd Waters since his second Junior Nationals campaign in 2004, but every time we’ve hung out, it’s been in the pits of a motocross race. He’s always been a level-headed, friendly bloke, but as soon as the dictaphone or notepad comes out, he engages in the all-too-familiar media-speak (“just having fun out there”, “the team is working hard”, “the Pirellis hook up well off the gate”... blah, blah, blah). As a result, I honestly didn’t hold much optimism for a full, in-depth interview. I thought he would surely run out of clichés after five minutes. However, meeting and hanging out with Todd at his Gold Coast house was probably the best thing I could’ve done. Being in his own element (complete with paint-splattered clothing and nail gun) meant this Todd Waters didn’t have the guarded consummate Pro face on like he does in the pits. It was the most open and candid I’d seen him in eight years. As a result, the feature on page 68 turned out to be a cracker, and is probably the most honest he’s been in print. I’m stoked with it and I hope you enjoy reading it as much as I did piecing it together.

he KTM test in this issue was carried out on a baking hot day at Conondale, Queensland. It was cool to see what the manufacturer goes through to get their brands out to the public, as we arrived just as the orange men were setting up for a Dirt Days demo ride the next day. But today was just us and the 2013 250cc bikes. I spent an hour watching Snapper Smith take static shots with a lens so long that anyone crossing the paddock had to take a detour around it. Greg’s just back from shooting at the 2012 Paralympics in London and he’s looking a little bit Rockstar with his new equipment. However, I reckon he must have run over the massive thing later in the day as he managed to stack one of the test bikes and injure his hand. As well as all the KTM mechanics, we also had a familiar face join us on track. Factory rider, Ben Grabham, was having a spin on his bike after breaking his back earlier in the year. Clearly visible was the metal-rod-and-screw-protecting bright orange body brace, making him look more like an extra for a Michelin man advert than a Pro rider. Wasn’t hanging about, though. Tough as.

t’s not every day that you get the call to do a photo shoot with one of your boyhood heroes. Craig Dack and I are not exactly strangers as we catch up at the local footy, cheering on the Torquay Tigers, or over a brew at one of the many local watering holes. Dacka likes to keep pretty low-key and enjoys spending time just chilling at home in the tranquil surrounds of the house he designed. He’s been so successful as a rider in Australia and internationally. He won a record four consecutive Mr Motocross titles, three Manjimup titles, two 250cc and 500cc Australian Motocross Championships, a New Zealand 250cc Motocross Championship, two Supercross Masters titles, a 250cc Supercross Championship and represented Australia in the Motocross of Nations six times (from 1986 to 1991). His success continues with Team CDR Yamaha, propelling a wide array of hot young talent onto the winner’s podium. Names such as Carroll, Moss, Anderson, Hurley, King, Marmont, Coppins and current AMA superstar, Chad Reed, are all bigger than before they met Dack. For me, though, catching up with one of the original superstars of motocross is always easy and chilled. He also happens to be my neighbour.

Geoff Ballard, Jorden Bethune, Garry Blizzard, Ben Bunda, Martin Child, Beau Collicoat, Jeff Crow, Simon Cudby, Ian Hancock, Nick Dole, Michael Ellem, Danny Ham, Frank Hoppen, Eric Johnson, Mark Kariya, Simon Makker, Geoff Meyer, Derek Morrison, Ben Mulherin, Grant O’Brien, David Pingree, Ken Roche, Damian Smith, Dwayne Stadthaus, Cameron Taylor, Jason Weigandt, Peter Whitaker Advertising Director

Phil Osborn | (02) 9965 7324 phil.osborn@coastalwatch.com.au

sales & Marketing Manager

Andrew Hobbs | (02) 9965 7316 andrew.hobbs@transmoto.com.au

creative director

Benjamin Tuffy | benjamintuffy@gmail.com Spiritual Leader Kim Sundell PRINTED BY Webstar Australia DISTRIBUTED BY Network Services Transmoto Dirt Bike Magazine is published 12 times a year by TDBM Pty Ltd, ACN 141 679 423, Locked Bag 7515, McMahons Point, NSW, 2060. Phone (02) 9965 7364. Transmoto Dirt Bike Magazine welcomes photographic and written contributions. Send with a stamped, self-addressed envelope to 681 Barrenjoey Rd, Avalon, NSW, 2107. We do not accept responsibility for unsolicited material provided in this way. Transmoto Dirt Bike Magazine retains reprint rights; contributors retain resale rights. Views expressed by the authors are not necessarily those of the publishers.

En j oy The R i d e www.traNSMOTO.com.au ISSN : 1839-0358

MX IN BELGIUM Like the sport of rugby in New Zealand, kick boxing in Thailand or rally car racing in Finland, motocross is so big in Belgium that it’s like the de facto national sport. Pictured here at the Belgian GP back in the 1980s – when the GPs were at their peak – guys such as Dave Thorpe, Eric Geboers, Andrea Malherbe, Hakan Carlqvist and so many other legendary names regularly turned on classic contests for massive Belgian crowds. Pictured in the colour shots, recently crowned 2012 World Motocross Champions, KTM’s Antonio Cairoli (MX1) and Jeffrey Herlings (MX2), will now be looking to stick it to the Yanks at the infamously sandy Lommel race track in Belgium at the 2012 MX of Nations, in the hope they can bring an end to Team USA’s win-streak. Cairoli claimed 11 round-wins and his 58th career victory this season, en route to his sixth world title – which puts the little Sicilian on par with the great Belgian, Joel Robert. Herlings’ MX2 title win was his first, and the first time a Dutchman has claimed a Number One plate since Pedro Tragter in 1993. In doing so, the immensely talented 17-year-old has pushed the sport back into the mainstream media’s spotlight in his homeland. He also made it five MX2 titles in a row for KTM since Tyla Rattray’s in 2008. RAY ARCHER

CALEB GROTHUES Imagine being crowned a World Motocross Champion at just 12 years of age. Well, that’s exactly what just happened to Caleb Grothues – the youngest Australian ever to do so. Riding a KTM 65SX, the WA grommet nailed a dominant 1-1 result at the 2012 Monster Energy FIM Junior Motocross World Championship held in Sevlievo, Bulgaria – an event that attracted 153 young riders from 35 nations. Not only that, Grothues’ Aussie teammate – Lithgow-based rider, Riley Dukes – went 3-3 for second Overall, also aboard a KTM. Along with Germany’s Brian Hsu (crowned 85cc champ) and Slovenian Tim Gajser (125cc champ), Grothues not only won a gold medal for his title; he also scored a top-of-the-line mountain bike from Scott, one of the event’s major sponsors. “I went to Bulgaria hoping to run top-five,” Grothues told Transmoto, “so to go 1-1 was pretty amazing. Winning a world title still hasn’t fully sunk in. I got really good starts and found my rhythm in both motos over there. They ripped the track but it ended up a different sort of hardpack to what I’m used to. I definitely picked up my speed and confidence after running second at Loretta Lynn’s in the USA the previous month, and that helped my results and consistency in Bulgaria. I was pretty lucky that my school allowed me to do my homework via computer while I was away, and I’m so thankful to my parents for giving me the opportunity to go overseas and race. When the mountain bike arrives, maybe I’ll give it to Dad, because the last few months haven’t been cheap for him.” A little champion, in every sense of the word. NUNO LARANJEIRA

5 things you don’t know about this shot: WHAT: Lucas Oil Pro Motocross Championship WHERE: Lake Elsinore Motorsports Park – USA WHEN: September 8, 2012 1 Aside from the name being incorporated

into the early-model Honda CRs, the first time most people heard of Lake Elsinore was 40 years ago when it featured in the iconic moto-movie, On Any Sunday. National motocross racing returned to the SoCal venue for the first time at the 12th and final round of the 2012 AMA Pro MX Championship.

2 Despite wrapping up the 450cc class title

a couple of rounds prior, Red Bull KTM’s Ryan Dungey didn’t take his foot off the pedal at the revamped circuit, which is almost 3km long. After two epic battles with MotoConcepts Suzuki’s Mike Alessi, Dungey went 1-1 and posted his 10th consecutive Overall win of the season.

3 In the 250s, the title was anything but

decided. Monster Energy PC Kawasaki’s Blake Baggett had been under attack from the GEICO Honda duo of Justin Barcia and Eli Tomac in previous rounds, and was protecting a 14-point lead. But a positive Baggett stepped it up and delivered a slick 1-2 result to claim his first ever AMA title.

4 Baggett’s final-round win came in 40-degree

temperatures where his superior fitness shone through yet again. It was his fifth Overall win for the season – but not before a final moto crash scared the bejesus out of his team. Baggett’s win was the team’s 100th Overall motocross win and their 10th championship in the 250cc class.

5 Just two weeks after the Lake Elsinore

finale to the AMA Outdoor series, Ryan Dungey, Blake Baggett and Justin Barcia will go from rivals to teammates as they travel to the Belgian circuit of Lommel in a bid to win Team USA’s eighth consecutive MXoN crown. The American team will again be managed by Belgium’s Roger DeCoster. FRANK HOPPEN

sport 2012 mx nats

A Question Of

Heart ANDY WIGAN

iKAPTURE IMAGES, SHAYNE RICE, ANDY WIGAN

Both MX1 and MX2 classes go down to the wire in an emotioncharged final round of the M o n s t e r E n e r g y M X N a t s. We r e f l e c t o n t h e t r i u m p h and tragedy of a magic 10-round season.

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“Gracious and stoic, Coppins is like a sportsman from a bygone era where integrity is just as highly prized as winning.”

M X

C O P P I N S ’

F I T T I N G

t’s eerily quiet behind the starting gates at Queensland’s Coolum Pines motocross circuit. The 2012 season is 29 motos old, and the MX1-class riders prepare their gates one last time. There’s steely focus, thousand-miles stares and nervous yawns, but very little talking from the riders or their mechanics. Twenty-five points are all that’s left on the table for season 2012, but just 14 points separate the two men who’ve dug deeper than anyone all year: Yamaha’s 35-year-old Josh Coppins and Suzuki’s 21-year-old Todd Waters. Instead of lining up next to each other, the veteran Kiwi and the young Aussie sit 20 gates apart, as if to symbolise that they’re focused on their own destiny, not each other. After 17 years of professional motocross, Coppins isn’t known for being superstitious, but he parks his Number 5 CDR Yamaha on Gate 5 and homes in on the first turn. Having been in an identical situation at the same track 12 months earlier – and relinquishing the title after crashing and dislocating his shoulder just 100 metres from where he now stood – it’s all he can do to fight back the inevitable sense of déjà-vu. “Interesting gate choice,” I say to Coppins’ Team Principal, Craig Dack, who’s made a rare startline appearance and is also doing his best not to reflect on last year’s events. “What’s the thinking behind the wide gate, Dacka?,” I enquire. “There’s a history of trouble on the inside of that first turn,” he says without hesitation. “After Josh was taken down last year, we don’t want any part of that today.” Todd Waters is way down on Gate 25, which gives him an inside line into the track’s first sweeping right-hander. He’s gone 1-2 in the opening two 15-minute motos of the day, but Coppins’ 2-1 means he’s retained the 14-point advantage he arrived with. The young Suzuki hopeful also looks nervous. Coppins has shadowed his every move all day, so Waters’ inside gate is all about trying to control the first corner and set himself up for the moto of his life. Coppins and Waters both pull great starts, and it’s not long before Coppins’ masterful sand technique sees him hit the lead. Waters quickly works his way through the

O N E

F I N A L E

field and finally gets the Yamaha rider in his sights by the 15-minute mark. Everyone knows a simple pass on Coppins won’t be enough to earn Waters the title, and the pundits begin speculating whether the clean-riding young Aussie has it in him to punt Coppins into the cheap seats. Two laps later, Coppins makes sure Waters doesn’t get the chance. He doesn’t hand over the lead, but he’s too smart to engage in a dogfight with Waters, who goes around the outside to make the pass stick. Waters presses on for a deserved win, while Coppins obeys his pit board and holds position. Coppins takes his first ever Aussie title – a fitting way to cap off a fabulous career. Amazingly, it’s Team CDR Yamaha’s 36th national title in 20 years, and their fifth consecutive premier-class MX Nats championship. After a parade lap to acknowledge the Coolum fans, Coppins rides back into the waiting arms of his celebrating team. He appears more relieved than excited. There’s no ostentatious hooting or fist pumping from the Kiwi, but he’s all smiles. And before even acknowledging the swarm of cameras tracking his every move, he makes a point of singling out each and every one of his team members to shake their hands and say a few heartfelt words of appreciation. Gracious and stoic, Coppins is like a sportsman from a bygone era where integrity is just as highly prized as winning. After congratulating his season-long rival, Waters leaves the media scrum and watches on from a respectable distance. He’s won the day, but his face is awash with mixed emotions. It’s not the first time he’s run second in a national title, but he’d sure learned a thing or two from the wily Coppins, and the kid knows his best is yet to come. Having witnessed the lion share of his team’s 36 titlewins, I congratulate Craig Dack and ask him how it feels. “Mate, when you win a national title, you tend make a song and dance about the rider,” he says candidly, “but the truth of the matter is that, as a former racer, I win titles for selfish reasons. This title, however ... this one is all about Josh. Champion rider, champion bloke, and a fitting way to finish an incredible career.”

sport 2012 mx nats

M X

T H R E E

M E N

onda’s Ford Dale has carried a 21-point lead into the series finale and outqualified the field, but he looks anything but comfortable as he sits quietly on his CRF in the lead-up to the season’s final 30-minute moto. The two guys who can steal his lifelong dream – Yamaha’s Luke Styke and KTM’s Josh Cachia – have put on a sand-riding clinic during the morning’s two motos, posting a win and second apiece, while a tentative Dale can only manage two sixth positions. The Sunshine Coast local hasn’t looked comfortable all day. He’s struggled with line selection on a track where he’s dominated in the past, and the momentum is clearly with the two nothing-to-lose young hunters. Styke and Cachia go into the final 30-minute moto just 4 and 11 points adrift of Dale, and no one’s offering short-odds for the MX2-class title win by this stage. After the mayhem of the first turn, Styke emerges in the lead, but before anyone can start doing the math on the points standings, the race is red-flagged. Styke’s teammate, Kirk Gibbs, has had a horror crash on the opening lap. He’s stopped breathing and flatlined on the track, and the Suzuki Racesafe crew issues a “Code 99” to officials over their radios. It telegraphs critical injury, and the faces on the Williams Event Management staff can’t conceal the grave fears they hold for the young Queenslander’s life. There’s hysteria from family and friends in the pits, and a dark cloud of concern descends on the circuit for half an hour as doctors go behind closed doors with the injured rider. Finally, after what seems like an eternity, there’s news that Gibbsy is stable, breathing on his own, and about to be transported to hospital. There’s a collective, but unspoken, sigh of relief that Australia’s motocross fraternity has averted a repeat of Andrew McFarlane’s tragic death two years ago at Broadford. The delay in proceedings only heightens pre-race tensions for the re-start, and the emotion pulsing through the young racers is visible on their faces. They immerse

T W O

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9 9

themselves in the impending gate-drop as a distraction, and it only adds to the intensity of the action as they funnel into the first turn. Halfway through the opening lap, Dale is just inside the top-10, while Styke and Cachia spearhead a frantic field. If the trio finishes like this, Dale will be relegated to third in the series. But the 24-year-old Honda rider composes himself, digs deep, finds some smart lines and starts to claw his way forward. By the 15-minute mark, he’s riding out of his skin and up to third, but the ding-dong between Cachia and Styke is long gone by this stage. They’re 20 seconds up the track, and with Styke ahead, Dale will lose the title by one measly point. All he can hope for is a mistake by one of his rivals, or that Cachia puts a pass on Styke – in which case, he’d beat Styke by 2 points for the Championship. Despite Styke’s obvious preparedness to hang it out, he simply can’t hold off the flying Cachia. Dale goes into safety mode to hold down third place, and prays that Cachia remains ahead of Styke to the chequers. He’s done all he can do and his title hopes, ironically, are now in two other blokes’ hands. And that’s the way it plays out – Cachia wins with Styke a close second, and an ecstatic Dale crosses the line in third, which is enough to clinch the title by 2 points. It’s a defining moment for the fiercely determined 24-year-old – it’s his first Aussie title and Team Honda’s first Number One plate in five long years – and the red camp celebrate accordingly. Cachia and Styke are visibly disappointed that they’ve come so close, but both are gracious in defeat and congratulate Ford Dale on his inaugural Aussie title. Cachia starts talking about his upcoming trip to race in America and the JDR Dream Ride shoot in Hawaii on the way home. Styke, having held the red plate for the vast majority of the year, is not as quick to move on. But his selection on Australia’s Motocross of Nations team is some consolation, and he does his best to find the positive in the situation by the time the presso rolls around. And the fact that Kirk Gibbs is alive helps everyone put things into their proper perspective.

“It’s a defining moment for the fiercely determined Ford Dale – it’s his first Aussie title and Team Honda’s first in five long years.”

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Kayne Lamont (#941) clinched the MXD class title, ahead of Dylan Long (#117), Dylan Leary (#757) and Jay Wilson (#10).

Ben Townley was in another league when he rocked up to the season opener at Conondale. He dominated the MX1 field in all motos in a supremely confident display that vindicated his contract with Chad Reedâ&#x20AC;&#x2122;s TwoTwo Motorsports. Sadly, for everybody, BT was injured at Round 2, just days ahead of his flight out to America.

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Team Zero Seven Suzuki Motorsportsâ&#x20AC;&#x2122; Adam Monea reaffirmed himself as a genuine title contender in the Motul MX2 class this season. After some time away from the sport, he came back fitter and more determined than ever but, just when he started posting podiums, a massive crash at Moree derailed his season.

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Lawson Bopping showed flashes of brilliance and took a roundwin, but dropped to fifth after a huge Round 10 cartwheel.

Filling in for the injured Steven Clarke on Team Motul Pirelli Suziki, Scotty Columb showed he deserved the factory ride and was often on the podium bubble. The likeable Kiwi stepped onto the Raceline Pirelli RM-Z mid-season, but lost none of his speed. He finished a respectable eighth in the hotly contested MX2 class. The back half of the MX2class season was defined by the Styke vs Dale battle.

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The MX2 class produced balltearing race action. You could throw a blanket over the top10 riders at many rounds.

Newly signed Kawasaki rider, Jay Marmont, came into the season under an injury cloud, but you wouldn’t have known at the season opener in Queensland. The reigning champ and Ben Townley turned it on for the big crowds who packed the infamous Drunk’s Hill at Conondale’s Green Park circuit.

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Round 4 at WAâ&#x20AC;&#x2122;s Wanneroo Park circuit proved a turning point in the season. Despite riding with a pinched nerve in his neck, Josh Coppins (#5) won the brutally bumpy round and extended his series lead to 42 points. Jay Marmont (#1) broke though for his first moto win, but a bad knee injury effectively ended his title chances.

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An emotional Jake Moss accepts the Andrew McFarlane Cup for bestfinishing MX1-class privateer.

Riding a privateer Honda, Jake Moss (#6) surprised many when he posted a few earlyseason wins. The former Lites-class MX and SX champ certainly did enough to prove he can ride the 450 to its full potential, but a spate of mid-season injuries took all the momentum out of his campaign, and he finished seventh.

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For Luke Styke, 2012 was a case of two half-seasons â&#x20AC;&#x201C; the first half when he looked unbeatable, and the second half when he was plagued with bad luck. At the penultimate round, his 31-point lead turned into a 21-point deficit. And despite his valiant efforts at the series finale, he came up just 2 points short of Dale.

sport 2012 mx nats

When the Motul MX2 class season got under way, there were no short odds on offer. Any one of 10 riders could win.

JDR KTM’s Josh Cachia was a sensation this season – on the track and the podium mic! He ran third, just 6 points off Dale.

In his first season with Suzuki, 21-year-old Todd Waters planned to avoid the injuries that had demolished his previous three campaigns. He did exactly that, finishing nine of the 10 rounds on the podium and taking the battle up to Yamaha’s Josh Coppins. The mature Waters ran a close second and earned widespread respect.

sport 2012 mx nats

Cody Cooperâ&#x20AC;&#x2122;s 3-3 result at the series finale elevated him to third in the series, behind Coppins and teammate, Waters.

MORE ONLINE... Fo r s e a s o n h i g h l i g h t s v i d e o s a n d i m a g e g a l l e r i e s o f t h e 2 0 1 2 M X N a t s , c h e c k o u t w w w. t r a n s m o t o . c o m . a u

BIKE DISSECTED

call curtain

Fifth time’s a charm for the CDR Yamaha squad as the now retired Josh Coppins wraps up his first-ever Aussie MX title aboard the YZ450F. We dive deep into the bike that’s given the retiring Kiwi a fitting send-off. martin child

brett stanley

BIKE: 2012 Yamaha YZ450F team: CDR Yamaha Factory Racing RIDER: Josh Coppins MECHANIC: Jason Childs SUSPENSION: Gary Benn

t seems that the CDR Yamaha boys know something the rest of the world doesn’t – namely, how to get a No.1 plate on the front of a YZ450F. While Yamaha’s reversecylinder machine hasn’t won World or AMA titles in recent years, the CDR boys just keep notching up Australian MX and SX titles. For the previous four seasons, the CDR Yamaha YZ450F has been Jay Marmont’s ticket to MX Nats victory.

But this year was Josh Coppins’ time to swig the champion’s champagne. The immensely talented Kiwi’s career now has a very fitting full stop to it, with the 2012 Australian MX Nationals winner’s trophy tucked into the waistband of his Fox pants. After finishing runner-up in a nailbiting climax to the 2011 season – the Kiwi’s first full year racing in Australia in his 17-year career – it’s only fitting that he bows out of his

SUSPENSION

professional racing career on such a prestigious high. The secret to his first Aussie championship (apart from riding talent) was having a smooth, usable and reliable bike beneath him. With CDR Yamaha having access to invaluable data from previous campaigns, it’s been a case of evolution over revolution to the bike that’s seen more podiums than a nightclub stripper.

CARBON FIBRE

Coppins owns the inside line of a bumpy racetrack in the same way that Ricky Carmichael used to. This means that the 2012 CDR-suspended bike had to be a quicker turning beast than in previous years. With valving changes and running the forks through the clamps, it’s been possible to deliver Coppins the feel he’s happy with, without sacrificing top-speed stability. As in 2011, Enzo Racing supply the fork bottoms and DLC the legs, while a Kashima coating is used throughout the components.

The carbon fibre tank might seem like overkill, but it serves a useful purpose of upping the fuel capacity from the stock bike’s 6.2 litres to 8 litres. Its strength and scratch-resistant finish means it lasts the whole season and looks as fresh at the end as it did the start. Lightspeed covers protect the water-pump and engine covers and also replace the bike’s standard chain guide, while an Acerbis cover protects the front disc. The remainder of the bodywork is standard-issue Yamaha plastic.

CLUTCH & BRAKES The obvious change is from the stock bike’s standard cable clutch to a hydraulic unit (which Coppins uses, but teammate Lawson Bopping doesn’t). This Yamaha/Rinaldi hybrid system features a master cylinder reservoir booster for increased fluid capacity. It’s mated to the GYTR clutch basket and pressure plates by an Aussie-made Goodridge braided hose. The front brake master cylinder goes back to the future with an ’07 YZ450F item that offers a larger piston, which is used to increase braking feel rather than overall braking power. At the rear, a Braking Batfly disc makes last year’s standard disc redundant, while a Hammerhead clevis offers an exposed spring for reduced clogging and a stronger pedal return action.

BIKE DISSECTED

ENGINE Highlighting the difference in riding styles between Marmont and Coppins, the majority of this season’s engine work has centered on the cam. Precise details of the changes to the cam’s lift and duration are a closely guarded secret, but the overall effect is to make a bike that is smoother to ride without sacrificing top-end power. A GYTR piston and CDR performance head combine with the latest Pro Circuit Ti-5 exhaust system to make the bike as tractable as possible. These changes have allowed the Vortex X10 to be remapped and upgraded.

SCHEDULE After five years at the top of Aussie MX, CDR Yamaha has a winning maintenance routine. Aside from normal servicing, after every race the engine is stripped and inspected. The bike also sees new front plastics to keep the brand image strong. After every second race, the One Industries gripper seat is replaced, along with the entire bike’s plastics. Halfway through the season, the mousse tubes are replaced in the Dunlop Geomax tyres on each of the three sets of standard wheels that are used between practice and racing. It’s a system that practically guarantees gold.

BEHIND THE SUCCESS

fter finishing runner-up in 2011, this season’s been all about the championship win for Coppins. It’s been a successful couple of seasons with

the CDR Yamaha squad, brought to a sudden end with the announcement of the Kiwi’s retirement at the end of season 2012. With a 17-year career that’s spawned

craig dack

Team Owner

t was halfway through 2010 when CDR contracted Josh. He wanted to ride with us earlier than that, but respected the riders who were currently under contract. That meant he stayed in Europe a year longer than either parties wanted. It’s rare to find a rider of his maturity and, at 35 years old, still at the top. The original contract was for one year. When we renewed for 2012, I knew that it would be his last – you just can’t keep pounding your body season after season. Now the challenge is to keep developing the bike for the next rider. After five straight championships, I believe we have the machinery, resources and processes in place to defend this title in 2013.”

over 600 race starts and some 200 GPs, we get the views from two of the last people to work alongside Josh Coppins, the legendary racer...

JASON CHILDS

Mechanic & Engine Builder

fter the spoils with Jay, I was excited by the prospect of working with another legend of the sport. However, it was immediately clear that we’d need a different approach with Josh as he has none of the forceful style of Jay. There were countless hours spent tuning the bike to suit Josh’s style, both at the practice track and on the dyno. Being in charge of both engine and overall mechanic duties has made for a busy year, but one I’m immensely proud of. Coppins has said he’s sad that he didn’t come to race in Australia earlier in his career and I only wish I had more time to work with him and bring home even more championships.”

bike HEAD-TO-HEAD

POWER P L A Y

Race results and sales figures confirm that KTM’s 250SX is back on racers’ radars. But could a two-stroke really upstage KTM’s high-tech 250SX-F on the track? We put KTM’s two 2013-model Lites-class options back-to-back to find out. ANDY WIGAN, AJ ROBERTS & MARTIN CHILD

f someone wandered up to you back in 2007 and ‘projected’ that 250cc two-stroke motocross bikes would be selling like hotcakes in 2012, you’d have laughed in their face, right? In fact, you’d have reminded the buffoon that the Big Four had turned their backs on twostroke R&D several years prior, and focused their attention on the fourstroke technology that had overrun motocross paddocks ever since. But, with the benefit of hindsight, who’s the buffoon? Admittedly, Japan’s premix-burners have been stuck a in time warp for many years, and Honda ceased production of their two-strokes altogether in 2007. But what about KTM, who’ve maintained that the very future of the sport would depend on the survival of these cost-effective machines? Yep, while everyone else’s

two-strokes have received little more than cosmetic tweaks over the past five or six years, KTM has forged ahead with substantial upgrades to their SX models – not least of which was the fitment of a marketpleasing rising-rate linkage. At the same time, KTM’s brass lobbied the sport’s administrators to relax class-eligibility rules, and make the low-maintenance two-strokes a much more attractive proposition for racers. And that’s exactly how things have played out – in Europe, America, New Zealand and Australia. The 250cc two-strokes have been entitled to race in the same class as 250cc four-strokes in Australian motocross for two seasons now (and three years in the Under 19 class). And given that they’re lighter, more powerful, and substantially cheaper to modify and maintain than

the average 250F, their sales have surged – KTM’s in particular. KTM Australia imported 225 250SXs for 2013. “That’s 75 units up on 2012 because we sold out of last year’s 250SX shipment within the first few months,” explains KTM’s Marketing Manager, Greg Chambers. “It’s a similar story for KTM in many other countries, too.” Sure, 225 units is less than half of the 500 250SX-Fs that KTM Australia plan to bring in for 2013, but it’s still way ahead of what anyone would have predicted several years back. And the bike’s recent success on the racetrack won’t hurt numbers, either. In the hands of Kayne Lamont, KTM’s 250SX won the MX Development class (formerly Under 19s) at the 2012 MX Nats, while more and more Lites-class riders – at club, state and national

level – are now campaigning a two-banger. In fact, demand for two-stroke racing has become so strong that a “KTM 2-Stroke Cup” was incorporated into the 2012 MX Nats calendar; a class that’s expected to run over three rounds in 2013. But what is KTM’s 2013-model 250SX actually like to ride? Flighty and brutal? Or a more refined and user-friendly animal? To get a handle on how this newgeneration two-stroke motocrosser compares with its much-updated cousin, the 2013 250SX-F, we took the two machines to Conondale’s Green Park motocross track in Queensland and let the them loose in the hands of a range of testers: three-time AORC champ, AJ Roberts; MX2-class Pro racer, Brock Winston; and Vet, iKapture Images’ Greg Super-Smith.

iKAPTURE IMAGES

2013 KTM 250SX $10,295 Aside from sweeping changes to bodywork and suspension, the two-stroke’s powerplant gets the new DDS clutch and V-Force reed block for 2013. The SX is light and powerful, but can everyone ride it fast?

2013 KTM 250SX-F $10,495 KTM’s quarter-litre four-stroke gets a swag of fresh technology for 2013 and sees big power gains on the 2012 machine. But has it retained that userfriendly advantage over its lighter two-stroke stablemate?

bike HEAD-TO-HEAD

POWER DELIVERY Even five years ago, you would have

ALL MODELS ● New bodywork including

front fender, front plate, tank radiator shrouds and airbox. ● New suspension settings front

and rear. ● New triple clamps. ● New Renthal handlebars and

revised grips. ● New graphics. ● Black spokes. ● Larger rear axle.

THE 250SX-F

PRO’S CHOICE

● All new engine…

● Larger inlet and exhaust

hen KTM-backed MX2-class rider, Brock Winston, swapped his 250SX-F for its two-stroke brother at the final round of the MX Nationals at Coolum, his season’s best results spoke for themselves. What was more surprising was that the 24-year-old Queenslander had only been given the 250SX the week prior, and it was the first time he’d raced a two-stroke. Ever! So Brock, how did the Coolum two-stroke ride come about? BW: The decision was made to race the 250SX at the last round so I could gain some valuable experience. I got the bike a week before the race, so we had to get it dialled in as quick as. I was surprised by the transition between the two bikes, with the starts I pulled at Coolum being the standout difference. My starts were awesome and much better than I can achieve on my normal race bike. Also, the lack of engine braking meant I could ride faster and deeper into the corner and carry the speed through the apex and exit. The bike also hooks up unreal on bumpy terrain, though it has a tendency to spin up on hardpack surfaces more than the 250SX-F. And what about the fatigue factor of riding the two-stroke? The SX feels so light, but it’s hard to know how much more demanding it is to ride after just the three races. In the back-to-back races, I felt more tired than normal, but then felt great after the following 30-minute moto. I’ll need more time to work out if those back-to-backers were just intense racing and therefore more demanding, regardless of the bike I was riding. Okay, imaginary race time – what bike do you straddle on the line? After working on the SX-F all year, I know running a four-stroke is expensive. I’ve had the head worked, cams profiled, revised ignition and exhaust system and I’ve got the bike flying. Saying that, the SX I rode at Coolum was brand-new and un-modded, but quicker from the get-go. I’ve got more to discover with the two-stroke, but if I had to race next weekend I’d choose the 250SX without a doubt – for both financial and podium-potential reasons.

ports. ● Larger inlet valves. ● New camshaft. ● Increased piston diameter

and shorter stroke raise the rev ceiling to 14,000rpm (up from 13,200rpm). ● New plain bearing in the

“Two-strokes are lighter, more powerful, and cheaper to modify and maintain than a 250F, and their sales have surged recently – KTMs in particular.”

big-end. ● New Pankl conrod. ● New water jacket increases

cooling capacity. ● Engine cases now high-

pressure die-cast and original kick-start boss blanked. ● Laterally mounted counter-

on the dyno

ompared to when KTM’s 250SX-F first arrived in 2006, the latest incarnation’s dyno graph shows a more linear set of lines, indicating an increase in useable power, smoother torque and a higher rev-ceiling (up by 1000rpm).

balance shaft for reduced engine vibration.

period, but it has undergone a thumper-esque transition in power and torque. The most obvious difference between the two bikes’ graphs is the sharp drop-off on the SX model’s power past 8000rpm. This is typical for a two-stroke and

The introduction of fuel injection to the engine actually produces smoother lines than the carb-fed model did – the injected 250SX-F is less snappy off the bottom. The 250SX hasn’t seen an increase in rev range over the same KTM 250SX

● Improved EFI with larger

comes as a combination of port timing, compression ratio and pipe design. A variable exhaust port is responsible for allowing the peak power to be retained slightly longer than on an engine with a fixed port.

44mm throttle body (was 42mm) and injector now located underneath for a better spray pattern. ● Reworked exhaust. ● New clutch (same as on

the 350SX-F).

KTM 250SX-F

● Gearbox redesigned for

easier shifts with new ratios, but retains the same overall final gear ratios. ● New frame with additional

TORQUE (Ft-Ibs)

To sit on the bikes with your eyes closed, you literally wouldn’t know the difference between the two- and four-stroke. With the same rolling chassis, bars, controls, seat, fuel tank and bodywork, the seat/bar/ peg triangulation is identical and there’s no discernible difference in the width of their engine cases. Open your eyes and the 250SX’s nickel-plated expansion chamber is the only telltale sign that you’re not aboard the four-stroke. Well, that and the fact the SX’s handlebars have one less red button (no electric leg!). The ergos are superb on both machines – there’s nothing to snag your boots, burn your gear or impede your movement back and forth in the cockpit. Start these two race weapons, however, and you can hear, feel and smell the difference. Aside from the two-stroke’s distinctive exhaust note, it also produces noticeably more vibration through the bars and balls ... of your feet. And it doesn’t like to hang around idling in the pits. According to Greg Smith, “It’s kind of like the porn star versus the girl-next-door – these two bikes may look the same, but they turn into very different animals when they get started!” Colourful, Greg. To ‘get started’, the 250SX needs two things the SX-F doesn’t: a swift kick and a handful of throttle. It’s an upfront reminder that you’re aboard a no-compromise, lightweight race weapon that’s equipped only with the hardware required to go fast, and no creature comforts. Starting the 250SX-F with a button – rather than a boot – is so effortless, you almost feel guilty. All you have to focus on is not touching the throttle. As you let the clutch out and ride away, it immediately becomes apparent that these two machines have very different character, despite the fact they share the same rolling chassis. Even at low speed, the 6.5kg lighter SX has noticeably less tip-weight and feels more agile. But it also gives you the distinct impression that it’s time to have your wits about you!

been mad to race a 250F against a 250cc two-stroke. With just 35 horsepower at your disposal, you’d be giving away some 8hp and wouldn’t stand a chance in a headto-head. In the years since, however, 250Fs have come a long way – both in terms of outright power and engine durability. KTM’s 250SX-F now puts out 40hp at the rear wheel, and yet it’s easier to ride at the limit than ever before. Meanwhile, the 250SX delivers similar peak power to its predecessors, and it’s only slightly more refined and userfriendly – thanks largely to the new reed block and rubber-damped DDS clutch for 2013. Yep, it’s clear that the gap between the two bikes’ engines has narrowed substantially. The much-revised powerplant in the 2013 250SX-F is noticeably stronger than the 2012’s, particularly from the perky mid-range through to its prodigious 14,000rpm rev limiter. Granted, there’s nothing’s more exciting than a free-revving twobanger, but when you’re trying to put the power to the ground on the hardpack of Conondale’s Green Park, it’s all about taming the beast within, because the SX still has a mid-range hit and launches like a crazed baboon if you feed it an ill-considered handful. Our test track’s slick conditions reinforced the fact you still need to be much more precise with throttle inputs on the two-stroke. Which is fine if you’re an experienced rider. But if you’re not, or if you start to fatigue, the SX’s explosive delivery is much harder to dial on smoothly ... and much more inclined to bite you. The two-stroke definitely requires you to adapt your riding style. You need to move your body weight around on the bike more, always have a finger poised over the clutch to help control power delivery, and focus on short-shifting the engine for those slick sections of track. If there’s one area the 250SX has made gains in recent years, it’s in the torque and throttle response at lower revs. Admittedly, you need to keep the SX’s revs in that narrow 4000 to 8000rpm range to keep it on-song. But with almost twice the torque of the 250SX-F, the SX is much less inclined to fall off the power if you short-shift or

POWER (hp)

IN THE SADDLE

2013 UPDATES

reinforcement around the headstock, thinner profile cradle tubes and redesigned cylinder head to frame stays. ● Firmer fork springs (now

4.6N/mm units). ● New airbox intake boot.

THE 250SX ● New DDS clutch (Diaphragm

05 3

ENGINE SPEED (RPM x 1000)

Damped Steel – same as used on the 450SX-F) featuring reduced width and improved gearbox reliability via an internal damper. ● New V-Force reed valve block

for smoother power delivery.

Note: These are actual tested rear wheel values carried out by KTM Australia.

bike HEAD-TO-HEAD

prematurely pull a taller gear in power-sapping sand. Which is exactly why the SX can get away with a five-speed transmission and 48-tooth rear sprocket compared with the SX-F’s six-speed box with a 50-tooth sprocket. After repeated starts, we can confirm that neither machine has a clear advantage. The four-stroke might get the initial jump out of the gates, but the SX tends to peg it back by the time you click fourth. That said, you do need to be more mindful of timing your shifts right

HANDLING CHARACTER The design mantra for KTM’s newgeneration 250SX-F was to minimise oscillating mass and its impact on handling. And they’ve certainly achieved that. But in comparison to the two-stroke, the SX-F’s additional rotating mass is still substantial. Those gyroscopic forces change the way the chassis and suspension reacts to bumps, and it’s most noticeable in the front-end. Even though the fork springs on

to the SX-F range for 2013, mainly via a reinforced headstock. If it had, the already livelier temperament of the two-stroke’s front-end would have been exacerbated. Compared with the SX-F’s ultrapredictable front-end traction – especially on skatey hardpack – there’s something about the SX’s lighter front-end that needs to be learned. You have to guide the SX around the entire turn if you want to keep the front tyre biting and hold a tight line, and you can’t afford to let your attention wander for a second.

“With its sure-footed front-end and broad and versatile powerplant, the forgiving little 250SX-F is designed to suit a wider range of riders.” on the SX – if you hold a gear beyond 8000rpm, you go backwards fast. The endless overrev of the 250SX-F, on the other hand, means you get plenty of warning before you really need to upshift. And with useable power across a much broader rev range, the four-stroke’s engine is easier to use for a wider range of riders. Its linear power makes it easier to draw smooth power-slide arcs on slick terrain, but in grippy conditions you do need to be busy with gearshifts if you want to keep it in the meat of its power.

the 250SX are softer (4.4N/mm), you’d swear they were the same, or even firmer, than the 250SX-F’s 4.6N/mm coils. This is partly because the SX is lighter and partly because its lack of engine braking. But it’s also due to the four-stroke’s oscillating mass, which gives the slightly heavier SX-F a much more planted feel in the front-end and noticeably more grip. It sits down into its stroke more and ploughs through the bumps rather than skimming over them. This is exactly why the two-stroke didn’t get the stiffer frame that was introduced

For the average rider, the SX-F’s ride is more reassuring because you can relax in the saddle and not have to constantly adjust your body weight. Its engine braking helps anchor the chassis and re-connects both ends of the bike on the way into turns, and that gives you the confidence push harder or change lines at the last moment. The lightweight SX is fantastic under brakes as it sits up higher in the fork’s stroke compared with the four-stroke. Its lower tip-weight helps you change lines mid-corner

bike HEAD-TO-HEAD with less rider input, but it’s not as confidence-inspiring if you come into a turn too hot and try to make the inside rut. Put simply, it’s easier to wash the front tyre on the SX if you’re not sitting right over the front in slippery conditions. The chassis and suspension setup on both machines produces an excellent front-to-rear balance and predictable steering, and both shock absorbers (each with a 54N/mm spring) have a very similar action. But in hardpack conditions when traction is at a premium, the SX-F owns flat turns because both ends of the bike behave more predictably and, unlike the SX, it doesn’t need berms to turn off. But in loamy conditions, the two-stroke starts to shine. Its lightweight chassis makes short work of sandy whoops and big braking bumps. Similarly, it’s easy to pull back into line if you cross-rut an upramp and get the thing sideways in the air. But when the rolling bumps turn into nasty, square-edged specimens, the SX’s rear-end is more difficult to keep tracking straight for less experienced riders – which has more to do with the explosive power than the shock’s performance.

SWAPPING SEATS There’s no doubt that it’s much easier to jump from the SX to the SX-F, mainly because the four-

“For a privateer to be competitive against the factory riders on trick four-strokes, the 250SX is a really cost-effective option.” stroke’s inherent stability gives you the confidence to just climb aboard and pin the thing. Going from four-stroke to two-stroke, however, requires a more methodical process because the two-stroke has a livelier engine and chassis ... that ‘flighty’ feeling people often refer to with two-strokes. With the newgeneration chassis, much-improved WP twin-chamber 48mm fork and

shock linkage, the 250SX is well balanced and nowhere near as nose-down and nervous as it once was, but its front-end still doesn’t have that sure-footed, unflappable feel of the SX-F. While all three riders clocked very similar lap times aboard each machine, the four-stroke let them do it more effortlessly and for longer. With more feedback back through

MAINTENANCE...

ith KTM’s ever increasing sharing of components across its off-road range, maintenance differences between these two machines are mostly engine-related. But is two-stroke technology still being advanced in this era of four-stroke dominance, and have the smaller four-dungers finally lain to rest their early hand-grenade reputation? KTM Australia’s Technical Services Manager, Rob Twyerould, helps us sorts the facts from the fiction... Rob, let’s cut to the chase: how far removed are today’s 250cc four-stroke engines from those fragile motors of five or six years ago? RT: Back when all the major manufacturers first brought their 250cc four-stroke bikes to the market, there were failures on some engines due largely to the piston dimensions and valve-train instability. A small four-stroke effectively uses a wide bore in comparison to its stroke, and the piston has a very shallow skirt. So the high revs needed to produce enough power could

see the piston try to turn within the bore. Also, the valve-train could have movement within its components, and that’s not a plus on such a high-revving engine. But due to advancements in materials, technology, design and maintenance schedules, those very early failure rates have dropped dramatically. The pistons have become stronger and the valve-trains more stable. So has any of this advancement filtered down to KTM’s SX models? There has been cross-pollination between the engine types. As four-stroke engines get more compact and stronger, so do the two-strokes’. The 250SX has seen constant development to many areas of the engine in the last few seasons. Crankcases now are thinner but stronger, while the cylinder heads now feature removable inserts (for customisation of the combustion chamber). The 2013 250SX now rides with some of the characteristics of a four-stroke; namely torque at lower revs and engine smoothness. And what of the ongoing DIY

maintenance debate between the two- and four-strokes? It’s true that the two-stroke is as easy to work on as ever. Most mechanically minded riders can replace the piston rings the night before a ride without loosing any sleep. The four-stroke still remains a more complex beast and does require special tools and a more advanced skill set to carry out tasks such as valve-shim checking and replacement. That still involves camshaft and tensioner removal and re-timing of the engine. But in saying that, the advances in technology and material means that changing the valves’ shims is a process very rarely called for now. What effect do the different engines have on the chassis components? The frame is subject to different vibrations from the two types of engine. This makes it very important for engine mounts to be in good condition and torqued to their correct values. Other than that, there’s no real difference between the two in terms of the engine’s effect on the running gear.

bike HEAD-TO-HEAD

the SX’s bars and more clutch control needed to handle the power on the skatey hardpack, there’s a lot to think about to cut a fast lap on the two-stroke. That said, with ruts and berms to turn off or with a bit more loam to rip into, the SX starts to gobble up the SX-F pretty quickly. We’d like to repeat the lap time comparo at a sandy track.

TAKING STOCK The mere fact that KTM has priced these two 2013-model 250s within $200 of each other demonstrates how confident they are there’s a market for both. And with the resurgence in two-stroke sales, the 250SX is sitting pretty against the five- and six-year-old technology found on its rivals’ two-stroke motocross bikes. But, as much as the newgeneration chassis, suspension, bodywork and engine mods make the 2013 250SX more refined than its predecessors, the machine is still much more suited to the serious racer than the practice-track punter. For average riders, the SX simply can’t match the forgiving engine and chassis package that comes on the 2013 250SX-F, and the confidence that instantly inspires on a range of terrain types. Of course, we make those comments solely from a

performance perspective. When you introduce modification and maintenance costs into the equation, the two-stroke starts to make a very compelling argument for itself. For the cost of seriously campaigning a 250SX-F over a season, you could buy and competitively race two 250SXs! So, yes, it is possible we’re heading back to the premix future in the motocross market.

BIKE SPECS

YOU’D BUY THE SX-F BECAUSE... RRP (incl GST, excl pre-delivery) Distributor Warranty

● It’s easier for more guys to ride confidently across a broader range of track conditions. ● It’s forgiving engine and chassis is less likely to spit you off. ● The electric start is not only convenient; it also saves energy when trying to re-start the bike mid-race.

ENGINE

Capacity Bore x stroke Cooling Engine type Compression ratio Transmission Final gearing Clutch Fuel capacity FUELLING

YOU’D BUY THE SX BECAUSE...

SUSPENSION

Fork Shock

● You’re getting a little too heavy for a 250F. ● It’s cheaper to modify and maintain, and you can perform more of the work yourself. ● That explosive power offers a better stepping-stone en route to the 450cc class. ● It’s lightweight, nimble chassis takes less of a toll on the body on bumpy tracks.

MORE ONLINE... For a behind-the-scenes insight into the Conondale test between these two class-leading KTM motocross bikes, check out www.transmoto.com.au

GEOMETRY

CLAIMED WeighT (fluids, no fuel) Wheelbase Seat height RUNNING GEAR

HANDLEBARS FRONT TYRE (as tested) REAR TYRE (as tested)

2013 ktm 250sx $10,295 www.ktm.com.au 3 months (parts only) 249.0cc 66.4 x 72.0mm Liquid-cooled Single cylinder two-stroke n/a 5-speed 13/48 Wet, multi-plate, hydraulically operated 7.5 litres Keihin PWK 36S AG WP – 48mm USD closed-cartridge WP – with linkage 96.3kg 1495±10mm 992mm Renthal – alloy tapered Dunlop MX51 (80/100–21) Dunlop MX51 (110/90–19)

2013 ktm 250sx-f $10,495 www.ktm.com.au 3 months (parts only) 249.9cc 78.0 x 52.3mm Liquid-cooled Single cylinder four-stroke, DOHC 13.9: 1 6-speed 13/50 Wet, multi-plate, hydraulically operated 7.5 litres Keihin EFI (44mm throttle body)

Brembo – 260mm disc Brembo – 220mm disc

WP – 48mm USD closed-cartridge WP – with linkage 102.9kg 1495±10mm 992mm Renthal – alloy tapered Dunlop MX51 (80/100–21) Pirelli Mid-Hard (110/90-19)

BRAKES

Front Rear

RIDER BrocK Winston AJ Roberts Greg Smith

lap times

250SX 1.28.8 1.29.9 1.39.9

250SX-F 1.27.4 1.28.6 1.38.2

rider feedback pro: BROCK WINSTON 24, 77kg, 175cm

“For a privateer to be competitive against the factory riders on their trick four-strokes, the KTM’s 250SX is a really cost-effective option. It’s cheaper and easier to maintain and much cheaper to throw performance mods at, and it gets out of the start gates quickly – which is half the battle in motocross. But if I had the option between a factory two-stroke and a factory four-stroke – and I thought purely in terms of overall performance – I’d certainly consider the four-stroke. It’s definitely easier to get on and instantly feel comfortable on the SX-F, and I find that it holds it line much better through corners. And that can help save energy.”

OFF-ROAD PRO: AJ ROBERTS 29, 70kg, 170cm

“Our lap time comparison revealed that the 250SX-F isn’t actually as fast as it feels to ride, and even though the conditions at the test track suited the four-stroke better, lap times were very similar between the SX and SX-F. I think the SX would be faster on prepared tracks and loamy or sandy conditions. But if you’re a privateer, why not have both – a cheap, low-maintenance two-stroke for practice, and a fourstroke to race ... as it’s easier to jump from the two- to fourstroke. Then for sandy race race tracks, just whack a fresh top-end in the two-stroke and you’re ready to cut loose.”

CLUBMAN: GREG SMITH 43, 88kg, 182cm

“I can see why people are gravitating back to KTM’s twostroke. You can be just as fast – if not faster – aboard the SX, but you do need to take the time to adapt your style to get the most from it. Fit riders would be faster for longer on the 250SX, simply because of its better power-to-weight ratio. Personally, I’d take the four-stroke as its power-delivery is smoother and less physically demanding. It’s a double-edged sword – the average guy who’s looking to save money on maintenance will want the SX, but he probably won’t have the time to get fit enough to ride the two-stroke to its full potential.”

PROFILE TODD WATERS

RAGING W A T E R S After an injury-ravaged three years, 21-year-old Todd Waters tore up the 2012 Monster Energy MX Nationals and is now widely regarded as one of Australia’s brightest talents. But he’s anything but your average motocrosser… SIMON MAKKER

iKAPTURE IMAGES, ANDY WIGAN

PROFILE TODD WATERS

issTHWACK. HissTHWACK. The curly-haired bloke kneeling at the end of the hallway puts the finishing touches to another doorjamb of his two-storey Gold Coast house, pressing the nail gun hard against the timber, then squeezing the trigger. HissTHWACK. HissTHWACK. “That should just about do it,” he says, straightening to admire his handiwork. Looking every bit the tradie – complete with paint-spattered navy polo shirt, footy shorts and toolbelt – the figure Todd Waters cuts is far removed from the way most would envisage Australia’s fastest motocross racer, and how he spends his spare time. Fresh from the 2012 Monster Energy MX Nationals season, most racers are taking a well-earned break, happily sucking on an ice-cold beer and indulging in a few other guilty pleasures. But Todd Waters isn’t your average racer. As a qualified cabinetmaker, the Motul Pirelli Suzuki shredder is more than handy with the tools and is renovating his Southport home. He’s converted a portion of the downstairs floorspace into a standalone apartment that he shares with his girlfriend of three years, Gillian, while he rents out the upstairs section to pay the lion’s share of the mortgage. It’s a remarkably mature mindset for a 21-year-old; most racers his age blow their money on lowering their ute, hustling the blackjack tables or buying all manner of big boys’ toys. Waters, on the other hand, is already thinking long-term. “I bought the house when I was 19, even though my parents didn’t think it was a good idea,” he says, showing off his immaculately renovated bathroom. “They thought it would tie me down to Australia too much if I wanted to take my racing overseas, but I saw a few of the riders making great money and

spending it like it was going to last forever. My goal is to do the best I can with racing, and at the end of my career I want to have something – like a couple of houses – to show for it.” After his most successful professional season yet, Waters’ stocks have skyrocketed. Combined with the fact his 12-month Suzuki contract is up at the end of the season, there’s plenty of wheeling and dealing going on behind the scenes, and offers that’ll surely help see his dreams fulfilled sooner rather than later.

THE TURNING POINT Waters grew up in the hills behind Cairns, in far north Queensland, with his parents and younger sister. As a grom, he rode the local club races on his 65 with the tireless support of his parents, who remain actively involved with his career today. In fact, Todd’s father, Steve, wrenched for him under the Motul Pirelli Suzuki tent this year. “I love working with Dad. He gets me to dig deep when it’s needed, and when he writes ‘all heart’ on my pit board, it really hits home. If another mechanic wrote the same thing, I’d be thinking, ‘Yeah, well, I’m trying my best here, mate! Why don’t you come and give it a go?’,” Waters laughs, pouring himself a glass of water. “Having Dad with me definitely helped the transition from Honda to Suzuki this year. We’ve worked together since I was eight and he knows exactly what needs doing and what to say to get the best out of me.” Until he was 12, Waters hid his talents in the FNQ hills, dominating club days on the weekends and attending school during the week. At the end of his last year on a 65cc, the Waters family made the mammoth drive to South Australia for the 2003 Australian Junior MX Nationals. Among a field of the sport’s up-andcomers, including Josh Cachia and Tye Simmonds, a wide-eyed Todd Waters qualified fifth in his class. “I remember being on the startline next to Josh Cachia and I heard his old man whisper to him, ‘You won’t have to worry about this guy, mate’,” he reveals, deadly serious. “It really fired me up; I beat everyone by half the track and won the U12 65cc title.

Todd and his old man, Steve, slotted straight into Jay Foreman’s low-key Team Motul Pirelli Suzuki outfit.

CAREER LANDMARKS 2003

2008

Won the U12 65cc title at his first Australian Junior Motocross Nationals.

Finished 16th Overall in Pro Lites Championship.

2004 Won the 13-14 Years 85cc title at the Australian Junior Nationals.

Claimed third Overall in his first Pro Open race at the MX Nats finale at Coolum.

2005

2009

Won both the 14-U15 Years 85cc and 13-14 Years 125cc titles at the Australian Junior Nationals.

Won first two MX Nationals rounds in the Pro Opens before injuring foot.

2006 Won 15 Years 125cc and second in the 15 Years 250F titles at the Australian Junior Nationals.

2007 Won first-ever Pro Lites race at Toowoomba and finished second on the day.

2007 Placed second in U19 MX Nats Championship.

2008

2010 Ran 6th Overall in MX Nats Pro Open class, despite breaking collarbone.

2011

“Dad gets me to dig deep when it’s needed, and when he writes ‘all heart’ on the pitboard, it really hits home.”

Sat out first six rounds of MX Nationals with wrist injury. Finished third at Moree and Coolum.

2012 Finished second to Josh Coppins in the MX Nationals MX1 Championship. Took Overall win at the Murray Bridge, Horsham and Coolum rounds.

PROFILE TODD WATERS

When Waters looks like he’s not trying, he’s fast. That relaxed approach clearly worked for him this year.

And I think that was the turning point of my career.” Despite continuing to only ride on weekends, Waters’ Junior career went from strength to strength: he won the 13-14 Years 85cc class in Tassie, then both the 14-U15 Years 85cc and 13-14 Years 125cc classes at Coolum, before finishing his stint in Juniors by winning the 15 Years 125cc title and second place in the 15 Years 250F class at Canberra. And throughout his Junior career, Waters, Tye Simmonds and Dean Ferris always seemed to find each other on the track. “It doesn’t matter what we do away from the track, I know if Tye turns up to the same track as me, we’ll end up racing each other,” Todd explains. “The same goes with Dean Ferris. The good thing is none of us three are dirty racers, and we all have a great deal of respect for each other. We’ve never had to do the feisty ‘pit visit’ after a race.”

GETTING SERIOUS After riding for the factory KTM team through the Junior years, the Waters were told they’d have to do things off their own backs when Todd graduated to the Under 19s class in 2007. Todd and Steve drove three days from Cairns to Melbourne for the opening round at Broadford, picking up a stock bike and a pipe on the way down. Against the likes of Kirk Gibbs, Lawson Bopping and Brenden Harrison, Waters finished fifth, then backed it up with a second the next weekend

at Penguin in Tassie. The solid results on a stock machine saw KTM open their arms again, and Todd rewarded them by winning both motos at South Australia soon thereafter. With his momentum and confidence brimming, series promoter Kevin Williams gave Waters a Pro Lites guest ride at the next round at Toowoomba, and the overwhelmed country kid chose a gate between Ryan Marmont and Mitch Hoad. “I turned to Dad and said, ‘Posters of these guys are hanging on my wall – I’m not meant to be lining up next to them!’,” he grins. “But I got the holeshot! And 20 minutes into the moto, I was still leading and beginning to wonder what was going on. Jake Moss finally got by, but then I passed him back and rode to the win. It didn’t really sink in, but in the next race I dropped it in the first turn and came from last back to sixth, and got second Overall on the day. I couldn’t believe it. It was weird, because I passed Ryan Marmont thinking, ‘I thought you were fast – what’s happening here?’” To prove it wasn’t beginner’s luck, Waters went 2-3 in the Pro Lites the next weekend at Mackay, before finishing out the remainder of the Under 19s championship with a second Overall behind Brenden Harrison. After making such huge waves in his first outings in the Senior ranks, Waters stepped up to the Pro Lites class in ’08, quitting his job to focus on motocross. But he fell into the trap of

“I was in plaster for 13 weeks; I went from racing with the red plate to literally crying on the couch. I was devastated.”

PROFILE TODD WATERS

Todd Waters and Ford Dale (below) have been training buddies for years. It’s now paying off for both of them.

ACCORDING TO JAY FOREMAN...

’d kept an eye on Todd for a couple of years and could see a lot of potential in him,” says Motul Pirelli Suzuki Team Manager, Jay Foreman. “Even though he’d been plagued by injury, I didn’t think hiring him was a gamble; I could see past those injuries and circumstances and knew if I could get my hands on him, we’d be able to improve on his past performances. We worked hard on the bike all year. The stock RM-Z450 is a great starting point, but the bike ended up awesome, and Todd was open to changes and experimentation in an effort to get the most out of it. “I’m really impressed with Todd’s work ethic. I love seeing a rider who works as hard away from the track as we do. He’s a physically big and strong bloke and can manhandle a 450, and I think Todd’s enthusiasm and success had a positive effect on his teammate, Cody Cooper, too. Cody likes his bike set-up the way it is, but suddenly he wanted to start trying set-ups that Todd had and he became more open to changes and experimenting. “For 2013, we’d love to keep both Todd and Cody on the team and we’re working hard towards that. There are no certainties, but I know if he comes back for another year with Suzuki, we’ll be able to turn up to Round 1 and contest for the win.”

Suzuki’s Todd Waters (#47) and Cody Cooper (#10) nail the start at Appin. The boys went 2-3 in the MX1 title hunt.

overtraining and he went backwards. And with a string of injuries, mechanicals and DNFs, he finished the season in a lowly 16th place. With nothing to lose, Waters stepped up to the Pro Open class for the final round at Coolum, and stormed to a couple of thirds. And from there, the die was cast. Waters realised he suited the bigger-bore bikes and signed a deal with the factory Honda team for 2009 to race Pro Opens.

RED PLATES & INJURY With his career beginning to build steam, the 18-year-old began the 2009 season on a high note by winning the opening two rounds of the championship. However, just when it looked like he could run away with it, Waters ran over his foot while practising. Despite some major swelling and hardly being able to walk, he didn’t tell the team and finished fourth at Toowoomba. He then caught the same foot under the bike when landing a jump and Mackay, forcing

him to DNF. “I thought I was just being a pussy and had a sprained ankle,” he explains. “I went to the doctors after Mackay and was sent to Melbourne where they found I’d done extensive ligament and cartilage damage. I was in plaster for 13 weeks; I went from racing with the red plate to literally crying on the couch. I was devastated.” But Honda’s Yarrive Konsky maintained the faith and re-signed Waters for 2010. The teenager promptly earned himself the red in the premier class and retained it until mid-season. But his decision to continue racing with a flat front tyre at the Toowoomba round to claim some points would be his undoing. It led to a massive crash, which broke his collarbone. The following day, he attended Andrew McFarlane’s funeral with his arm in a sling before heading to hospital. The surgeons plated Waters’ collarbone, and he returned the very next weekend. But his head wasn’t in the game. He finished the season a disappointing sixth Overall,

“I did everything I could to beat Josh, and I can now say I couldn’t do it. He straight up beat me.”

but another couple of podiums at the final round put his rivals on notice that he remained a title contender. At the beginning of 2011, Waters was again struck down by injury while testing at Broadford. After a successful day where he felt he rode the best he’d ever ridden, he did a slow lap with a new shock absorber and crashed hard when the front wheel washed out landing off a tabletop. He fell awkwardly on his wrist and knew straight away it was dislocated. But that wasn’t the half of it. “I thought I’d be out for six weeks, but it turned out I’d dislocated it as well as broken the scaphoid and trapezium,” he explains. “It was a mess and it required two operations and 16 weeks in plaster. It was my most complicated injury by far. My mechanic, Mike Landman, said, ‘One day, you’ll look back on these injuries and laugh’. But I look back now and I’m still not laughing.” Always proactive, Waters made the most of his time on the couch by completing his TAFE course in

cabinetmaking. “It’s funny, because in all my TAFE photos I’m busted up,” he laughs. “As soon as I’d hurt myself, I’d phone the tutors and say, ‘Hey, can I do my TAFE now?’ They were pretty good about it, and it’s great to have a skill to fall back on.”

REDEMPTION For 2012, Waters signed with Motul Pirelli Suzuki. The switch from the big, busy Honda operation to the smaller, more laid-back Suzuki affair suited the country kid, and he flourished under the guidance of Team Manager, Jay Foreman. With the exception of a forgettable round at Coonabarabran (which proved to be the kryptonite to his 2012 campaign), Waters put Suzuki on the podium at nine of the 10 rounds this year, including round-wins at Murray Bridge, Horsham and Coolum. Despite the fact Waters gained ground on Coppins through the middle of the season and heaped pressure on the wily Kiwi, the CDR Yamaha rider

managed to put his head down and keep Waters at arm’s reach when it was most needed, eventually claiming the MX1 championship. “Every time I’d close the points up at a round, Josh would come out absolutely crazy in the next race,” Waters says with a bemused smile. “He’d just bomb into the first turn so hard, as if he didn’t care if he crashed. But he never did.” As Todd drove home from the final round of the 2012 Monster Energy MX Nationals at Coolum with his secondplace championship trophy, he was rightfully proud of his efforts. Having an injury-marred three years didn’t make his runner-up result any sweeter, but at least he wasn’t sitting in front of the TV wondering ‘what if’. “Take away the disappointment of coming second, and I was proud of my efforts this year” he says. “I did everything I could to beat Josh, and I can now say I couldn’t do it. He straight-up beat me,” Waters openly admits, looking me fair in the eyes. “It felt good to finish the season on

a win, though, and I know next year, barring injury, I‘ll be able to make another solid run at the title.” After all, racing against someone with as much experience as Coppins all season meant Todd learnt some valuable lessons in racecraft. “I can pass every other Aussie rider, but I can’t get past Josh if he’s by himself out front,” he explains. “He rides all the inside lines and he does it just fast enough that you can’t pass him. Then I’d sink into his pace and all of a sudden, he’d just start pulling away from me. It got so frustrating. The main thing I learnt from Coppins is how important the inside line is. You can sneak up the inside of other riders, but you can never do that with Josh. So many times, I’d try and set up a pass and find myself on the outside, trying to go the long way around. I want to be that inside guy from now on.”

ALL MAPPED OUT Waters’ selection for the Australian team for the MX of Nations was one of

PROFILE TODD WATERS

“There’s no way I can achieve what Reedy’s achieved. He won his first supercross championship at 21, and I’m still a long way from that.” the biggest opportunities thrown his way so far. Even though the Australian Supercross season starts just two weeks after he, Lawson Bopping and Luke Styke return from the infamous Lommel track in Belgium, Waters’ focus is all about putting in a respectable showing against the world’s best motocross racers. “I’ve never seen any of those guys race live, so I don’t know if they’re freaks or not,” he speculated before his trip. “I mean, I know the top-tier guys are going to be ridiculously fast, but I’m pretty sure that most of them put shoes on, just the same as the rest of us.” From 2013, Waters will be following a two-year plan in Australia; instead of throwing himself in the deep-end in the USA, he plans to do a couple trips a year to race either in Europe or the US, then tackle a European campaign before ultimately ending up Stateside. “I want to give myself time to mature and not try and do everything too soon,” he reveals, showing the sort of self-restraint that young motocrossers are not renowned for.

“The temptation is to head straight to the US, but most Australians who have done that haven’t fared so well. You only really get one shot at it, so I want to do it properly. And I think you really need to be dominating at home before you make that move.” At the same time, despite the growing hype surrounding this humble kid, he honestly doesn’t see himself as the next Chad Reed. “I’m 21 now, and there’s no way I can achieve what Reedy’s achieved,” he bluntly admits. “Chad won his first supercross championship at 21, and I’m still a long way from riding at that level. To tell you the truth, I don’t see anyone becoming the next Chad Reed – I can’t even see anyone coming through in Australia who can do what I did by stepping up and winning my first Pro race. I doubt any of the MXD-class guys could do that, and that’s a bit concerning to tell the truth.” Whatever happens in the future, one thing is certain: Todd Waters is only just starting to arrive.

FROM HIS RIVALS... Josh Coppins - the 2012 rival “For me, Todd was the standout Australian racer in the Pro Open class this year. It was almost a given that I would be racing against him at some stage every weekend, and when I was out front I knew he would be close behind. I was a little disappointed with the middle part of my season and I gave him a sniff of the title, and to his credit he took the chance with both hands and made a real fight out of it. As soon as I got my focus back, I was able to control the championship, but Todd was always right there; ready to capitalise if I made any errors. He definitely kept me honest and is a very consistent racer.”

Cody Cooper - The teammate

“Todd Waters is a great guy to have as a teammate. He’s really easy to get along with and his family is awesome and always there to help out wherever they can. If either one of us had a problem, we’d help each other out, as we both wanted the other person to do the best they could. There was none of this ‘keeping cards close to your chest’ business. Todd is a fair racer and is definitely very clean on the track. You can easily read what he’s going to do out there and you can trust him not to do anything stupid or try and take you out. I can’t read some people, but I know that when I’m racing against Todd, it’s not going to be a dirty battle.”

Ben Townley - From the fence

“The biggest thing that stands out to me is how solid and consistent Todd was as a racer all season. When you look at it, he was a title contender from Round 3 and showed he wanted to win it. I haven’t got to know him much this year, but I know if he can stay injury-free, he’s the complete package. Outside of my teammate, Brad Anderson, I backed Josh Coppins to win the championship, as it’s always good to see a Kiwi take it home. But more than that, I love seeing a good battle, and Todd really provided that this year. It was great for the series and I think he’ll be one to watch out for next year.”

Lawson Bopping - Long-time rival

“I’ve raced against Todd since 2007 when he first entered the Under 19 class and I can say he’s always consistent, he’s always fast and he never rubs in on you or plays dirty – on or off the track. I think this was his first injury-free season in years and, as a result, he stepped it up and was solid at every round. I had a great battle with him at the Wonthaggi round, and even though we were at each other, we both kept it clean. I have noticed that the rougher and more rutted a track gets, the faster he seems to go; Todd is an excellent rut rider.”

Tye Simmonds - Long-time rival

“I’ve grown up racing against Todd through my entire career, right from when we were on 65s. He’s been one of my biggest rivals from the first time he attended the Junior MX Nationals in 2003. I think this year, he showed his true colours and the potential he has, and the battles I had with him at Murray Bridge this year were like the good old days. Even though we always seem to find each other on the track, Todd is one of the cleanest and most consistent riders out there. If you piss him off, he’ll get fired up, but he’ll remain clean in his racing. If I wanted to race against anyone, it’d be him for sure.”

PROFILE TODD WATERS

elbows up and weight the outside peg, but my eyes are focused on the track ahead. So everything I’ve learned is from feel and visualising it. Then, when I’m in the gym – doing squats, for example – my trainer tells me to look in the mirror to make sure I’m centred and keeping good form. But I keep telling him that doesn’t work for me because my brain has been conditioned to do things by feel. It tries to compensate for the fact the mirror image is opposite, and I get all uncoordinated. It’s the weirdest thing.”

THE RESURGENCE OF TWO-STROKES...

W A T E R S

u n p l u g g e d T

his 21-year-old knows how to be diplomatic when he has to, but he isn’t afraid of expressing his opinion, either. We planted the seeds of a few subjects and let the young bloke loose on the dictaphone. Here’s what he had to say...

AUSSIE TEAMS HIRING OVERSEAS RIDERS... “I reckon it’s a perception thing. Most top Australian riders have been around since Juniors, and that’s the way some team managers still see them. But with the ‘internationals’, managers see a national MX title winner or a MXGP front-runner. They pay big money for what they perceive to be ‘proven talents’, and yet us Aussies regularly beat them over here. That feels like a kick in the guts for me because many of these imports are semi-retired; they’re here for a holiday and they don’t put in half the effort Aussie guys do with training. Unlike us, they’re not focused on building a career and they’re never going to get quicker throughout the year. On the other hand, the Aussie riders are definitely going to get faster and faster because they’re properly set up here and always pushing each other’s boundaries. Also, I think these imports tend to fall into the pace of the guys they regularly race, which is what’s happened with Billy Mackenzie and Brad Anderson this year.

“So why would you hire one of these guys over a Lawson Bopping, who’s only going to get better? Sure, it’s a cutthroat sport; if you win races, you get rides. After all, I was beaten to the title this year by Josh Coppins, who was hired from overseas. And he sure wasn’t here for a holiday! It just seems to me that people have a tendency to think short-term when importing riders. But, hey, having these former GP winners racing in Australia is great; it gives Aussie riders an opportunity to chase them and learn from them. And then beat them! And that’s why I was so disappointed when Ben Townley got injured earlier this year.”

MAJOR INFLUENCES... “Ricky Carmichael and Chad Reed have had a big impact on me, and Chad was my ultimate hero for years. On the local scene – because I was with KTM for many years – I really looked up to Jay and Ryan Marmont, and I had a dream to be on the Factory KTM like them. These days, I race the Marmonts and we catch up in the pits. That’s what makes the sport so special.”

WHAT PEOPLE DON’T KNOW ABOUT TODD WATERS... “That my brain gets messed up with mirrors. When I ride, I can’t see myself, so I’ve got to picture what I want to do in my head. Y’know, I’m telling myself to keep my

“I rode two-strokes as a Junior, but as soon as I turned 16, I’ve raced four-strokes. I have had a go on a mate’s 250cc two-stroke, but I’ve never raced one. Those things sounded so sweet at the indoor supercross events, and it’s good to see more guys racing them successfully in the MXD and MX2 classes these days. And, compared to the high-tech four-strokes, they make racing much more affordable for privateers. If I was racing the Under 19s now, I’d be on a 250cc two-stroke for sure. They’re wickedly fast and definitely at a huge advantage out of the gate.”

RACING OVERSEAS... “It’s unfortunate that Chad Reed, Michael Byrne and Brett Metcalfe are all injured and can’t race the Motocross of Nations this year. But it has given the opportunity for the all-rookie Aussie team of me, Lawson Bopping and Luke Styke to gain experience

in Belgium. The MXoN will actually be my first time racing overseas, so it’s massive for me just to be part of it and to show what I’m capable of. “That said, I’m in no hurry to move overseas. I don’t have the backing of a really wealthy family, so I see everything as an investment in myself. If I go over to America and blow 50 grand, then that’s not worth it for me. When I move overseas to race, I’m going there to stay; not yo-yo back and forth. That’s why I plan to do some overseas races in the next two years before taking that massive step of moving to another country. If I put in the work during the next few years, I do feel that I can make it happen. I just want to do it smart. Riding the bike over there is the easy part. The hard part is setting up a new life for yourself. I moved out of home at 17 and was living out of my van at Ford Dale’s place on the Sunshine Coast. So I think I’ll adapt well when the time comes.”

SEASON 2013... “I know I can be in the hunt for the MX1 title, but I can’t say what bike I’ll be riding just yet. Because I’ve been injured for the past couple of years, contract negotiations in the past have been full of talk about how bad the economy is. This year, the economy’s pretty much the same, but teams are pulling stuff from everywhere and offering me everything. I guess that reinforces the point that I’m a sought-after rider for the first time in my career.”

teams are NOW offering me everything. I’M FINALLY A SOUGHTAFTER RIDER. MORE ONLINE... Want to see more? Head to transmoto.com.au to check out an exclusive video with Todd Waters.

SPORT CLASSIC DIRT 9

Suzuki VMX Classic Dirt serves up an annual reminder that dirt bikes were, are, and always will be about run-what-ya-brung fun. We drop in for the ninth running of the iconic event, which pays tribute to the sport’s foundations. ANDY WIGAN & PETER WHITAKER

n enormous camping ground suddenly comes into view and fills our windscreen. It looks like Woodstock meets makeshift moto-metropolis. Small groups of ruggedup dirt die-hards huddle around open fires, laughing and boozing and leaning on the old bikes that litter their campsites. As we continue up the access road toward a big white marquee on top of the hill, the hum of generators subsides and 1970s garage rock takes over.

ANDY WIGAN & KURT TEAGUE

It’s live and accompanied by multi-coloured lights. I’m livin’ in the seventies, eatin’ fake food under plastic trees … “Yep, thought so. The unmistakable lyrics of Skyhooks,” I say to my 19-year-old travelling partner, Kurt, who drives Transmoto’s website. Wonderstruck by all the old-school sights and sounds, he doesn’t muster a response. “Skyhooks, Kurt ... iconic Aussie band from the 1970s, mate. Heard of them?” “Huh? Um ... Scarhoods? Oh yeah, I think so,” he says unconvincingly. Clearly, he’s bullshitting. Like his Gen-Y buddies,

SPORT CLASSIC DIRT 9

Kurt’s much more interested in the future than the past. Which is exactly why I’ve brought him along to Classic Dirt 9; to help him appreciate there’s a connection between the two. Even the youngest bike at the event has got eight years on Kurt, so the weekend’s going to be a real education for the kid. The band pumps out more familiar rock anthems from Australian Crawl, Midnight Oil and Cold Chisel as we find a park and grab our camera gear. “That’s right, folks,” the lead singer says between tunes. “Like the motorcycles here at Classic Dirt, every song is pre-1985. And classic!” Next to the fast-filling rock marquee is another large tent with a “Husky Headquarters” sign above the door. I notice it’s filled with

legends of the sport, so Kurt and I shuffle over to say g’day. “Boys, you missed all the action,” shouts enduro legend, Chris Cater, who appears to be in exceptionally high spirits. “The wind last night gusted up to 120km/h! It was pandebloody-monium. That big marquee was uprooted and shredded, Quikshades were blown away like umbrellas, and the motorhomes that were side-on to the westerly were up onto two wheels at some stages during the night. I was lucky Ballard’s rig didn’t roll over and crush me where I lay in my swag!” As the larger-than-life character tells his story, he’s jigging to the music with a bizarre blend of headbanging and the funky chicken. Yep, everyone’s already half cut and the best bench racers in the business are Clockwise from left: Geoff Ballard and his beloved 1981 Maico. Classic Dirt is the home of fireside bench racing at its bullshit-laced best. The line-up of Legends amuse lunchtime crowds as they reflect on yesteryear. Nigel Begg’s attentiongrabbing little cafe racer, the Supermono.

VMX’s Ken Smith with six-time World MX Champ, Joel Robert.

en Smith took over as Editor of VMX Magazine back in 2005, and has been involved with the staging of Classic Dirt ever since. We asked him to help put the event into perspective...

Tell us about the origins of Classic Dirt, Ken. KW: The first one was held in 2000. The event was conceived to complement the magazine, which covers bikes from the ’60s, ’70s and ’80s. Before Classic Dirt, there

were no opportunities to ride your vintage bike unless you entered a race. But a lot of guys who are into vintage dirt bikes don’t race. So the event was for everybody to come and have a ride, rather than a race meeting where only a select few attend. That first event was in Kyneton, Victoria – in a council reserve with two tracks laid out in a small paddock. But that didn’t matter; you brought your bike along, rode it around, spoke with others about vintage bikes, and did

a lot of socialising. It was an instant success. It attracted hundreds of people, and numbers have grown ever since. And it’s now become a landmark event for those interested in vintage bikes. And it’s visited several states of the country since... Well, that original event was in Kyneton mainly because that was close to where Ray Ryan – who was VMX Magazine’s original publisher and editor – lived at the time. It was at Kyneton again in 2002, but wasn’t

an annual thing for one reason or another in the early days. The third event was at Barrabool, Victoria, in 2004 – only a couple of months after which Ray passed away. CD4 was at Broadford in Victoria; CD5 was at Raymond Terrace in NSW; CD6, 7 and 8 were at Conondale in Queensland; and then this year, it moved to Wallerawang, NSW, where we hope to also stage next year’s event. To be honest, we’re still not sure if the event is better as a moving show or whether it needs

a permanent home. But we’ve seen that about 80 percent of people attending are from the host state, so moving around certainly helps draw a different crowd each time. CD has attracted several bigname internationals over the years, too, right? Yes, and much of that has been through Suzuki Australia’s support. American motocross legends, Brad Lackey and Jim Pomeroy, came out for CD3. Brad was joined at CD4 by Rick “Super-Hunky” Siemen, who

was the original Editor of Dirt Bike Magazine in the USA and went on to become one of the most famous motocross personalities from the 1970s. He’s a fantastic rider, very entertaining guy and now does a column for VMX. For CD5, we had five-time World MX Champion, Joel Robert, and last year, Husky Central brought out Sweden’s Gunnar Lindstrom. As next year’s Classic Dirt will be the tenth, we’re speaking with Suzuki about bringing a special international.

What about all the legendary Aussie riders at Classic Dirt? Acknowledging our own talented riders has been part of Classic Dirt from the start. The ‘Legends Laps’ and the interview session with these guys is always very popular. This year, we had Jeff Leisk, Trevor Williams, Geoff Ballard, Anthony Gunter, Hans Appelgren, Phil Eldridge, Laurie Alderton, Dave Armstrong, Graeme Smythe, Ray Vandenberg, Mark Hill, Stuart Bennett, Robert Scott, Chris Cater,

Dean Burt, Andrew Bailey and Ele “Maico Mumma” Knowles. There’s a lot of motocross and enduro titles in that line-up. And Suzuki’s involvement? Suzuki has been the event’s major sponsor since the very start. They realise that a majority of guys riding vintage also have a newgeneration bike, or that someone in their family does. So the exposure is good for Suzuki on that level, as well as reinforcing their long heritage in the sport.

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just hitting their straps. “Oi, you’re up on two wheels yourself, Cater. Settle down; you’re spilling your red wine everywhere,” says Cater’s long-time mate, Geoff Ballard, who’s still sporting a classic set of green and gold Go The Rat gear. “Yeah, none of us got any sleep last night,” GB confirms. “It was actually pretty scary with that wind. And, Christ, was it cold?! The track was good today, though, and ... jeez, I’ve gotta say, this mango beer tastes alright, too.” “Eighty bucks a carton, that mango stuff,” bellows Baz, some mad bloke in a ludicrous wig that’s reminiscent

Clockwise from above: Aboard his 1984 CR500, Dave Armstrong puts a ‘demo’ pass on Dean Burt. Roger Harvey’s artwork sprung up everywhere. Sport old gear or new, check out the precious metal and swap meets, or take the family up on the hill for a vista of grasstrack glory.

EVERYONE’S A WINNER Instead of worrying about scrutineering, the starting time for your event, what gate you’ll draw and whether you should use first or second gear to get the holeshot, you can relax. Enjoy your latte, mount up when you feel like it and pootle out onto the track when you’re good and ready. Cut as many laps as you desire at a relaxed and courteous pace. Then sit back with a quiet ale and chat about how fast you were back in the Moorebank Scrambles days. Outrageous claims are common currency as everything is faster off the track at Classic Dirt.

of the Jeff Emig Fro wigs in the late1990s. “But worth it, mate. The stuff tastes rippa. Here, get into it,” Baz says, thrusting a couple of bottles in our faces while simultaneously tripping over his own thong. “Argh, fucken thing’s thrown a rod! Like that silly old Maico of yours, Ballard. Is that why you brought three or four of those German shitboxes along?” The slur obviously isn’t the first of the evening, and Husky HQ erupts into a cacophony of laughter and counter-claims about the shortcomings of various marques from the ’70s and ’80s, many of which are sitting quietly in the corner like

57 VARIETIES

BUDGET-BEATERS RULE

Why limit your choice of ride to the latest ‘must-have’ in red, blue, yellow, green or orange blossoms when you’ve got an entire alphabet to choose from at Classic Dirt: AJS, BSA, BMW, CZ, DOT, FN, OSSA and NSU. Plus names that sound invincible, such as Triumph, Matchless, Excelsior, Hunter and Imperial ... or magically exotic, like Ducati, Greeves, Bultaco, Montessa, Maico, Velocette and Zundapp. Or, for a spot of humour, a Hodaka Super Rat. And by choosing a unique machine, the competition will never realise how slow you really are.

There’s little chance you’ll pick up a genuine ISDT Triumph-powered Cheney for any money – or even see one outside a museum. And these days, even a pristine Yami DT1 will require deep pockets. But an early Honda XR350 or any Japanese trailie won’t break the bank and prove relatively maintenance-free. And at the end of the day, you’ll have had just as much fun and far fewer injuries than the bloke on his Maico 490. In fact, at Classic Dirt, it’s far more economical and entertaining to leave your beastie in the back of the ute and just wander around watching all the other silly buggers break things.

much-loved domestic animals. A few hours and 627 clichés later – at last count, anyway – the slabs of mango ale and a few casks of red are all emptied, and the band signs off for the evening. The weather has cleared and Sunday is forecast to be a pearler. And with a big day of nonracing ahead of us, we hit the sack. First light reveals the carnage that Friday night’s freak winds have wrought. Most Quikshades have lost their canopies. They’re back to bare bones, but still stand proud; just like the unpretentious old dirt bikes that sit beneath them. I wander about the campgrounds breathing in the

THERE’S GOOD HELP EVERYWHERE

INSTANT LEGENDS IN CHEAP CLOBBER

Even if your ‘classic’ doesn’t fire, show up anyway. Grab a screwdriver or spanner, kneel down and peer at that motor thingy, frown and shake your head. Within minutes, you’ll be asked, ‘Wassup?’. Just say ‘Dunno’ and a mob of marque ‘experts’ will descend with all the correct parts and tools to get you mobile. You may even get in a loop or two of the track yourself, once all the fixers have taken your pride and joy for a multitude of test runs to ‘check the jetting’ and ‘set up the suspension’. Just make sure you take an appreciative slab or two to the campfire that night.

Classic Dirt provides the perfect opportunity to squeeze the last out of those Alpinestars Hi-Top boots and ratty old Belstaff Jacket (even if the buttons won’t do up any more). In fact, the older your riding gear is, the more prestigious. And among a sea of scuffed leathers, oilskin jackets, Biggles goggles and tattered jeans with flash yellow stripes, you’ll be at the height of fashion in your Bell open-face ‘Jet Jackson’ helmet. For the aprèsevent chugalug, don’t forget your flairs, paisley shirt, Levi’s denim jacket, ripple-sole Desert Boots and Elvis aviator sunnies.

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heritage. There’s everything from genuine old dungers to exotic factory machines, and everyone I meet – old or young, male or female – has a common ailment: they just can’t get dirt bikes out of their system. After a hearty brekky, I run into KTM’s head honcho and Aussie motocross icon, Jeff Leisk, at the coffee caravan. He’s already dressed in a classic set of JT Racing retro

gear, and congratulating himself for resisting temptation and getting to bed reasonably early. “How good is this?,” he enthuses, casting an eye over the expansive pits and undulating grasstrack that Ballard first set out for the 2010 4-Day’s final moto. “I’ve always thought it’s important to acknowledge the past and maintain the sport’s DNA, and this event nails it,” Leisk says. “The

whole set-up is simple but effective with its enduro loop and separate tracks for Pre-’78 and Pre-’85 bikes. There’s a lot of people having a great time out there,” he says with a broad smile, before facetiously signing off with, “And I never realised not racing could be so much fun!” After the morning’s track session, Leisky is joined by a dozen other legends of the sport – enduro and

Clockwise from right: The Pre-’78 loop showcased some real treasures from the past – man and machine – and an amusing array of retro riding gear. The ‘Legends Laps’ is always a crowd favourite. After Friday night’s destructive winds, many mechanical animals migrated inside.

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At Classic Dirt, you can take your pick – cut some laps around the epic grasstrack, chill out in the camping grounds that overlook it, bust out the old retro riding gear for a laugh, hunt down some hard-to-find-parts at the swap meet, or rub shoulders with Mr Motocross winners.

motocross – for an informal Q&A session that draws a big lunchtime crowd. The boys share classic stories about their favourite track, biggest crash or standout race memory, before hitting the track for the “Legends Laps”. It’s quite a treat to witness such a cross-section of champion riders on the track at the

one time. The action is strictly demo, but that doesn’t stop the odd mock dice for a lap here or there. After another all-in arvo session, the event’s over all too soon. Kurt and I kick ourselves for not getting up there earlier, and we vow to find a twin-shock bike for next year’s 10th anniversary: CD10. The Gen-Y

MORE ONLINE... For a video edit from Classic Dirt 9 and a huge image gallery of the weekend’s fun, check out www.transmoto.com.au

kid has had his first insight into the sport’s founding fathers and landmark machines. Overnight, he’s made the transition from ‘whatevs’ to ‘wow’, and the entire way home in the car, he can’t shut up about how cool the whole retro vibe was. Naturally, he Facebooked the shit out of the thing. As 19-year-olds do.

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M X P R O F I L E S

ven Pro motocross racers have both strengths and weaknesses. Some guys like sandy tracks; others prefer hardpack. Some like to own the inside line; others look to rail outside berms. Some are demons on the brakes; others get out of turns quickly or make up time over jumps. Some launch out of the gates fast; others come home like a stream train. Some race cleanly; others employ dirty or downright dangerous tactics. But in the heat of battle, with a national championship on the line, what’s it actually like to bang bars with each of the big-name front-runners in the MX Nationals? How do these top guys react to the pressure and threat of

being passed? Who can be trusted to race cleanly, and who’s inclined to punt you over a berm? Who’s got raw talent and who relies on mongrel? And how does the racing in Australia differ from Europe and the USA? Forget bench racing from behind the spectator fence; these are questions that can only be answered by a rider who’s in the thick of the action. And who better to offer an insight into his rivals than this issue’s Guest Editor, Todd Waters; the bloke who finished runner-up in the premier MX1 class this season and has firmly established himself as the spearhead for a new generation of Australian motocrossers. Take it away, Todd...

Team Motul Pirelli Suzuki’s Todd Waters dishes up a brutally frank insight into the riding styles and racing temperaments of Australia’s top motocross racers. ANDY WIGAN & todd waters ikapture images, shayne rice & andy wigan

sport pro style

“If you put a radar on Townley, you’d see that he’s going into most corners faster than anyone else.”

ben townley

T is just outright fast. He’s shown his speed in Europe and America, and he’s won championships on both continents. Winning seems to come naturally to him. He’s a world-class rider and always a threat, no matter what the track or conditions. The standout thing about Ben

is how much rolling momentum he carries. If you put a radar on the guy, you’d see that he’s going into most corners 5 to 10km/h faster than anyone else. He doesn’t blow the back of berms out, and he doesn’t have the bars dragging. He’s so smooth, fluid and efficient in the way he gets in and out of

corners. Like Chad Reed, Ben Townley ‘hits all his marks’; he executes every section of the track perfectly and limits his mistakes. I’m glad Ben has confirmed he’ll be racing the MX Nats again next year. It’ll give me a chance to feed off him, like I did with Coppins this season.

lawson bopping B

eing tall, he can handle a 450 really well. He’s got a strong stance on the bike and he rides especially well in the sand. He makes jumps out of big braking bumps, and in WA this year he was going double-double or doubletriple into corners. It was sick. He’s definitely a talent, but he’s also a creative rider who can cleverly link sections of track. The guy can jump incredibly well, too, and I know that’s where he’s most likely to try a passing move. When Boppo’s on his game, he’s hard to beat. Which is

what happened at Hervey Bay in Queensland this year in the sand. He was unbeatable that day. When I think back to my racing against Boppo – from our time in the Under 19s through till this season – he’s either been on fire and beaten me, or I’ll pass him and ride away. We’ve rarely had a full-on battle for 10 or 15 minutes. His problem this year has been consistency. But he’s new to the 450 class. When he gets his head around it and gets a bit stronger and fitter, he’s going to be a major title contender.

sport pro style

jake moss

e’ve all seen Jake dominate the Lites class back in 2007. But he also rides the 450 really well these days. He’s world-class and has more skill on the bike than most people I know. Who else puts passes on Chad Reed? What’s letting him down at the moment is confidence, which happens when

injuries keep preventing you from building momentum. People say that his brother, Matt, has more mongrel. And I’d agree with that. But I think Jake is a little more skilled. You see that in supercross. Both Jake and Matt have excellent timing and cornerspeed, but Jake has that

extra little bit of finesse. That lets him hit ruts perfectly or get the bike hooking up on slick surfaces. On the flat hardpack at Appin this year, he was turning off nothing with absolute textbook technique. I train a lot with Jake during the week and I know he’s worked hard to improve his speed in the sand.

cody cooper H

josh coppins

his is a guy who does everything right. He hits the corners right, goes down the straights right, hits jumps right, and chooses the right lines. That’s what lets him run the same lap time, lap after lap, and why he’s been a world-class rider for many years. He might not be scrubbing the crap out of jumps, but he rails ruts and berms at the same speed every single lap, and that’s what makes him so tough to beat. What I noticed is that I could catch and pass Josh if we were both mid-pack. But when he’s leading, he controls the race by taking all the inside lines. I could come through the whole pack and

then get stuck behind Josh. I’d catch him under brakes, but he’d come out of the corner strong and carry that speed down the next straight. So if you take the same lines as him, he’s near impossible to pass. Josh takes the shortest line around a track, even if that means pounding through nasty braking bumps on the inside line – which is why he was one of the few guys who stuck it to Stefan Everts over in Europe. He’s determined and strong enough to ride that rough inside line, whereas I have a habit of looking for outside lines to avoid the worst bumps. And going the long way around a race track is rarely the fastest.

The other thing is that Josh has so much experience. He sets his bike up really well for every track, he works with the team well, and he handles pressure well. Coppins has got all those little things dialled, which is why I was like a sponge racing him this season. At the first round, he passed me in every race and pulled a gap each time. But by the end of the season, I was passing him and pulling a gap. I enjoyed our battles as he’s a clean rider. I mean, he’d put me up the corner if I left the inside open, and he was aggressive when I was trying to pass him. But he never came in and smashed me out of the way to make a pass.

“If Cooper holeshots, he’s the fastest man in the world and no one will get near him. He’s so clean to race against, too.”

e’s such a laid-back, cruisy and nice guy, and he’s been a pleasure to have as a teammate. And on the track, he’s exactly the same person. In the last moto at Coonabarabran this year, he came up the inside of me on the corner. I screwed it on harder and held him off. We battled the entire lap and then the next time at that corner, he set the pass up and made it stick up the inside. Then, heading into the next corner, he looked back to make sure he wouldn’t cut me off. To this day, Dad still can’t believe Coops did that. At this level, he’s never seen it before and never seen it since. Nor have I. That’s just what the guy’s is like to race with. It’s cool. When Coops is on, he carries incredible cornerspeed and picks good lines; everything works for him. In America a few years ago, he got on the podium and he’s stuck it to James Stewart in the mud. He’s cut heaps of training motos at Ricky Carmichael’s house in Florida, and was often faster than Ricky. If Cody holeshots, he’s the fastest man in the world and no one will get near him. But then, in the next moto, you’ll pass him. That inconsistency is the one chink in his armour. Because he’s fit and strong and, man, can he ride a bike! 97

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TYE SIMMONDS T

ye and I have raced every single year since we were 12 – except 2008, when he raced Under 19s and I raced Pro Lites. We’ve spent a lot of time together, and show each other plenty of respect on the track. I know that we can dice all day long and it’ll stay clean, and that’s why I love racing Tye. We have heaps of fun and we’ll be yelling out to each other during the race when one of us pulls off

a good pass –pretty cool when you’re battling for the lead of a national championship moto. Tye is a big, strong guy who has excellent bike-handling skills and can jump unbelievably well. He’s a good starter and one of those guys who can make it happen when it counts. On those big occasions, like when you’re battling for a championship, you just know he’ll be right there off the start.

“Brad Anderson is super-fit but the dirtiest rider I’ve ever raced. He’ll come out of his rut just to spear you!”

brad anderson

e’s not the prettiest rider, but he’s not scared to hold it on. And that’s often enough to get the job done. When he first came out here in 2010, he was all elbows down and knees out, but he smoked everyone. Brad’s got a really weird style, but he’s the fittest guy on the track. He has to be, because he’s got the bike out of shape for much of the lap and yet he’ll push for the entire moto. He just lets the bike go where it wants and he swings off the throttle. That works in the sand, but not

on hardpack. And he ended up crashing a fair bit this year. Brad Anderson is the dirtiest rider I’ve ever raced, and I’m not afraid to say that. He’ll come out of his rut halfway around a corner, just to spear into you and take you out. Coming down the straight, he’ll move over on your front wheel. He just wants to win so badly that, as soon as he sees your mudguard, he’s straight over and onto you. He’ll do it on turns, straights or jumps. It’s downright dangerous. There’s no need for

that sort of riding and it actually slows him down. He’s an angry man and, at first, it intimidated me a little. But it’s been good for me because I’ve never had to deal with those sorts of tactics before. I’ve learned to be a bit smarter and cut under Brad to avoid coming together with him. Later in the season, I had the confidence to pass him and although I was tempted to give him some payback, Dad kept telling me that there’s no sense in provoking the guy. 99

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billy mackenzie H

e’s a world-class rider who’s won GPs and was quite a force a couple of years ago when he first came to Australia. Because the guys in Europe have spent their whole life qualifying, Billy knows how to lay down a fast lap. And he often beats me in qualifying by two seconds. But in the race, I’ll come out and pass him pretty easily. He’s a skilled rider and he knows how to win,

A SPOT OF SELF-ANALYSIS

which takes a certain confidence and self-belief. At his first ever supercross race at Parramatta a couple of years ago, Billy came out and beat Josh Hansen for the win. Having that sort of special ability is so cool. Ryan Marmont is the same – he can qualify in 10th and then come out and win the race. But inconsistency has cost Billy this year. I’m not sure if it’s been fitness, mental or something else.

“Ford Dale’s got the most determination I’ve ever seen in a rider, and no one will pass him under brakes.”

ford dale

100

ord is one of my best mates in the sport, and we’re training buddies. He’s one of the few motocross riders who doesn’t have an ego. If I’m faster than him at a practice track, he doesn’t pull in to hide and have a cry about it; he’s out there, pushing his hardest to catch me. And vice versa, because a lot of times, he’s quicker than me. He’s got the most determination I’ve ever seen in a rider. We’re pretty even with most things we do, but if we go for a run, he’ll push

until he’s literally exhausted if I’m slightly ahead. Ford is more naturally gifted on sandy tracks, but he’s worked hard to make sure he’s fast on hardpack, too. Ford’s big strength is his braking. He’s ridiculously fast entering corners. It’s a combination of that determination and not being scared to hold it on ... or crash. In the past, he’d want to win every single race, or extend the gap if he was leading. And if he got a bad start, he’d still want

to win, rather than settling for a solid ride all the way back to fifth. That’s why he used to crash a lot. This year, he took the seconds and fourths and really matured as a rider. It’s the smartest I’ve seen him ride and he won the championship. Next season, he’s stepping up to the 450 class. Like Bopping, Ford’s tall and well suited to the 450. He’s had some experience on the bigger bike a couple of seasons back, so he’ll be hard to beat.

hat does Todd Waters see when he watches footage of himself riding? And how does he approach ding-dong battles with other riders? “My riding style is different. Maybe a little weird. I do sit upright a lot, and people often come up to me and ask when I’m going to start trying. That annoys me a bit. Because I’m not hunched down with my head over the bars, it looks like I’m not aggressive. “Even as a kid, I’ve always been the guy who’s taken calculated risks. I’d only hit a jump if I knew I could make it. So I’ve carried that through my career. My style has evolved, but I don’t like to hang it out too far as I think it uses a lot of energy but isn’t any faster. In the past few years, I was taking on board a lot of advice about how to improve my style to go faster. But I got to a point this year where I didn’t know what I was doing. So I went back to what feels natural for me, and it worked. My style doesn’t hold me back. “I’d always been more comfortable riding sand, so I’ve had to work really hard in recent years to improve on hardpack because it requires a totally different technique. Coming out of corners, I focus a lot on getting my chest over the crossbrace, which is what you see all the top American riders do. They hold themselves forward on the bike, especially Chad. “After two seasons with pretty bad injuries, my plan this year was to build throughout the season – a full season – rather than try to blitz everyone and end up in a hospital bed again. I was happy that I managed to do that. I was consistent with nine podiums at 10 rounds, but I also made some mistakes I wasn’t happy with. Overall though, I think I raced pretty smart this year. If I catch someone, the way I look at it is that I’m faster than them and should be able to make a pass. So I don’t need to take someone out to get the position. I’m not there to make enemies, and I want to be able to talk to these guys on the startline. I’m out there to have fun and enjoy my racing. Don’t get me wrong; I’m there to win. But I’m not setting out to kill people. That relaxed approach has always worked for me. I consciously made it happen this year, and it’s worked again. It’s the same approach I had in 2007 when I stepped up to the Pro Lites class for a few rounds and won some races.”

“When you pass Marmont, you know he’s going to come back at you. He’s got so much mongrel in him.”

jay marmont

ore than anyone else, he knows how to dig deep. And that’s one of the reasons I’ve looked up to Jay for so many years. I’ll be able to say to my kids, ‘Yeah, I raced Jay Marmont. He won four Aussie Motocross titles, and I was a part of that time’. I enjoy racing Jay because he sticks to his lines and he’s pretty clean when you get into a battle with him. We show each other respect on the track. When you pass him, you know he’s going to probably pass you back. And he’ll do that for the rest of the race. He’s got so much mongrel in him, and he just never gives up. If Jay has a bad race, he’ll come back hard in the next one. And if you think you’re going to get in his head, you’re kidding yourself. He’s tough and experienced with incredible strength and fitness. When I’m dicing with him, I’ll be wondering

why he’s riding through all the bumps. And the answer is: because he can! He’s strong enough to ride the fastest line, no matter what it throws at him. There aren’t many guys who can take that punishment. Jay’s just been unfortunate to have a string of injuries this year. When I first came into the 450 class in 2009, I was 19, full of beans and just wanted to run amok. So I’d be pinning it off the line in practice, doing wheelies and mucking around. And when I started winning races that year, Jay thought it was because I’d got my confidence up by leading the practice laps. So from that point forward, Jay and I have always raced from the very first lap of practice. We both want to be in front for that first lap of practice. It’s just a thing we do. It’s hilarious. 101

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chad reed C

had has a copybook style. You see a lot of Jeremy McGrath in him, but he’s taken Jeremy’s style and speed to another level. Like BT, his cornerspeed and rolling momentum is amazing, but he’s also millimeter perfect and so balanced on the bike. The coolest thing with Chad is that he looks good in every single image. I look at photos of myself all the time and think, ‘Damn, that photo is ugly! Someone needs to delete thing’. And everyone has those photos. Except Chad. The point is not that he always looks the part; but that his poise and body

YANKS, EUROS & AUSSIES... position on the bike is always spot-on. His style is effortless, which helps him conserve energy. When Chad was out here for the Super X, all the Aussie riders would scrutinise what he was doing on the track. Even through the rhythm sections, he was visibly faster, but not because he was scrubbing; just the way he stands on the bike helps push through the upramps and keeps his bike’s trajectory lower. And his timing and precision is incredible. People point to the fact he’s on factory bikes and factory tyres, but that’s only a small part of the equation.

“Cachia is a good starter and jumper. He’s got attitude, he’s confident and has that full-on will to win.”

josh cachia

102

e’s a colourful little dude and he likes to have a bit of an attitude. He makes funny speeches and I think it’s good for the sport to have personalities like Josh. Like me, he’s there to have fun, but sometimes he wants to kill people. At least, that’s what he says. I’ve raced Cachia right back to our days on 60s. I’ve never had a problem with him, but I’ve seen Cachia have run-ins with plenty of other guys over that time. Sometimes it’s real, and sometimes I think it’s just to get into people’s heads. That’s just his deal. It’s funny. On the track, Cachia likes to

hang it out and riding sand is his natural game. Like Ryan Marmont, his strength is consistently good starts, which is a big part of his success. He’s good at mixing up his lines, too, which is what you find with most good sand riders. Like Bopping, Cachia is a very good jumper and not scared to hit anything. He’s confident in his ability and never seems to secondguess himself. Cachia makes sure fitness doesn’t hold him back and he’s got that full-on will to win. He’s prepared to do whatever it takes, and he doesn’t care who he has to go through to get there.

o how does the style of American and European riders differ from ours, and where do Aussie riders’ take our style lead from? Here’s Todd’s take: “In America, they go hard every single lap. Riders are out of the comfort zone much of the time. The bike’s swinging around underneath them, they’re blowing out berms and they’re scrubbing the shit out of every jump. All that makes them awesome to watch. Plus it creates a hectic vibe to the racing. “In Europe, riders come from a tradition of longer races, so they’re more about getting into a fast rhythm that they can maintain. The first few laps aren’t as manic as what they are in America. They tend to ride a little smoother and on the pegs more, but they’re just as fast as the Yanks. I actually think the European riders are more aggressive than the Americans. It’s just part of their motocross culture. They won’t hesitate to take you out, whether you’re their mate or enemy. I don’t think the Americans are like that. As a rule, you don’t see them making crazy passes and punting people over berms, even in supercross. The European supercross scene is like dodgem cars; they’re just trying to kill each other! “Differences in track types also plays a part. Aside from the fact it’s often wet in Europe, their tracks are usually tighter, more undulating and generally rougher. And that can create more intense battles between riders. In America, the tracks tend to be are more open with a faster average speed and more big jumps. “From a riding style point of view, I think Australia takes its lead from both the USA and Europe, but Australia’s younger generation definitely now looks to America a lot more. That’s where the excitement is and where everybody now dreams of racing.”

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BIKE t-build

RIDER: MARK BROWN 34, 67.25kg, 167cm

THE

T A R TA N

T-B U I L D Transmoto’s KX250F T-Build gets fresh suspension, wheels and brakes ... plus distinctive tartan bodywork to remind its custodian, Mark “Browndawg” Brown, of his Scottish moto roots. andy wigan & mark brown

emember the first instalment of this 2012 KX250F back in the May issue? Here’s a reminder: Akrapovic exhaust, Tommaselli bars, Acerbis handguards, Renthal chain and sprockets, Motorex oils, Domino grips, Wirtz throttle tube, Scar triple clamps and footpegs, Moto Air air filter and Michelin tyres. That’s right, we didn’t let an American brand within cooee of the thing. We’d decided that any parts fitted to the machine would be sourced solely from the spiritual motherland of motocross: Europe. Admittedly, Europe is not what springs immediately to mind when you think modified KX250F; you tend to think of the Monster Energy

106

ikapture images

Pro Circuit Kawi race bikes that consistently win national titles in America. But who wants a cookie-cutter race-replica bike? Certainly not Mark Brown, the Transmoto test rider we’ve entrusted with our KX250F T-Build for the past six months. Insisting that his KX-F “become its own man”, Brownie’s added a bunch of distinctive-looking parts for this second instalment of the build, remaining faithful to that ‘only from Europe’ theme. We asked this helmet painter to the stars to talk us through the parts fitted to what is now one very individual-looking KX250F. Take it away, hot diggity Browndawg...

107

BIKE t-build

THE PHILOSOPHY Right from the start, we decided this bike’s development had to have a direction; a philosophy around which the build would revolve. Wigan even insisted I write it down and refer to it every time I got excited about bolting something on. Which I did: “I want a bike that’s good for cutting moto laps, freestyle and riding in the bush; a freeride bike that’s good for all those uses, without having to change the settings too much. I want the thing not to fatigue me. And to keep my forebears happy, any parts fitted must be from Europe!”

THE ENGINE That emphasis on versatility is exactly why I didn’t go crazy with engine development. I fitted an

Akrapovic exhaust system to give it more punch and response throughout the rev range. I went to a taller 49-tooth rear sprocket so I wasn’t on the gear-shifter all day. And I installed a Mishimoto hose kit to make the cooling system bulletproof. But that’s it for the powerplant. After all, the dualinjected 2012 engine is such a good

all-rounder to begin with. That said, having recently tested the 2013 KX250F for the feature in Transmoto’s September issue, I only wish that its DFI couplers could be retrofitted to the 2012 bike (seeing as the 2013 model has a different cylinder, higher compression ratio and straighter inlet tract, they can’t). The 2013’s two additional plug-in

couplers make it really easy to alter the bike’s power curve. For guys like me – who don’t really want to be mucking around with the mapping via Kawasaki’s tool – the couplers are so much more user-friendly. And cheaper! If anything, the 2013 motor feels a little more refined and torquey than the 2012, as it seems that you don’t have to rev it as hard to get the same result. But there’s not a huge difference in the two models’ engines, especially as the Akro pipe has made my bike noticeably perkier through the bottom and mid.

THE SUSPENSION I’ve never put my suspension in the mail before because I’ve been worried about it disappearing into the labyrinth of the never-never. But the whole experience with

“I wanna make it a freeride bike; one that’s versatile enough to use for moto, freestyle and the bush, without having to change the settings too much.”

109

BIKE t-build

choice SUSPENSION mods

“The suspension mods made the bike dramatically more stable and predictable on hardpack and the rear-end now hooks up heaps better.”

ike most racers, Mark Brown is more interested in how suspension mods alter his bike’s ride, rather than details of the mods themselves. So, what exactly did the Choice Suspension guys do to Brownie’s fork and shock? We asked Rhys Young from the Victorian suspension-tuning specialists to give us an insight into the work performed... “Brownie’s pretty quick, but he’s only 67kg plus gear. And the KX250F is sprung for a 75 to 85kg rider. So the first thing for us was to get the spring rates and bike geometry right for him. The rear shock absorber comes with a 5.4kg/mm spring, so we swapped that out for a 5.0kg/mm spring. In the fork, we also replaced the standard 0.90kg/mm spring with a lighter 0.84kg/mm. The front-to-rear balance of the KX250F is really good out of the crate, so we’ve taken the spring rates down evenly at each end to maintain that chassis balance and geometry. “To create a plusher ride in the first part of the shock absorber’s stroke, we changed

the single-stage valving to a dual-stage shim stack. That helps keeps the rear wheel on the ground better and lets the rear-end squat and hook up more effectively when you get on the throttle. “For the fork, we’ve found that the SFF is a little rigid in the first part of its stroke, but can be bottomed reasonably easily in big braking bumps or jump landings. The mods we’ve made to Brownie’s fork are actually very similar to what Kawasaki has now done with their 2013 bike – we’ve softened the compression valving to make the first portion of the travel more plush, and upped the bottoming resistance – mainly by adding oil volume in the damping leg. We’ve been doing this mod to both the 2011 and 2012 models for some time, and the feedback has been really positive. So it’s good to see that Kawasaki is moving in the right direction with their SFF for 2013. And we’re glad to hear that Brownie is stoked with the improvement these mods have made for him on the track.”

Australia Post and the Choice Suspension guys in Victoria gave me faith in the process. The Express Post system works a treat for anything that’s under 20kg and less than one metre long (I packaged by fork legs and shock up in a 17kg, metre-long parcel). For an interstate trip, it only takes a day or two in each direction and you’ve always got a tracking number if there are any problems. Sure, it costs about $70 per trip (or about half that if you send it via Registered Post, which takes a few extra days), but when you consider how much time and energy you can spend in dropping your suspension off to a tuner and picking it up again, I found the postal option both convenient and cost-effective. Plus you can get your suspension dialled and still not miss

a weekend’s riding. That’s cool! The guys from Choice called me the moment they received it, and asked a bunch questions about my weight, riding style, the tracks I usually ride, and how I generally like my suspension set-up. Less than a week later, my modified suspension turned up, so I bolted it back into the bike and went for a test ride. I’d initially felt the standard fork and shock in the KX250F rode pretty well for my weight (as standard MX bikes usually feel too firm for me), but it soon became apparent that the Choice guys got it dialled in to suit me so much better. I know they went softer on the spring rates at both ends, but I’m not sure what they did to the valving. All I do know is that it made

WHAT WE FITTED...

110

the bike dramatically more stable and predictable on hardpack and the rear-end now hooks up heaps better. It’s plusher everywhere, but still has good bottoming resistance for big hits. The set-up has given me so much more confidence in what the bike’s going to do. I know it’s not going to buck me around when I least expect it, and it’s noticeably less fatiguing on the body. The Choice guys also include some detailed information in the return package. It explains bike geometry and how to set up your sag properly, plus there’s a record of where they’ve set the spring preload and clickers on your suspension. That’s really helpful because you can refer back to their base settings if you make any changes in the wrong direction.

WHAT WE FITTED...

PLASTICS & GRAPHICS

WHEELS

CONTROLS

BRAKES

CHAIN CARE

BLING & TRIM

I fitted the Acerbis Ryan Villopoto replica plastic kit because the white rear-end gives the bike a fresh look. It also ties in with the white powder-coated hubs, and contrasts nicely with the new all-black seat. With the custom graphics, my idea was to create a minimalist, stylish look. The tartan vibe is a tip of the hat to my Scottish roots, and all the flags highlight the fact we’ve used only European parts. The green and black theme extends to grips, brakeline, chain guide and bling bits – cos I didn’t want the bike to look like a Christmas tree!

Queensland-based wheel specialists, John Titman Racing, built me a custom wheelset, using SM Pro Platinum MX rims and Talon hubs. The anodised rims get a cool-looking matt-finish black. They’re laced to white powder-coated Talon hubs via “British Bulldog” (super-strong hightensile) powder-coated green spokes (9-gauge front, 8-gauge rear). The powder coating actually makes the white hubs easier to clean than the standard hubs’ raw metal finish. SM Pro wheelsets start at less than $1500 a pair, but I paid a little more to get exactly what I wanted.

There’s nothing wrong with the KX-F’s standard levers, but I find these spring-loaded, billet alloy Pivot Levers from Scar are way better. Aside from the fact they’re stronger than OEM and designed to fold back in a crash rather than break, the levers’ wider and flatter edge gives my fingers better grip on the things (like the old-school Brembo levers). Having adjustable reach to both levers is a good thing, too, plus I like the fact they’re black-anodised. It ties in with the rest of the bike, and with the Scar triple clamps and footpegs.

Compared to the high-quality Braking discs I fitted at both ends, the KX-F’s standard discs actually feel like flimsy throwaway items. The Kawi’s Nissin brake package is pretty good out of the crate, but Braking’s 270mm oversize Batfly front disc creates much better power with one-finger control at the lever. Combined with the CM44 Braking pads and the Venhill brakeline, the improvement in the front brake is incredible. On the rear, the Braking brake disc is the same 240mm diameter as the OEM unit, but it offers more feel, especially in muddy conditions.

The non O-ring Regina RX-3 Race I fitted has proven to be a durable specimen, showing little sign of stretching after 15 hours’ use. The OEM chain slider, however, seems to wear particularly fast on the KX-F. And by fitting a smaller 49T rear sprocket, that wear was accelerated. We replaced it with a longer-wearing aftermarket chain slider from Acerbis. We also fitted a hard-plastic Acerbis chain guide. Unlike the standard alloy guide, the Acerbis unit takes hits better and returns to its original shape. And that means less risk of a chain derailment.

Okay, Mishimoto and RHK aren’t European brands – they’re from Japan and Australia, respectively. But the reason we strayed from the ‘Euro only’ edict is because we couldn’t find European alternatives for what we thought were important additions to the bike. With a lifetime warranty, the Mishimoto silicone hoses handle higher temps, while the Y-hose does away with the vulnerable T-junction. And the RHK Bling Kit includes all those eye-catching extras (axle-block adjuster, reservoir caps, engine plugs, valve and rimlock nuts), all in one colour-coordinated group.

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BIKE t-build

T-Build_KX250F_Parts SUPPLIER

PART

RRP

CONTACT

2012 KX250F

$10,999

www.kawasaki.com.au

Fork Tune 0.84kg/mm Fork Spring Shock Absorber Tune 5.0kg/mm Shock Spring

$250.00 $159.00 $199.00 $250.00

www.choicesuspension.com.au www.choicesuspension.com.au www.choicesuspension.com.au www.choicesuspension.com.au

Acerbis Plastics Kit (RV Replica) Acerbis One-piece Rear Chain Guide (green) Acerbis Chain Slider Blackbird Seat Foam (standard height) Blackbird Gripper Seat Cover

$249.95 $89.95 $39.95 $89.95 $69.95

www.mx1australia.com.au www.mx1australia.com.au www.mx1australia.com.au www.mx1australia.com.au www.mx1australia.com.au

Mishmoto Hose Kit (green) Scar Pivot Front Brake Lever Scar Pivot Front Clutch Lever

$89.99 $49.99 $49.99

www.100mx.com www.100mx.com www.100mx.com113kg

Michelin MH3 Front Tyre (80/100-21) Michelin MH3 Rear Tyre (100/90-19)

$109.95 $129.95

www.gasimports.com.au www.gasimports.com.au

Braking 270mm Batfly Front Brake Disc Front Brake Caliper Mount Bracket Braking Batfly Rear Brake Disc Braking CM44 brake pads (front & rear)

$359.95 $114.95 $199.95 $44.95

www.candr.com.au www.candr.com.au www.candr.com.au www.candr.com.au

Venhill Braided Front Brakeline Talon/SM Pro Wheelset – Front Talon/SM Pro Wheelset – Rear RHK Bling Kit

$120.00 $950.00 $1045.00 $99.95

www.jtr.com.au www.jtr.com.au www.jtr.com.au www.jtr.com.au

Motorex Oils & Lubricants

n/a

www.a1accessory.com.au

Browns Grafix Custom Graphics Kit

$400.00

brownie@brownsgrafix.com

Kawasaki Australia Choice Suspension

MX1 Australia

100% MX

GAS IMPORTS

C&R IMPORTS

JOHN TITMAN RACING

A1 ACCESSORY IMPORTS BROWNS GRAFIX TOTAL PARTS FITTED

$5162.37

MORE ONLINE... For monthly online updates about Brownie’s Kawasaki KX250F T-Build and a table of the parts’ suppliers and RRPs for the first instalment, check out www.transmoto.com.au

THE STANDOUT PARTS…

SCAR FOOTPEGS At first, I thought they’d be too grippy. But I soon came to rely on that level of grip for my boots. They stronger than the stockers and, thankfully, don’t seem to wear out the soles of my boots any quicker.

112

WIRTZ THROTTLE TUBE Aside from being more crashresistant, the alloy tube runs on a bearing that’s anchored into the bar-end. It makes the throttle super-smooth and removes all the slop. It’s the best $50 you can spend.

AKRAPOVIC EXHAUST The beautifully finished Raceline exhaust with stainless header and ti muffler saves more than 1kg, and generates instant power gains across the rev range. It fits perfectly and has proved to be very durable, too.

BLACKBIRD SEAT The standard green-sided seat gets easily scuffed and dirty, and the foam sacks out way too quickly. The addition of the Blackbird seat foam and allblack cover makes the seat racy firm and much grippier.

MICHELIN TYRES I hadn’t used Michelins much before getting this bike, but I’ve come to love the MH3 on both the front and rear. They’ve got amazing grip on hardpack and yet, on grasstrack, they remain super-predictable.

Cool things

New Products

this month: SCOTT BAGS

ick of the looks you’re getting when you rock up to the gym with Mum’s designer suitcase? Perhaps your ‘hydropack’ is a second-hand Cottee’s cordial bottle that’s slowly coming alive with new species of bacteria.

Or maybe you’re sick of your tools rattling around in the airbox and want somewhere a little more convenient to store them. Luckily, Scott has just released their stealthy new 2013 bag range to cover all your needs.

SCOTT DUFFLE BAG Want to display a little moto flair next time you’re down the gym stacking plates? The Scott Duffle Bag’s simple design and 50 litres of volume give you the luxury of carrying your basic riding gear for the trail (along with your Men’s Health magazine), all in dapper, understated James Dean style. RRP $179.85

SCOTT SIX DAYS ENDURO BUMBAG

The Scott Six Days Enduro Bumbag uses a large heavy-duty velcro flap to keep your shiny gadgets contained. Its wide design and tough polyester plastic construction means you can carry everything you’ll need to get you out of strife, without it cutting into your hips on those long days in the saddle. RRP $49.42

SCOTT RADIATOR HYDRO

CYCRA KX-F FULL ARMOUR SKIDPLATES

RACETECH RV REPLICA PLASTICS KITS

DRC HARDWARE SHOCK PUMP

RAPTOR TITANIUM FOOTPEGS

FOX V4 HELMET

ETHIKA STAPLE UNDERWEAR

These skidplates are manufactured from tough, high-strength moulded plastic and use a contoured design to prevent sticking in muddy conditions. Fitment is straight-forward with a simple billet alloy mount system, and despite their “skidplate” description, they offer bashplate-like protection. To suit everyone’s taste, they’re available in green, grey or black.

Racetech is an Italian company that uses the highest quality polycarbonate and design technologies to produce durable, sharp-looking plastics that replace your OEM parts. If you’re planning to freshen up your KX-F and looking for something different, try the Ryan Villopoto replica look, and know you won’t have to reach for the die grinder to get these puppies to fit.

DRC Hardware’s shock pump is used to adjust the all-new Kayaba PSF (Pneumatic Spring Fork) style forks found on the 2013 CRF450R and KX450F. With an accurate pressure gauge and long-stroke pump action, it’s designed to adjust pressures quickly and easily up to a maximum of 50psi. An optional swivel head allows access on CRFs with fat bars.

Raptor footpegs are laser-cut and hand-welded in the UK from ultra-light, aerospace-grade titanium. Used by Team Red Bull KTM in Europe and Monster Energy Kawasaki in Australia, they provide significant weight savings and claim to be three to six times stronger than OEM units. They’re available for selected motocross, enduro, supermoto and trials machines.

Fox has recently overhauled its popular V3 helmet, incorporating a network of venting, dual-density EPS liner and DRY LEX material to create the all-new premium-level V4 helmet. Constructed from carbon composite material to reduce weight significantly, the V4 comes in four shell sizes to help create an optimal fit and exceeds Australian Standards.

Woven from a blend of 92% cotton and 8% spandex, Staple underwear has been specifically designed for people involved in action sports. Slightly longer than previous Ethika underduds, they have been put together with an emphasis on form, fit and function. Made for the guy who wants a simple, stylish set of dacks that’ll still do their job under the demands of any sport.

RRP $109.95 www.cycraracing.com

RRP $159.95 www.jtr.com.au

RRP $69.95 (Optional Swivel Head: $14.95) www.stevecramerproducts.com.au

RRP $319.95 www.mainmoto.com.au

RRP $549.95 www.monzaimports.com.au

RRP Single Pack: $29.95 Two Pack: $59.95 www.lustyindustries.com

116

The Radiator comes with a 2L bladder to prevent you perishing in the bush and features a simple singular outside zipper pocket to stash your necessities on shorter rides. Its pre-shaped padded backing is vented to keep you cool, and a magnetic “Quantum Clip” holds the drink tube in place for easy access.

RRP $65.92

MORE ONLINE... For more Scott products, visit www.candr.com.au

117

Tech Rated

Just in...

Th Inde orough p Relevendent Practant & ical!

RRP $495 | www.yamaha-motor.com.au WHAT IS IT? ACERBIS Rally III Handguard

How We Test

First, we assess a product on arrival and ask if it will do what the designer intended it to do. Second, we take the product out into the real world. No controlled lab conditions here – we put products into the hands of staff and contributors who are real dirt bike riders, who use and abuse the product as if it were their own. Lastly, we test for longevity. It’s one thing for a product to work when it’s new, but we ask how it fares after repeated hours of use under real-world conditions.

PROs Weight Saving – This muffler and header combo is as light as a feather. With the shorter muffler positioned closer to the motor, the system’s design also helps centralise your bike’s mass as well as reduce the risk of crash damage to the muffler.

Rating System

MEGA COOL The Megabomb header not only looks impressive; its unique design also improves horsepower, while reducing sound output by up to 1.5dB. It lets the bike rev out for longer and improves throttle response from low in the rev range.

Transmoto ratings are based on a product’s performance and value for money.

Outstanding A must-have

– this will change your riding forever.

Very good This product is well

above average and a sound investment.

Good The product does everything

they say it does, and does it well.

Below average It will do in a pinch, but there’re better products for the job.

Bad Don’t even open your wallet.

Look Out For:

Just In...

Products that have just landed. A preliminary test, so a more in-depth review will appear in a subsequent issue.

Still Floggin’...

We’ve had these products for a while. They’ve survived beyond their initial test, so we conduct a living post-mortem.

Spy Shot…

These products are so new, they’ve barely got an RRP. We offer a first impression, and then report back on them in a few issues’ time.

v Note: All quoted prices are RRP, unless stated otherwise. 118

fmf racing

4.1 RCT MUFFLER/ MEGABOMB HEADER WHAT IS IT?

WHO’S IT FOR?

It’s for anyone who is looking to gain more power from their motorcycle, and shed some of the added weight that comes with most stock exhaust systems. FMF claims this system offers a bolt-on gain of up to 3 horsepower, with more bottomend punch and broad power gains throughout the mid-range to top-end.

INSTALLATION Mounting this system on your bike is relatively straightforward. All the flanges and mounting brackets line up seamlessly, and the muffler fits perfectly to the bike’s rear subframe, allowing for a quick and easy installation.

Exhaust note – One quality everyone loves with an aftermarket exhaust is the note. The FMF system brings your motorcycle to life, giving it the ‘factory bark’ it deserves. Design – FMF has taken maintenance into account in the product’s design. The muffler casing is easily removed (via four simple screws at the base), which makes re-packing the muffler a much easier job.

CONs

These lightweight nylon wraparound handguards are Acerbis’s third reincarnation to their Rally Handguard series, and are the product of a collaboration with a number of world-class riders. The biggest change is to the bar-end mounts, which receive a 100mm metal insert to minimise rotation in case of a knock. The spoiler also sees updates to its shape, providing better protection to your hands. Supplied with a high-quality universal mounting kit that fits 22 to 28mm handlebars, they come in seven colours: black, white, red, yellow, green, blue and orange. We’ve handed them over to contributor, Jake Jackson, who’ll give them a thorough testing on his 2002-model KTM 300EXC ... which he regularly bins!

RRP $109.95 www.mx1australia.com.au

Spy Shot...

Decals – While the muffler decals look trick, they are easily damaged. After a few rides, the decals started to lift around the edges, so aim carefully with the pressure washer.

END-CAP

Megaburner – The header pipe’s Megabomb chamber is well placed, but can occasionally come in contact with your nylons, causing them to melt.

With a 100% new design, the lightweight aluminum end-cap gives you the option of installing the 94dB insert into the muffler, or a separate spark arrester/insert (available separately through FMF). A range of tuning options is always a good thing.

Dents – The titanium header and muffler are not quite as robust as their stainless steel counterparts, and they’re more likely to pick up dents from roost and rocks. So far, both held up well; we’ve only got a few minor dents on the inside of the muffler.

RRP $499.95 (4.1 RCT Muffler), $449.95 (Megabomb ti header) | www.mcleodaccessories.com.au FMF Racing has been manufacturing motorcycle exhaust systems in the US for more than 35 years. The titanium Factory 4.1 RCT muffler and “Megabomb” header pipe represents their latest and greatest full system for the modern-day four-stroke motocross machine. Constructed from premium titanium, both the muffler and header are lightweight, streamlined works of art.

gytr SLIP-ON MUFFLER

Verdict PerfOrmance Value It’s lightweight, performanceenhancing, maintenance-friendly and comes with a great quality of finish. It’s one of the best all-round exhaust systems on the market and covers all the bases if you’re looking to take your bike’s performance to the next level.

WHO’S IT FOR?

It’s aimed at any WR-F owner – from trailriders to Pro-level racers – who are looking to upgrade their WR450F’s unit. We’ve had one mounted to our long-term 2012-model WR450F T-Ride and not only did it instantly knock almost 2kg off the bike’s weight; we also noticed more torque and better throttle response. It looks a whole lot better, too.

RRP $349 per rim www.jtr.com.au

Looks – the GYTR muffler is sleek-looking with an exceptional level of fit and finish. Quality – the alloy and stainless construction results in an ultra-durable muffler. Ours wears several badges of honour to prove it. Weight – if you’re upgrading from the standard WR450F poo-shooter, you’ll instantly shave 2kg off the bike’s rear-end. Installation – manufactured alongside the development of the WR450F means the muffler installs with millimetre perfection.

CONs Noise – if you’re used to how unbelievably quiet the WR450F’s OEM muffler is, the first thing you’ll notice is the extra decibels from the GYTR unit. Not the best choice for long trailrides where comfort is top of the list.

Verdict PerfOrmance Value A high-quality product that will boost the performance your WR450F and give it swagger in the process. But earplugs will be required for longer excursions.

MX INK

CUSTOM FORK GUARD GRAPHICS

SM PRO White Platinum Rims

Up until now, it’s been impossible get white rims because you can’t anodise in white, and because the alternative (powder-coating) involves a process that turns the heat-treated extruded aluminium rims soft. Which ain’t ideal! Thanks to a special new two-pack paint made by auto industry paint specialists, PPG, it’s now possible to get a quality white finish on your SM Pro Platinum MX rims. The weekend after the guys from wheel specialists, John Titman Racing, sent us this image, Team H&H IMR rider, Lewis Woods, ran them on his race bike at the final round of the MX Nats at Coolum (along with a gold chrome graphics kit), and the things looked sweet. Yep, white is the new black!

PROs

The GYTR Slip-On muffler is an alloy and stainless steel replacement muffler for your WR450F (2007 through 2012). While still adhering to Motorcycling Australia’s 94dB noise regulations, the GYTR unit is lighter and claims to offer solid performance gains across the power range.

RRP (from) $39 | www.mxink.com.au

Verdict PerfOrmance Value Competitively priced fork guard graphics with a perfect fit and superb quality of finish. It’s a great way to customise your bike’s look or promote that new sponsor.

These custom fork guard graphics by MX Ink are a great way to customise your ride’s look and promote your sponsors in a prominent, highly visible position on your bike. They offer an endless range of backgrounds and designs, which can be combined with a sponsor/brand logo of your choice to create a trick-looking fork graphic. The material that the graphic is printed on is thick and durable, and yet nice and flexible to work with while applying them to the plastic. And the MX Ink decals fit perfectly to the plastics; there’s no need to trim off excess or stress about the graphic not lining up with your fork guards.

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RANDOM REGULAR EXPERTALK 5 REASONS

The Yanks won’t retain the MXoN’s Chamberlain Trophy in 2012. andy wigan

HERLINGS THE SPOILER Anyone who witnessed the Dutch kid’s lap times at the sandy Lierop circuit at Round 14 of the MX World Championship would be mad to bet against Jeffrey Herlings repeating the clinical towelling up of his opposition at the sand pit that is Lommel, home to the 2012 MXoN. Widely regarded as the best sand rider in the world – and by some stretch – the KTM-backed Herlings has every chance of claiming two moto wins at the Belgian MXoN. This means the Yanks will either have to stomach getting sand kicked in their faces, or face the prospect of crashing while trying to stay with the flying Dutchman.

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LAW OF AVERAGES Team USA is a shining example of making your own good luck. They are so well prepared that they leave little room for the bad variety. But with a record of 22 MXoN wins (including a 13-win streak from 1981, and are currently riding a seven-win wave), Team USA can’t beat the law of averages forever. Sure, the Yanks are big-stage performers and they’ve made an art form of ensuring their rivals are the ones telling bad-luck stories at the annual event’s post mortem, but in a sport with as many variables as motocross – and with such tough opposition this year – Lady Luck is bound to spoil their party sooner or later.

steve cox

THE EURO TEAMS Admittedly, if Team USA entered three teams, they’d all have ‘on paper’ chances of running top-10 at the MXoN – such is the depth of talent in the AMA Motocross scene. But the reality is that you can only enter one team, and Team USA (Ryan Dungey, Blake Baggett and Justin Barcia) will be up against several powerhouse teams whose riders will be vastly more familiar with the Lommel circuit than them. As always, America’s biggest threat will come from France, Italy and Belgium, but you’ve have to think that German, the Netherlands and New Zealand are all in with a realistic tilt at the 2012 title.

THE RDC FACTOR Being beaten by the Yanks is one thing; but being beaten by an American team managed by the great Roger DeCoster (himself a Belgian) in Belgium is a souldestroying proposition. The Flemish know all too well – in 1981, when the MXoN last appeared at Lommel, DeCoster was the driving force behind getting the Yanks to that event. Amid accusations that the five-time world champ was a traitor of the highest order, the American team took the win; the first of their record-breaking 13 consecutive victories. To have RDC repeat that humiliation would be to inflict irreparable damage on the Euros.

SPORTING CHANCE Sport’s all about love, hate and passion; about heroes, villains and emotion. So if one team dominates any particular arena for what starts to feel like an unreasonable period, forces tend to amass added pressure on them. Despite this mounting pressure, Team USA has managed to post an unblemished record at the MXoN since Carmichael, Windham and Tedesco won at Ernée in 2005. Europe’s collectively willing the Lommel track to prove a hoodoo venue for Team USA. In motocross, anything can happen. Imagine the upset if Lommel proved the start of a 13-year losing streak for the Yanks!

REGULAR RIPPING YARN

STORIES OUR SPORT IS BUILT ON

ripping yarn The strange series of events surrounding the night Chad Reed became Australia’s first ever AMA Supercross race winner. ANDY WIGAN

On February 2, 2002, at Indianapolis’s RCA Dome, in front of 60,000 screaming fans, 19-year-old Chad Reed won the opening round of the East Coast 125cc Supercross Series. In doing so, he became the first Australian to ever win an AMA Supercross race; an accomplishment that fulfilled the kid’s lifelong dream. It was also a feather in the cap of his team manager, Australia’s Craig Dack, who had played a major roll in signing Chad Reed to Yamaha of Troy. fter finishing runner-up to Mickael Pichon in the ’01 World 250cc MX Championship, and then going 5-6 at the opening two rounds of the 2002 250cc AMA Supercross Series in SoCal, Chad Reed is already firmly on the radar for factory team managers in the USA. But coming into the series that he’s actually contracted by YoT to race – the East Coast 125cc SX – Reedy is not in a good way. Two weeks prior, a practice crash has left him bruised and battered and unable to even get on the bike since. Somehow, Chad manages to put the pain out of his mind, and he looks sharp from the second he rolls onto the RCA Dome’s track. He qualifies fastest, just ahead of fellow Aussie, Amsoil Honda’s Michael Byrne. In the main event, Reedy gets an average start, but carves through the pack, locks onto the rear wheel of Pro Circuit Kawasaki’s Mike Brown, and challenges for the lead. Riding out of his skin, Byrne has simultaneously rocketed into third, and looks a chance of hunting down Reed and Brown. Williscroft and I look at each other in utter disbelief from the press box. Two Aussies running top-three in an AMA Supercross main – it’s unprecedented! Suddenly, Burner’s bike bogs on the triple’s upramp. He lands horribly short and with a sickening thud. Reed, meanwhile, blows by Brownie, immediately gaps him, and extends his margin each lap until the chequers. Williscroft and I tear down to the pits. By the time we get there, Burner has already been carted off to hospital, while Chad is sporting a split-watermelon smile

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geoff meyer

But the historic win wasn’t without incident. In fact, it was one of the most eventful nights of Chad Reed’s racing career. Having stayed with Chad and his girlfriend, Ellie, in the weeks leading up to that series opener, Transmoto’s Andy Wigan and the now KTM Off-Road team manager, Brad Williscroft, bore first-hand witness to a bizarre series of events that unfolded that night in Indianapolis. This is Wigan’s account of what went down...

from the podium. He’s just whipped Mike Brown, Buddy Antunez, John Dowd, Steve Boniface, Kelly Smith, Larry Ward, Greg Schnell and Brandon Jesseman, and he’s confronted by a large contingent of media, who seem to have collectively identified him as the next big thing. Officials are tugging at his jersey, insisting he get to the press conference pronto, but Jim Holley intercepts him for an online interview. Supercross legend, Ricky Johnson, then makes a beeline for Reed to congratulate him. “Who was that?,” Chad asks me, still getting a hurry-up for the press conference. When I realise he’s not joking, I tell him it was the great RJ himself. Craig Dack then discovers that Brown’s team has lodged a protest, arguing that Chad has jumped under the yellow flag – the one that marked Michael Byrne’s stretchered exit from the track – and Reed is summoned to answer some curly questions by AMA Racing watchdog, Duke Finch. Ten minutes later, he emerges with a $2500 fine. But the win stands. Media obligations complete, Chad’s attention then turns to Burner, so we all bundle into the hire car and head to the hospital. The joint is blood-stained bedlam. “I bet this isn’t how you expected to be celebrating a dream come true, mate,” I say to a wide-eyed Chad Reed. “No, it isn’t,” he sniggers. “I feel sorry for Burner, and I’d like to think that he’d do the same thing for me if I was in the same position. When you’re away from home, it’s all about friends and people you can depend on.”

The truth of the matter is that the two hadn’t spoken much in the lead-up to the series opener, as both Aussies regarded each other as their biggest title threat. Burner is not in a good way when we find him after a maze of Emergency Ward madness. He’s got tubes coming out of every orifice. Hectic doctors return sporadically to check on his progress, and the X-rays confirm he has fractures to ribs, ankle, spine and shoulder. His lungs are collapsed and he’s struggling for breath. When the drugs take effect, Burner’s pain finally subsides enough for him to speak. He rolls his eyes toward Reedy and asks, “Did you pass Brownie and win?” “Yeah,” is all Chad says; the importance of the achievement paling into insignificance in the company of a badly injured mate. After a long pause, Burner confidently predicts, “I would have passed Brownie and made the podium.” “Yeah, you would have. He was done after I got by him,” says Reedy. “But y’know what, Burner? Your crash cost me 25-hundred bucks, mate,” blurts Reed, with a smart-arse grin. Byrne musters half a smile himself and mumbles, “Yeah, well that crash cost me the championship!,” before the morphine takes hold and he drifts off into la-la land. It’s a classic moment to witness. One bloke on the top of the world and the other in the depths of despair – but both racers to their core; two mates on the other side of the world who can still share a joke at a moment in history neither will ever forget. Brad Williscroft and I sure won’t.

REED’S RECORD… BEFORE FEB 2, 2002 1999: Youngest rider to win the Australian 250cc SX C’ship. ● March, 2000: Youngest rider to compete in the 500cc class of the World MX C’ship. ● July/Aug, 2001: First Aussie to stand on the podium of the 250cc World MX C’ship, and first Aussie to win a moto in that class. ● Sept, 2001: Finishes second in the World 250cc MX C’ship – best ever result by an Aussie in the class, and matches Jeff Leisk’s second place in the 1989 World 500cc MX C’ship. ● Sept, 2001: At Belgium’s infamous Namur track, he becomes the first Aussie to ever win a moto at the MX of Nations. ● July,

SINCE FEB 2, 2002 From there on, everything that Chad Reed achieved was a first for an Australian: ● Wins East Coast 125cc AMA SX C’ship (2002). ● Wins World 250cc SX C’ship (2003). ● Wins AMA SX C’ship (2004, 2008). ● Wins AMA 450cc MX C’ship (2009). ● Wins Australasian Super X Series (2008, 2009, 2010). ● From 148 Supercross-class starts in America, Chad has now notched up 41 wins, 119 podiums and 126 top-five positions.

“Chad Reed is on top of the world and Michael Byrne is in the depths of despair, but they both share a joke to mark this magic moment in history.”

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REGULAR 3 PRIZED

Prized Possessions Craig Dack

MARTIN CHILD

raig Dack – surfing legend. Doesn’t quite have the same ring to it as multi-time motocross and supercross champion, but it might have been that way if the Dack household hadn’t moved away from Cronulla on the NSW coast when he was a seven-year-old nipper.

Arriving in the dusty, then paddocksurrounded suburb of St Marys, the young Dacka needed a new hobby. And after just one father-and-son trip to a local mini-bike hire area, he’d not only found a pastime, but also a profession. As future champions do, he won all the candy on offer at the local

Mr Motocross Trophies I’d always dreamt of winning the Mr Motocross series as a young rider and although I came second to Jeff Leisk in ’85, I didn’t have anything for him that year. However, I took the title on the following four occasions – 1986, ’87, ’88 and ’90 (the series wasn’t run in ’89). The three statues (the one celebrating my 1990 series win seems to be eternally lost in the post…) are a constant reminder of the best part of my Pro riding career, with 1986 the standout. Not just because it marked the start of the four-straight Mr Motocross wins, but also the fact that a fortnight later I rode the MXdN in Italy and finished fourth Outright.

BRETT STANLEY

Gymkhana events before turning to proper competition aged 16 – the minimum age in NSW back then. With a sponsored ride on a Yamaha in 1985, he ran second to Jeff Leisk at that year’s Mr Motocross series before winning the title a year later on a Honda. He then returned to blue,

Peter Jackson YZ250 This bike means so much to me as it’s from my last year of racing and was given to me by the team. It has pride of place in my house (though it has been borrowed on an occasion!). It hosts advanced-for-theirtime features – the fork’s factory, as are the ignition, gearbox and top-end, and it has widespread use of titanium and magnesium. However, I’m not the last person to ride it as it was stolen from our workshop after being exhibited at an event. Fortunately, I know some rather large gentlemen who ‘persuaded’ the new owners to give it back. The No.1 plate is from that year’s Australian MX and SX championships.

won three more Mr Motocross crowns and raced in both Oz and OS until ’92 when, “I was just plain worn-out”. For the last two decades, the former MX and SX champ has guided his CDR Yamaha team to an astounding 36 national titles and has no plans to stop the trophy hunt anytime soon.

Home & Garden My house sits on an acre of land in the coastal town of Torquay, Victoria. I bought the vacant block about five years ago and got heavily involved in the design of the new property. It’s a great satisfaction to see what starts as a sketch on paper, become my home. I’ve got a purpose-built room for my 1992 YZ250 and more than enough room to ride it in the garden. But that’s never going to happen as I’ve become a keen gardener (with an acre, there’s not much choice…). Throughout the racing season I’m constantly surrounded by people, so the house and garden have become my sanctuary away from the hustle and bustle of my working life.

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