Transmoto Dirt Bike Magazine – Issue 57

THOR stocklist contact: Gas Imports Australia Pty. Ltd. Ph: 03 8331-0300 | www.gasimports.com.au

CONTROL OVER CONFORMITY M A K E S TA N D O U T M O T O S 2 0 17 I S H E R E .

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WE ARE WOLVES

WE ARE THE BRAND FOR THE BOLD AND

FEARLESS, THE ARMOR FOR THE PURIST.

WE ARE THE FASTEST. WE GO THE BIGGEST.

WE HAVE THE MOST FUN. WE STAY TRUE TO

OUR IDEALS. WE BELIEVE IT MATTERS HOW YOU

MAKE IT, THAT STYLE AND AUTHENTICITY

DEFINE OUR INDIVIDUALISM.

WE RACE, AND WE RIDE. ALONE, WITH

FRIENDS, OR WITH OTHERS LIKE US. ON THE

TRACK, IN THE HILLS, AND ANYWHERE IN

BETWEEN. WHEREVER AND WHENEVER WE

CAN, WE ENJOY THE RIDE.

WE ARE DIFFERENT. WE ARE SHIFT.

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AMONG SHEEP

WWW.FICEDA.COM.AU

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Photo: Garth Milan

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WWW.FICEDA.COM.AU

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Photo: Garth Milan

JUSTIN BARCIA

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Inside JULY - AUGUST 2016 // ISSUE # 57

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EDITORIAL

FRAMED

Household goods and factory weapons.

Eye candy for those with an appetite for dirt.

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HIGH-DEF

BIKE: 2017 KX250F

Cinema-grade content you should not miss.

Stronger, slimmer, smoother; a much-improved machine.

42 EVENT: TRANSMOTO 8-HOUR A dozen dirtbags claim Dargo should be on your bucket list.

60 BIKE: 2017 HUSQVARNAS We hit Sweden to sample seven new-generation enduro models.

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SPORT: MX NATIONALS

PROFILE: AUSSIE FILMMAKERS

WEM’s Kevin Williams dishes up a mid-season series snapshot.

FourOhFour Films’ Ken and Amanda West check in from somewhere else.

106 BIKE: DUCATI 1200 ENDURO How serious are the Italians about their first off-road foray? Very!

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PRODUCT: KNEEBRACE GUIDE

EVENT: CLASSIC DIRT 12

Which brand do you need to be strapping to your legs, and why?

Conondale’s weekend-long, nostalgia-filled annual festival of dirt.

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TRANSMOTO EDITORIAL

HOUSEHOLD

WEAPONS FACTORY

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usqvarna’s motorcycle division may have been around since 1903, but since leaving its Swedish homeland in 1988, the brand has been anything but settled. Perhaps that’s why, for the past quarter of a century, it has never mounted a serious challenge to the world’s leading dirt bike manufacturers.

Whether you blame periods of inexplicable Italian management, a chequered reliability record, or inexperience in niche offroad markets under BMW’s ownership, something always seemed to derail Husqvarna’s momentum and ability to capture the dirt-bike public’s psyche.

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ANDY WIGAN

BLACK&RAD, ANDY WIGAN

So, back in 2013, when we heard that KTM had bought Husqvarna from BMW, nobody knew whether it’d mark the birth a successful new era for the world’s oldest motorcycle manufacturer, or just another temporary stopover for this Swedish-born refugee.

Well, just three years down the track, we appear to have our answer. Based in Austria, the ‘new-era’ Husqvarna is on track to sell 30,000 motorcycles by the end of this year, and has set its sights on becoming one of Europe’s top-three manufacturers.

All around the world and across several disciplines, its factory race teams are

kicking goals. And, as you’ll read in our ride impression on the new-generation bikes on page 60, its 2017 enduro models are now – along with their KTM cousins – the lightest and most technologically advanced competition enduro bikes on the market.

All of which made my recent trip to the brand’s birthplace of Huskvarna, Sweden, a fascinating experience. Admittedly, the Swedish launch for the 2017 bikes was patently orchestrated to reinforce Husqvarna’s proud Swedish heritage, and to divert attention away from the fact it’s now owned by KTM. Nonetheless, the trip offered a revealing insight into how, since

first making guns for the Swedish Crown in 1689, the company’s DNA was forged; in particular, its ability to adapt to a changing world by manufacturing products to suit.

Wandering through the Husqvarna Museum underlines the point. In times of war, the company supplied the military with

you covered whether you were a hunter or a housewife. Same thing if you were into motorcycles; for quite some time there, Husqvarna also made the most desirable motorcycles on Earth.

So while plenty of companies trump up their ‘heritage’, Husqvarna’s is thoroughly

“What a bizarre coincidence it is that every chainsaw, lawnmower and whipper snipper bearing the Husqvarna logo comes in a KTM shade of orange.”

MANAGING EDITOR

Andy Wigan | andy.wigan@transmoto.com.au DIGITAL CONTENT MANAGER

Kurt Teague | kurt.teague@transmoto.com.au ART DIRECTOR

Matt Holmes | online@transmoto.com.au EVENTS MANAGER

Robbie Warden | robbie.warden@3cmg.com.au weapons. And in times of peace, it churned out household appliances (whose labels, curiously, included “Weapons Factory” right up to the mid-1970s) for the masses.

Producing everything from sewing machines and chainsaws and lawnmowers, to meat mincers, blenders and irons, Husqvarna had

legit. But what a bizarre coincidence it is that every chainsaw, lawnmower and whipper snipper bearing the Husqvarna logo comes in a KTM shade of orange.

Perhaps it was always destined that these two innovative European brands would one day join forces.

SENIOR PHOTOGRAPHERS

FourOhFour Films | John Pearson

USA CORRESPONDENTS

Jason Weigandt, Eric Johnson

EUROPEAN CORRESPONDENT

Jonty Edmunds

CONTRIBUTORS

Geoff Ballard, Garry Blizzard, Mark Brown, Ben Bunda, Jeff Crow, Simon Cudby, Nick Dole, Ben Foster, Josh Green, Danny Ham, Ian Hancock, Eric Johnson, Mark Kariya, Scott Keegan, Derek Morrison, Tony Nolan, Grant O’Brien, John Pearson, David Pingree, Beau Ralston, AJ Roberts, Ken Roche, Damian Smith, Ryne Swanberg, Cameron Taylor, Ben Tuffy, Jason Weigandt, Amanda West, Peter Whitaker ADVERTISING MANAGERS

Warren Randell | warren.randell@coastalwatch.com Shane Newman | shane.newman@3cmg.com.au DIGITAL ADVERTISING

Miles Finlay | mfinlay@coastalwatch.com ADVERTISING DIRECTOR

Doug Lees | doug.lees@3cmg.com.au CEO, 3CMG

ISSN : 1839-0358

Jason Haynes | jason.haynes@3cmg.com.au SPIRITUAL LEADER

Kim Sundell | kim.sundell@coastalwatch.com Transmoto Dirt Bike Magazine is published 6 times a year by TDBM Pty Ltd, ACN 141 679 423, 681 Barrenjoey Rd, Avalon, NSW, 2107.

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.

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Motorcycle pictured with additional KTM PowerParts.

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HIGH-DEF VIDEO

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THE

SANDBLASTER Louis Calvin jumps aboard Motology Films’ KTM 300EXC and attacks the 2016 edition of the Hattah Desert Race.

ADAM RIEMANN

WATCH

JOHN PEARSON

NOW

T

he Hurt Of Hattah is the third of four epic YouTube video instalments I created this year as a creative way of introducing Louis Calvin to Motology Films.

The first instalment, Extreme Transition, showcased an old enduro guy (me) teaching a seasoned motocross Pro (Louis) the ways of enduro. The second was a little bit different; we took a 4WD – with our bikes on the back – deep into the Kimberley in Western Australia, and kind of compared motocross bikes with 4WDs. That was an awesome trip that really helped expand Motology’s online audience. So this third piece was all about attacking a national event, the 2016 Hattah Desert Race. We turned our 2016-model KTM 300EXC two-stroke into a sandblasting weapon that could run with the big four-strokes in the field for four gruelling hours. I largely kept myself out of this film, and put all of my focus on Louis, who had the potential to podium at the 2016 Hattah (as he did in 2014, scoring a third Outright on debut). This allowed me to film the entire journey properly, and to learn a lot as I took on my first official role as a ‘Team Manager’, bringing in Steve Mouritz at LC’s mechanic for the big race. Long story short, we gave it a good crack on a very small budget, but let’s just say it was a really sad ending for ‘The Sandblaster’ in the final hour of Hattah. Press play to live the experience.

WA N T M O R E ?

Check out the Transmoto website for results and more images from the 2016 Hattah Desert Race.

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GREATNESS LIES BEYOND YOUR COMFORT ZONE

The partnership between man and machine has its ultimate test on the motocross track. A sport of absolutes, it requires exceptional courage and determination to conquer the many challenges every rider will face. The progressive 2017 Husqvarna motocross range – an innovative balance between agility, power, usability and functional design.

Inspiring confidence and accompanying you on your journey to greatness.  All new WP AER 48mm forks  CNC Upper Triple Clamp  Magura Hydraulic Clutch  Carbon fibre subframe - strength & perfect weight distribution  Dunlop MX-3S Tyres  Traction Control on the 4-stroke models  Map switch on the 4-stroke models

Click thru for full features/benefits of the new 2017 range

www.husqvarna-motorcycles.com

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MONTHS WARRANTY PARTS ONLY

MONTHS WARRANTY PARTS & LABOUR

JASON ANDERSON

Photo: R. Schedl

Rockstar Energy Husqvarna Factory Racing Team

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AMA MOTOCROSS

Has the 2016 Lucas Oil AMA Pro Motocross Championship lost its flavour in the 450 class? It could be argued so, due to this year’s absence of Dungey, Anderson, Seely, Grant, Canard, Reed and more. It could also be argued that the series has never been more entertaining, thanks to the next generation of hotshots competing, such as Roczen, Tomac, Musquin and Wilson. Would you have paid money to see this in person at the Washougal National? Case closed!

GARTH MILAN / RED BULL CONTENT POOL

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HATTAH DESERT RACE Tye Simmonds sent shockwaves through the Australian motocross industry when he announced his retirement from full-time racing back in 2013. The Boy from Bourke couldn’t stay away from dirt bikes too long, though, and was signed to the KTM Enduro Racing Team two years later. The move paid dividends, as he’s since gone on to claim an International Six Days Enduro title on debut, as well as a coveted Hattah Desert Race victory in July this year. In doing so, he joins an elite list of winners, including Toby Price and his KTM Team Manager, Ben Grabham.

JOHN PEARSON MEDIA

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WHEELS & WAVES

The annual Wheels and Waves Festival plays host to the artistry of burning rubber and melting wax beside the sea at Biarritz, France, each June. The family behind Wheels and Waves has created something close to a mystical reality, which must be seen to be believed. From humble beginnings, it has transformed into an international melting pot of authentic street and beach culture, featuring custom garages, moto brands, surf events, drag races, art exhibitions, rides through the Pyrenees, plus beer, food, bands and classic European culture one only dreams about. Pictured here is the El Rollo flat track event, hosted in nearby San Sebastien, Spain, showcasing custom rides.

OLIVER SCHINDLER

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AORC BRAVEHEART

When other bikes and riders were dropping around them, Daniel “Chucky” Sanders, Tye Simmonds and Jack Simpson demonstrated resilience in one of the most testing Australian Off-Road Championship rounds ever seen at Hedley in Victoria. The KTMmounted trio all won their class in Saturday’s three-hour cross-country, which served up wind, rain, sleet and hail (on terrain that was largely covered in water before the event even began), before dominating Sunday’s sprint round. Larrikin Chucky bathed in mud on the other side of the finish line, laughing in the face of the diabolical conditions.

JOHN PEARSON MEDIA

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BIKE 2017 KX250F

TEN 2017

TRUTHS Ten things we learned about Kawasaki’s much-overhauled 2017 KX250F at the bike’s Australian media launch.

W

ANDY WIGAN

e’re a few corn chips and Coronas into our Mexican meal when Kawasaki Australia’s National Sales and Marketing Manager, Robert Walker, fields a phone call from the guys who run Ride Park.

Kawasaki has hired out the popular riding complex west of Melbourne to stage the media launch for their totally revamped quarter-litre motocross bike, but from the look on Walker’s face, the news from the track is not good.

“The Ride Park guys say most of the track is underwater,” he says, after putting the phone down. “It’s been raining all day, and it’s forecast to pour all night and most of tomorrow. Great for jet skis, but not ideal for dirt bikes. If the track remains unrideable, we may have no choice but to call tomorrow off. Anyway, enjoy your meals tonight. We’ll just have to play it by ear with conditions.”

Sure enough, it buckets down all night. As dawn breaks, it’s frigidly cold and bleak and sideways rain continues to lash the MX track

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JEFF CROW

that’s best known for its chocolate cake-mix loam, but which now resembles a massive, poo-brown lake with barren, tabletop-shaped islands. But something else has happened overnight – an all-new track has materialised in what had been Ride Park’s carpark. It quickly becomes apparent that a late-night conversation between Walker and the Ride Park crew has prompted an ingenious solution. Working through the night, the boys have literally built a mini moto track from scratch. It might be a little tight, but its dirt appears to drain well. And the first two-wheeled guinea pigs establish it’s not only rideable, but good fun and pretty damn photogenic, too.

Admittedly, the small track makes it difficult to get a comprehensive gauge on the 2017 KX250F’s true potential. But the experience nonetheless gives us a much better feel for this new-generation KX250F. Here are the 10 main things we learned about the 2017 bike’s character at the launch...

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BIKE 2017 KX250F

1. NOT JUST REFINED; REINVENTED! The 2017 KX250F has some carry-over elements from its predecessor, but not many. The bike’s upgrades run much deeper than the completely new tank, seat, radiators and bodywork that we first saw 12 months ago on its 450cc sibling. Like the 2016 KX450F, the 2017 KX250F also gets a totally revamped frame and swingarm.

But in addition to that, the 2017 250 gets a much-revised engine that pumps about more power and sits more upright in the chassis to centralise mass and improve manoeuvrability, plus different spring rates and damping specs in both the fork and shock. That all amounts to a ground-up rebuild, in our eyes.

It’s 1.7kg lighter than its predecessor – half of which was trimmed from the chassis and half from the engine. We’re talking a curb weight of just 104.5kg, if you believe Kawi’s brochure, or less than 99kg with fluids and no fuel. And that makes it one of the lightest machines in the quarter-litre MX bike class.

4. CLASS-LEADING ADJUSTABILITY Given that the 250cc class tends to be populated by young riders with vastly different heights and weights, being able to customise the cockpit is a genuinely advantage.

And the KX250F continues to outshine its rivals when it comes to adjustability. In addition to the four-position (and 35mm range) of handlebar mount options, the 2017 KX250F also comes with adjustable footpeg height, a

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fork with an external spring prel three different plug-in FI (fuel in couplers to alter the power chara and a Launch Controller that giv fourth map for starts. In fact, you also argue that the KX250F’s uni Keihin dual-injector EFI system facilitates an added level of tuna For those who want an even mo

2. DESIGN BRIEF ACHIEVED For 40 years, Kawasaki has articulated the same design philosophy for its motocross models: “To put mid-level to expert riders on the top step of the podium”.

Nothing’s new for 2017, though it seems to be standard practice these days for the marketing team to wheel out three catchy words to encapsulate a new model. For the 2017 KX250F, those words are: Faster, Smoother and more Manoeuvrable.

So, is there substance to that trilogy of catchy claims? Absolutely. Given that the KX250F’s engine output had fallen behind

load adjuster, njection) acteristics, ves you a u could ique m in itself ability. ore

a few of its rivals, Kawasaki fans will be pleased to hear that the 2017 powerplant has more torque and outright power across a majority of the rev range, which creates a smoother and more versatile style of power.

And the new 2017 bike’s manoeuvrability is clearly enhanced via both the outright weight savings and the centralising of the bike’s mass – largely via the more upright engine and lower fuel tank. Add to that mix the bodywork’s smoother interface with the rider, and it’s fair to say that Kawasaki has nailed the three-pronged design brief.

“The 2017 bike’s cockpit has a much racier look and feel and it brings your natural seated position further forward on the machine.”

3. A VERY DIFFERENT WORKSTATION

sophisticated level of engine tuning, the handheld KX FI Calibration Controller allows trackside map changes without carting your laptop into the elements. This $900 accessory is not as cheap as Yamaha’s equivalent ($400), but it does come with seven pre-set maps and offers a greater range of adjustment to fuel and ignition parameters. It’s also adjustable in smaller increments for more precise fine-tuning of maps.

The 2016 KX250F’s cockpit was beginning to feel a little dated. It was wider through the girth and radiator shrouds than several of its more recently updated classmates, and the shape of the seat and tank put you in a less aggressive position on the bike. Well, things have changed drastically in the 2017 250’s cockpit.

With the new frame’s spars now 6mm slimmer, the all-new fuel tank 20mm lower, and the seat noticeably flatter, the 2017 bike’s cockpit has a much racier look and feel and it brings your natural seated position further forward on the machine.

Complementing these changes are the new angled radiators (they now face inwards by 10º and allow the tips of the shrouds to be 20mm narrower) and seamless new bodywork – all of which makes it way easier to freely shift your weight back and forth on the bike. The bevelled top edge of the radiator shrouds is particularly effective in ensuring there’s nothing to snag your boots or kneebraces on when cranked over through ruts. Cleverly, Kawi’s designers have also managed to increase the fuel tank’s capacity during this ergo revamp process (from 6.1 to 6.4L).

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BIKE 2017 KX250F

“The 2017 engine’s broader and more responsive power has made it much more versatile than its predecessor.”

6. A NEW CHASSIS PHILOSOPHY For some years, Kawasaki’s 250 and 450cc KX-F have tended to work better for riders who steer with the rear wheel, rather than point-andshoot pilots who like to sit forward and turn the bike around the frontend. The revised chassis on the 2017 KX250F, however, represents a marked and intentional shift toward the latter. To us, the combination of a cockpit that now prompts you to sit further forward, a frame that’s designed to with extra flex for a more compliant front-end, and a fork that runs a firmer spring and plusher valving, is all evidence that Kawasaki’s design team has focused on building a bike that prefers to be turned with its front-end.

That makes sense for two reasons. First, a majority of riders don’t have the throttle control and/or fitness to properly steer the bike with rear-end for an entire moto. And second, when a bike’s front-end is doing what you ask of it, the rear tends to follow suit.

And that makes for a more enjoyable riding experience. That said, with the all-new swingarm and linkage, the 2017 KX250F seems very sensitive to rider sag settings (as the 2016 KX450F proved to be), and the difference between 100 and 110mm is night and day on the track. With the rider sag set at the recommended 105-106mm, the 2017 bike turns in with less rider input than its predecessor and hobbyhorses less through a series of braking bumps, and yet the chassis’ stability at higher speeds isn’t compromised. In other words, it’s more composed and predictable.

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5. THE ENGINE’S NOTICEABLY BETTER Funnily enough, Kawasaki didn’t make much of a song and dance about the upgrades to the 2017 engine’s power; instead suggesting that the modest 1kW (1.3hp) peak power gain was less significant than the 800g weight saving for the new mill, or the fact it now sits more upright in the frame to minimise the impact its rotating mass has on handling. Our first impressions on the test track, however, suggest the 2017 engine is significantly feistier – particularly through the midrange and top-end. Even in the power-sapping sandy berms on the Ride Park test track, it was happier to

carry third gear without resorting to much clutch, and more responsive at lower revs. We’re looking forward to cutting some laps on a faster track (and on hardpack terrain, where traction’s at a premium), but our initial impression is that the 2017 engine’s broader and more responsive power has made it more versatile than its predecessor. We suspect this has a lot to do with the new bike’s lighter piston, visibly (13.2º) straighter intake routing for more efficient induction, and the tweaks made to the upstream injector in what remains the only dual-injected bike in the class.

Also adding to the engine’s versatility for the average owner is the three plug-in FI couplers.

For those bamboozled by the complexities of fuel injection, this plug-and-play system is quick and easy, and for a majority of people, it’ll mean there’s no need to fork out for the $900 FI Controller.

With the couplers, all you need to do is remember that the ‘Soft’ and ‘Hard’ plugs refers to the terrain type, not the power. In other words, the ‘Soft’ coupler gives you more aggressive power, which is suited to softer terrain, and vice versa.

7. SUSPENSION BALANCE For 2017, Kawasaki has opted for a heavier spring rate (9.8N/mm) in the fork, but a lighter (52N/mm) shock spring. If you look at those changes to its Showa suspension package in isolation, you could be forgiven for thinking the designers were looking to create a more rear-set chassis balance for the 2017 KX250F. But closer inspection suggests that that’s not the case. First of all, with an all-new swingarm and rising-rate linkage ratio, it’s impossible to directly compare the 53 and 52N/mm shock springs on the 2016 and 2017 models, respectively. Secondly, it’s much more likely that the firmer fork spring (and plusher valving) was fitted to complement the changes to the frame’s rigidity. Because if you compare the upside-down Y-section where the downtube meets the cradle, you’ll see how completely different the new frame’s architecture is (the 2016 frame’s welds are now replaced by a one-piece cast Y-section). In short, it’s made with extra flex to give the rider better feel back through the handlebars.

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BIKE 2017 KX250F

8. THE COMPONENT SPEC ROCKS These days, we expect purpose-built motocross bikes to come with plenty of go-fast fruit as standard equipment, but the Kawasaki probably comes with more notable components than average – certainly when compared to the other three Japanese brands. Cast your eyes over the bike and you’ll notice the special self-lubricating alumite coating on the fork’s sliders; a 270mm oversize front brake disc; the factory-look, brushed-alloy finish on the SFF fork’s stanchions; green alumite engine plugs, fork caps and shock adjuster; and durable in-mould graphics on the radiator shrouds. Add to this the black-alumite rims and shock reservoir, skidplate and case protectors, and Dunlop’s all-new MX3S tyres, and the package’s head-to-toe componentry is not easy to fault.

Even the standard ignition cover looks like it’s straight off a factory MXGP race bike. The only thing that looks out of place is the porky muffler. Yes, it produces an exhaust note that stops well short of obnoxious, but it seems at odds with the bike’s otherwise impeccable lightweight and mass centralisation standards.

There’s lots of evidence that Kawasaki’s design team has focused on building a bike that prefers to be turned with its front-end, not steered with the rear.”

SECOND OPINION

9. DESIGNED FOR RACERS Even though the new bodywork and airbox leave the air filter visible through the triangular cut-out above the left-hand sideplate, the foam remained remarkably free of dirt after a day’s riding at the launch. We reckon this has got to do with the fact the airflow to the filter is now more evenly dispersed – thanks to the two new small airbox intakes at the rear (where each corner of the seat meets the rear guard) and another triangle above the right-side sideplate, which is designed so it’s easy to cut out and allow the engine to breathe even easier when a more serious racer fits a free-flowing aftermarket pipe.

10. SHE’S A LOOKER With the all-new bodywork, flat seat and redesigned front guard, the entire 2017 bike has a much more modern silhouette. And in the cold, hard light of day, that minimalist, ‘factory-inspired’ styling actually makes it a distinctively good-looker for a production dirt bike. At least, a greater majority of those attending the launch thought so.

PRICE & ETA The 2017 KX250F will be in dealers by late July at an RRP of $10,499, which is $500 dearer than its predecessor. For a more comprehensive insight into the upgrades made to the 2017 machine, check out Kawasaki Australia’s website.

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BRET TRIGG 24, 186CM, 78KG

“I was amazed that I felt comfortable aboard the KX250F straight away. Like my Transmoto project bike, a 2016 Honda CRF250R, the new Kawi’s ergos are very slim and streamlined, which makes it really easy to shift your weight around, and I found the seat/bar/peg relationship comfortable in both sitting and standing positions. The KX-F’s controls fell perfectly to hand, so the adjustment process for me was virtually non-existent. The tight nature of the test track and wet sandy conditions made it difficult to get a proper feel for the suspension’s potential, but in the slow corners the bike’s steering felt very direct and predictable and it was super-easy to flick from side to side. For a standard 250F, it’s amazing how good the power is because I could easily carry third gear through many of the slower corners, and the engine refused to bog down in the heavy, wet sand. To me, it felt like its power was broader and stronger than my Honda. You could short-shift or rev the Kawi and the throttle response was always there at an instant. I reckon it’s a bloody good-looking bike, too.”

ONE BRACE. EVERY SPORT.

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PROFILES 8-HOUR PEOPLE

2016

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2016

YEA R

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WH O:

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Steve Squires

VI CT OR IA 16- 17 AP RIL

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DARGO

Yes

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INS URA NCE :

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Chris ick Warw

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WHO: A YZ450F-MOUNTED VICTORIAN RIDER (RIGHT) WHO’S STARTED 16- 17PRO AP RIL INS URA TO NOTCH UP SOME IMPRESSIVE TOP-10 OUTRIGHT FINISHES AT THE YAMAHA NCE : AUSTRALIAN OFF-ROAD CHAMPIONSHIP. TEAMED UP WITH JAKE BLACKWOOD (LEFT) AT DARGO, DAVEY TOOK BOTH THE PAIRS-CLASS AND OVERALL WINS.

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Chris Davey

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LOC ATI ON:

DARGO

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HE SAID: “I’ve known Christian from the Dargo River Inn for a while and when he asked for a hand to build the track for the 8-Hour, it was the first I’d heard about the event.

Christian really wanted everything about the Dargo event – the track, the pits, the whole experience – to be just as good as the other Transmoto events he’d been to.

“The coverage I’d seen from the Transmoto 12-Hour at Batemans Bay made it look awesome, so I decided to team up with 17-year-old Jake Blackwood for the 8-Hour. We totally dropped the ball with the self-regulating start rider, which meant we started the race from the very back of the field. But it wasn’t as bad as we’d initially thought. The conditions were perfect so there was no dust, and because 44

VI CT

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LOC ATI O

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Michael

VI CT OR IA

DAT E:

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NAM E:

DARGO

VI CT OR IA

DAT E:

INS URA NCE :

LOC ATI ON:

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16- 17 AP RIL

INS URA NCE :

Yes

heaps of people were getting stuck on technical sections, we made up a lot of positions in the first few laps. We started off doing two-lap stints, but as the track got brutal pretty quickly, Jake went back to doing one-lap stints while I kept up the two.

“As a Pro rider, it was nice for me to race for fun and without the pressure. It was a bloody good event – an awesome venue, well-organised, perfect conditions, great atmosphere, good pub food and beers, and cool trophies.

We also took home a couple of 360fly cameras for the win.

I’ve always enjoyed pony express-style events, and you guys have got the formula nailed. I’m looking forward to do some more Transmoto events now.”

LOC ATI ON:

DARG

VI CT OR

DAT E:

16- 17 AP R

INS URA NCE :

Y

2016

2016

ST AF F

2016

ST AF F

WHO: WHO: WHO:

WHO:

TH E VO LU NT EE R:

Phoebenell S

NAME:

LOCAT ION:

DA RG O

TH E CO ME DIA N:

Sandy kin Wat

NAME:

LOCAT ION:

DA RG O

TH E TIM ING DU O:

Steve uires Sq

NAME:

LOCAT ION:

DA RG O

Yes

Yes

16-17 APR IL

Yes

Michael

NAME:

l Turnbul LOCAT ION:

DA RG O DATE:

DATE:

DATE: WHO: A VICTORIAN-BASED DIRT BIKE ENTHUSIAST WHO SHOT TO 16-17 APR IL 16-17 APR IL PROMINENCE AT THE 2015 TRANSMOTO 12-HOUR, INSUR ANCE: WHERE HER TEAM INSUR ANCE: FINISHED SECOND IN THE MIXED TEAM-OF-4 CLASS.

DATE:

TH E CL UB MA N:

VIC TOR IA

VIC TOR IA

VIC TOR IA

VIC TOR IA INSUR ANCE:

2016

YEAR

YEAR

YEAR

YEAR

16-17 APR IL INSUR ANCE:

Yes

YEAR SHE SAID: “Back in 2014, I was sitting on a park bench, the event from an organiser’s perspectiveYEAR because I have YEAR contemplating my life’sYEAR journey, when a mate came up to always had a passion for the sport and I’d like to run my me, desperate that I join him in an event called the own events. In fact, the experience prompted me to run a Transmoto 12-Hour at Batemans Bay. I couldn’t pass the training day for women – where more than 30 turned up – offer up, and that 12-Hour actually kicked off my desire and set the wheels in motion for a bunch of other exciting WHO: WHO: toWHO: get into racing. I loved the fun, laid-backWHO: atmosphere, opportunities with events.

TH E WI NN ER : AN : Dargo NM12-Hour, E IRO Bay so I went back to the 12-Hour in 2015 with another groupEE P: “Compared withTH the Batemans SW E TH NAME: L: OU and we came home with a &Scrack, ARit T HEgive E to ofTH mates a real really stood out for NAME: its hilly and technical terrain. When NAME: NAME: place in the Mixed Team-of-4 class. second we marked it out, I think we were all in denial about how “This year, I had every intention of competing in the difficult the track actually was, so it made sense that you Transmoto 8-Hour at Dargo, but it turns out I’m pregnant; guys tamed the original track down a bit by removing some baking my own little podium-winner. I still wanted to get of the nastiest sections. I loved every part of the weekend – LOCAT ION: involved so I helped with the track prep and marking, sweep the atmosphere, theLOCAT people, the roar of the bikes, the cool ION: ION: LOCAT riding on the Sunday, and generally giving you Transmoto attitude of the crew that brought the event to life, and the LOCAT ION: guys a hand wherever you looked like you most needed it friends I’ve made by simply being part of it. Yep, you guys VIC TOR IA VIC TOR IA DATE: throughout the weekend. I found it interesting experience are stuck with me now!”

IA TOR VICto

2016

ST AF F

Garet hoo per ScJoenttnison C DA RG O VIC TOR IA DATE:

16-17 APR IL INSUR ANCE:

Yes

DA RG O

Chriasrwick W

DA RG O DATE:

DATE:

16-17 APR IL INSUR ANCE:

Yes

2016

2016

2016

16-17 APR IL INSUR ANCE:

Yes

Chris vey Da

DA RG O 16-17 APR IL

INSUR ANCE:

Yes

45

PROFILES 8-HOUR PEOPLE

2016

YEAR

2016

YEAR

V IP WHO:

LU BM AN :

chael

nbull

TH E LA ND OW NE R:

Steve Hall

NAME:

EA RT H MO VE R LOCAT ION:

O

DA RG O DATE:

16-17 APR IL INSUR ANCE:

V IP WHO:

TH E SP ON SO R:

M ic hael Poynton

HE NAME: SAID: “After my initial conversation with Christian Barrett [owner of the Dargo River Inn] about running an event here, it all came together pretty damn quickly. I know a few of the key people in the Wellington shire – Mark Coleman, in particular, who I knocked around with as kids – and that helped get things across the line a bit quicker.

LOCAT ION: It’s always good to have local people involved with an event like this, and I was amazed to see how many of Christian’s mates VICwere TORhappy IA to donate their time to help out, too.

DATE: Christian and his wife are great people; a young couple 16-17 APR IL having a go and making a new life for themselves here at INSUR ANCE: Dargo. There was a time in my life when I was doing it tough,

DA RG O

VIC TOR IA

s

2016

YEAR

WHO: LONG-TIME DARGO RESIDENT AND OWNER OF THE LAND THROUGH WHICH MUCH OF THE 2016 8-HOUR TRACK WAS CUT. HE’S THE OWNER/OPERATOR OF H&H CONTRACTING – AN EARTHMOVING BUSINESS, WHICH CAME IN VERY HANDY FOR THE EVENT.

Yes

Yes

46 YEAR YEAR YEAR

so I was only too happy to help them out with things such as getting the other landowners on board and doing some earthmoving work on the track.

“At the event itself, Christian took me in the Can-Am up to a few of the many vantage points, and it was pretty exciting to sit back and watch what was happening on our land. The track was challenging, but it obviously struck a chord with riders because I spoke to a heap of people who’d travelled a bloody long way to ride the event and they all loved it. And some of the footage I saw of the event afterwards was magnificent. No doubt that’ll attract even more entrants for next year.”

2016

ST AF F

y at kin

WHO :

TH E TI M IN G DU O:

Steve uires Sq

NAM E:

LOCATION :

DA R G O

Yes 2016

YEAR

ttnison n

O

TH E IR ON M AN :

Chriasrwick W

NAM E:

LOCATION :

DA R G O VIC TO RI A DATE :

LOCATION :

DA R G O INSU RAN CE:

WHO :

EE P:

l l u b n r Tu

2016

VIP WHO :

TH E LA ND OW NE R:

Steve Hall

NAM E:

EA RT H M OV ER LOCATION :

DA R G O

TH E SP ON SO R:

M ic hayenlton Po

NAM E:

LOCATION :

DA R G O

VIC TO RI A

VIC TO RI A

DATE :

16- 17 APR IL

DATE :

Yes

17 APR IL OF THE YARAM MOTORCYCLE INSU RAN CE: WHO:16TREASURER CLUB, WHICH JOINED INSU RAN CE: FORCES WITH TRANSMOTO TO PROCESS THE ENTRIES AT DARGO.

Yes

16- 17 APR IL

DATE :

2016

Michael

NAM E:

DATE :

16- 17 APR IL

YEAR

TH E CL UB M AN :

VIC TO RI A

VIC TO RI A INSU RAN CE:

VIP WHO :

WHO :

ED IA N:

2016

2016

YEAR

2016

YEAR

YEAR

YEAR

YEAR

Yes

HE SAID: “With about 100 members, we’re only demographic of the entrants; people who were YEAR YEAR a small club, but we’ve held a round of the Gippsland there more for the relaxed atmosphere and the YEAR Motocross Championships for the last 30 years, entire weekend’s experience, rather than just being which is the club’s main source of income. We also result-focused like the full-blown racing scene is. run a Viper round, plus we have our own motocross It actually reminded me ofWHO a GNCC in the States, : WHO : to. track that members can use whenever they want where a lot of people just rock up on theNday and ANAGER: M WHO : THE EVE T R: As I’ve been riding off-road all my life, I’ve been E LA ND ‘run OW what they brung’.

NE TH E: R:more enduro events W IN NE looking some into “I’ve raced a few GoldenNAM Beach 6-Hour races and E introduce TH to NAM E: AN IC BL PU the club. the like, but I’ve got to say that the 8-Hour track at NAM E: We ran a round of the Victorian Off-Road Series last year, so after hearing good things about Dargo was tougher than I expected. It was a fantastic Transmoto’s 12-Hour and 6-Hour events, we jumped track and the conditions were great, but the terrain at the opportunity at getting involved for Dargo. around Dargo is mountainous and unforgiving in “Aside from the sheer scale of the 8-Hour, it was places. Physically, people will have TION : known they’d LOCA LOCATION : interesting for us as a club to observe the different ridden that track.”

2016

Chris avey D

LOCATION :

DA R G O VIC TO RI A DATE :

-17 APR IL

VIP

2016

C hr ist ian tt Bar re DA R G O VIC TO RI A DATE :

16- 17 APR IL INSU RAN CE:

ST AF F

2016

Robbie arden W DA R G O

VIC TO RI A DATE :

16- 17 APR IL INSU RAN CE:

47

016

ER:

PROFILES 8-HOUR PEOPLE

2016

YEAR

VIP WHO:

THE SPON SOR:

M ic haenlton Poy

l

NAME:

LOCATION:

DARG O

VICTO RIA DATE:

16-17 APRIL INSURANCE :

016

Yes 2016

YEAR

STAF F WHO:

R: TH E EV EN T MA NA GE

NER: CAN

bie en b o R ett Ward NAME:

LOCATION:

DARG O

VICTO RIA DATE:

16-17 APRIL

INSURANCE :

Yes

WHO: DIRECTOR OF MELBOURNE-BASED MOJO MOTORCYCLES, DISTRIBUTOR OF SHERCO MOTORCYCLES (AMONG OTHER PRODUCTS); ASSOCIATE SPONSOR OF THE EVENT. HE SAID: “A few of our guys from Mojo Motorcycles had attended previous Transmoto events and they’d been in my ear for a long time about how fun they are. So with the 8-Hour being your first event in Victoria, I really wanted to come along a have a look for myself. I’m only an average rider, so I found the course very challenging, but it was an awesome event nonetheless. For brand awareness, Sherco invests in national-level enduro and desert racing, but we see real value in getting involved at a grassroots event like the 8-Hour. It’s an environment that lets us engage with the weekend warrior guys, who make up the majority of

48

the dirt bike market here in Australia, and get better bang for our buck. Obviously it’s a race, but the relaxed atmosphere and emphasis on riding as a team makes it more fun. Plus it gives punters more time to meet other entrants and enjoy the experience.

“Dargo itself is renowned for being dirt bike-friendly and it had always been on the bucket list for me, so it was good to tick that off. And having the Dargo River Inn right there at the staging area was fantastic. All in all, it was a really enjoyable weekend away, and it was nice to see that Sherco is making inroads as a brand.”

VI CT OR IA

16- 17 AP RIL

16- 17 AP RIL INS URA NCE :

16- 17 AP RIL

DAT E:

DAT E:

INS URA NCE :

Yes 2016

INS URA NCE :

Yes

Yes

2016

WHO: A FUNNY-AS-F#@K, SYDNEY-BASED TRADESMAN WHO HAS RACED SEVERAL TRANSMOTO EVENTS. FOR THE 8-HOUR, HE TEAMED UP WITH HIS GOOD MATE, DEAN HOLMES, IN A PAIRS-CLASS TEAM CALLED ‘THROTTLE HOGS’.

ST A FF

WHO :

WHO :

TH E HE AR T &S OU L:

LOC ATIO N:

DARGO VI CT OR IA DAT E:

16- 17 AP RIL INS URA NCE :

Yes

T H E IR O N M AN :

T H E W IN N ER :

Chris avey D

HE SAID: “I had so much fun at the 8-Hour, but it sure wasn’t just three laps into the event, I was in a fair bit of pain and I felt E: the easiest of days. I had planned to ride my CRF450R, but two every single bump on that last lap.NAM It was agony. Which is why I NAM E: days before the event, I discovered it wouldn’t be back from nailed some back-to-back beers after we finished.

The next day, NAM E: the workshop in time. And that left me in a bit of a pickle. My after getting home, I went to hospital and discovered I’d busted teammate, Dean, has had a 1994 YZ250 under his parents’ three ribs, bruised my spine and busted two bones in my ankle. house for 10 years, so he suggested I race that instead. With the “I’ve actually framed the ‘Start Ya Bastard’ award you limited time, I didn’t have too many options, so we gave the old blokes gave me at the presentation and hung it proudly on N: what that award YZ a quick freshen up and showed up at Dargo ready to rock the wall in my house. I’m not exactly sure LOC ATIO ATIO N: LOC and roll. Its engine was on-point, but the suspension felt like a was for. On the Saturday night at the pub, everyone was LOC ATIO N: pogo stick on a soggy mattress. And with a couple of laps to go, telling me I wouldn’t last a lap on the old YZ, so maybe OR IA VI CTsome something snapped in the carb and the thing wouldn’t rev, so laps on one IAthe award was simply for smashingDATout E: OR CT VI I had to jump on Dean’s KTM 300EXC. We ended up eighth in of the oldest bikes in the paddock.

Whatever the case, I’ll DAT E: VI CT OR IA RIL 17 APand 16-event the PairsDAT class take it as a memento for an awesome memorable E: and 30th Outright, which we thought was pretty : NCE URA INS 16- 17 AP RIL bloody good forAP a couple few weekend. Wait till you see what we’ve got in store for the URA NCE : RIL of lads who rocked up to have aINS 16- 17 : NCE URAof INS beers and lots fun. next Transmoto event – three 2000-moel YZ125s with pink“I wasn’t feeling too good after the event, and not just because anodised rims and special ‘Start Ya Bastard Little Rippers’ of my crap suspension and that gnarly track. After crashing graphics kits for all three.”

T H E SW EE P :

t t o c S h t e r a G oo per Jennison C NAM E:

2016

YEAR

2016

WHO :

WHO :

Yes

YEAR

YEAR

YEAR

INS URA NCE :

DARGO

Yes

Chriasrwick W

DARGO

Yes

DARGO

Yes

49

PROFILES 8-HOUR PEOPLE

WHO: ONE OF AUSTRALIA’S MOST HIGHLY CERTIFIED MOTORCYCLE EVENT OFFICIALS (RIGHT), WHO REGULARLY TEAMS UP WITH SIMILARLY QUALIFIED “LORD” DANNY GRAHAM (LEFT) TO HANDLE THE TIMING SERVICES AT TRANSMOTO EVENTS.

2016

6

:

THE COM EDIA N:

Sandy in Wat k

NAME:

LOCATION :

DAR GO VICTO RIA DATE:

16-17 APRIL

50

STA FF WHO:

WHO:

INSURAN CE:

2016

Yes

2016

YEAR

YEAR

YEAR

THE TIM ING DUO :

Steve ires Squ

NAME:

LOCATION :

DAR GO VICTO RIA DATE:

16-17 APRIL INSURAN CE:

Yes

HE SAID: “Danny Graham and I have been involved with countless races and events around the country, but we’ve become regulars at Transmoto’s events because we always enjoy ourselves at them. They’re well run by a great bunch of blokes WHO: and theyWHO: seem to attract good-natured punters. We enjoy the relaxed atmosphere, and doing the timing is not as intense as the national-level events we also officiate at. People are there NAME: to enjoyNAME: themselves with their friends, rather than being supercompetitive and single-minded about winning. Having said that, all the equipment we use is the same as what we’ll use at an Australian Championship event.

“Danny and I are both qualified as a Steward, Clerk of Course and Venue Inspector, so we’ll often swap roles from one event to the next. At the events, if one of us in up to the eyeballs handling some LOCATION : : issue, theLOCATION other makes sure he doesn’t go hungry. As long as Danny has his smokes and a couple cups of coffee, he’s content [laughs].

“When you run what I call ‘premier events’, you’ll always have VICTO RIA VICTO people who’ll haveRIA it on their bucket list and travel a long way to DATE: tick it offDATE: that list. Funnily enough, Danny and I almost didn’t make 16-17 APRIL 16-17 it to Dargo at all.APRIL On the way there, our Navman sent us on some INSURAN CE: INSURAN CE: crazy goat trail from Mount Hotham. We cooked our brakes and took the front of the van off when we hit a kangaroo.”

THE CLU BMA N:

Michael

l l u b n r u T

VI P

THE LAN D

Steve

EAR TH M

DAR GO

DAR GO

Yes

Yes

AR

Yes 2016

2016

on

2016

YEAR

AR

2016

V IP

WHO:

TH E IRO NM AN :

Chriasrwick W

NAME :

LOCAT ION:

DA RG O VIC TO RIA DATE:

16-1 7 APR IL INSUR ANCE :

Yes

TH E WI NN ER :

Chris vey Da

NAME :

LOCAT ION:

DA RG O VIC TO RIA DATE:

16-1 7 APR IL

INSUR ANCE :

Yes

ST AF F WHO:

WHO: WHO:

2016

YEAR

YEAR

YEAR

TH E LA ND OW NE R: PU BL ICA N

ANAGE THE EVENT M

C hr ist ian t Bar ret

NAME :

LOCAT ION:

DA RG O VIC TO RIA DATE:

16-1 7 APR IL

INSUR ANCE :

Yes

Robbie arden W

NAME :

LOCAT ION:

DA RG O

VIC TO RIA DATE:

16-1 7 APR IL

INSUR ANCE :

Yes

WHO: A 31-YEAR-OLD MASOCHIST FROM DARWIN (LEFT) WHO’S BECOME ADDICTED TO EXTREME/HARD ENDURO EVENTS. HE’S A REGULAR AT THE ERZBERG RODEO, ROMANIACS, RED BULL SEA TO SKY AND SEVERAL TRANSMOTO EVENTS, WHERE HE IS OFTEN HELPED OUT BY GOOD MATE, STUART BIGGINS (RIGHT).

HE SAID: “My involvement with hard enduro events all started with the Red Centre 12-Hour in Alice Springs, which I’ve won in conditions similar to Finke. But when I heard about the Transmoto 12-Hour five years ago, I also wanted to experience that event because I knew it’d be a shorter, more technical track in different terrain. I entered this year’s Transmoto 8-Hour to get some much-needed practice and bike-time ahead of my home race, Darwin’s Kamfari.

“Before the 8-Hour, I hadn’t started or ridden my RMX450Z for 12 months. I had done a day’s work on the bike prior to the event, but only an hour into the race, my muffler came loose and it was torn into two pieces by the time I’d got back to the pits. It felt like déjà du as I’d had a problem with my exhaust while leading the Ironman class at the Transmoto 12-Hour a few years back. Thankfully, I had some help from a mate, Stuart Biggins, who I first met at the 2013 Romaniacs. On the final day of that event in Romania, I was struggling with fatigue at the infamous Gusteritza Hillclimb. My Husaberg TE300 had blown a gasket and was running poorly, but I was determined not to take the chicken line. On my 22nd attempt, a guy with an Aussie accent yelled out, asking what the hell I as doing. I told him I owed it to my sponsors, and that giving up is not in my DNA. Anyway,

after my 25th attempt, I made it up the hill. Stuart’s a former legend skier and he says he identified with the never-say-die attitude he saw from me that day, so we became great friends after that and we’ve travelled to a bunch of hard enduro events together ever since.

“Anyway, as Stuart’s a builder and I’m an automotive engineer, we knew we had the tools to fix the busted exhaust at the 8-Hour; we just needed to seal it up. As the 8-Hour is run on a farming property, I was confident we could find some materials to piece together a repair. And sure enough, I eventually found a piece of sheet metal flashing among a pile of steel and PVC pipes. We cut a suitable piece and managed to get a heavy-duty steel pipe-clamp from the Sherco guys in the next-door pit tent. After hammering, shaping and screwing together a bandage out of sheet metal, I rejoined the race. Any chance of a decent result was gone, but the repair job held up for five hours, no problem.

“The Dargo track was more technical than I’d expected, so my bike set-up and oversize fuel tank made it a handful to ride. But I still had an excellent time. Like all Transmoto events, everyone at the 8-Hour had a friendly, communal attitude. And we all came away from the weekend with new friends and a memorable story to tell.”

51

PROFILES 8-HOUR PEOPLE

WHO: THE GALLANT LEADER (IN SILVER HELMET AND SLING) OF ‘TEAM MONKEY BUTT’, WHO SHARED THEIR PIT TENT WITH THE ‘TEAM CHAFF MASTERS’ QUARTET. THIS WINTER, YOU’LL FIND SANDY RUNNING THE SHOW AT THREDBO’S BLACK SALLEES CHALET.

HE SAID: “A few of us raced the 2012 12-Hour at Bateman’s Bay and really enjoyed ourselves. Most of our posse’s riding is done in the Victorian High Country during Sunday’s ‘church hours’, so when we heard about the Victorian-based 8-Hour through Transmoto’s Facebook page, we were all over it. Of our two four-man teams, six of us come from Jindabyne and two come from Melbourne, so Dargo was conveniently in the middle for us.

“As you might be able to tell from the photo, we’re not that serious about our racing. One team member, however, did originally kid himself that he’d race for a ‘solid two-hour stint before swapping riders’.

Reality check: His first lap took an hour, and on his third lap, he returned with a broken nose and fractured cheekbone. So whatever ‘race strategy’ we did have, it was quickly reconfigured after that mishap.

“I like to think that we looked the part – or at least, that I did in my factory silver helmet.

2016

2016

2016

ST AF F

WHO: WHO: WHO:

WHO:

TH E VO LU NT EE R:

Phoebenell S

NAME :

LOCATION :

DA RG O

TH E CO ME DI AN :

Sandy kin Wat

NAME :

LOCATION :

DA RG O

Yes

INSU RANC E:

2016

LOCATION :

DA RG O

Yes

INSU RANC E:

ST AF F

Michael

NAME :

l l u b n r Tu LOCATION :

DA RG O DATE :

16-1 7 APR IL

Yes

INSU RANC E:

2016

2016

2016

Yes YEAR

YEAR

YEAR

YEAR

TH E CL UB MA N:

VIC TO RIA

16-1 7 APR IL

16-1 7 APR IL

16-1 7 APR IL

Steve uires Sq

NAME :

DATE :

DATE :

DATE :

TH E TI MI NG DU O:

VIC TO RIA

VIC TO RIA

VIC TO RIA INSU RANC E:

2016

YEAR

YEAR

YEAR

YEAR

ST AF F

Originally orange with black speed stripes, I found it in a ski chalet many years ago before giving it the silver paint touch-up. To my wife and daughters, it’s the most despised piece of dirt bike apparel. So, naturally, I wore it from the minute our 8-Hour adventure began, as my plan was actually to film the weekend with the helmet-mounted GoPro. Sadly, my filming skills proved to be utter shit, not helped by the fact I crashed my brains out on my third lap and struggled to hang on with a sore shoulder after that. I later discovered I’d torn my rotator cuff.

“Even though it sounds like we had a lot of drama and injury, all I seem to remember is how epic the location was and how cool it was to be able to ride with my mates in an event that was set-up and run so well. We’re going to have to work on our singletrack skills for next year, though. Same goes for the Sunday night après-ride beers, cos the massive handover I had on Monday morning really sucked.”

WHO: WHO: WHO: WHO:

52

TH E HE AR T &S OU L:

TH E SW EE P: NAME :

TH E IR ON MA N: NAME :

TH E WI NN ER : NAME :

53

PROFILES 8-HOUR PEOPLE

2016

2016

STAF F

THE VOLU NT EER:

Phoebe ell Sn

NAME:

LOCATION:

DARG O

Sandy in Wat k

NAME:

LOCATION:

DARG O

Yes

INSURANCE :

2016

2016

STAF F

Garet h o per ScJoenttnison Co LOCATION:

LOCATION:

DARG O VICTO RIA DATE:

16-17 APRIL INSURANCE :

54

Yes

DARG O VICTO RIA DATE:

16-17 APRIL INSURANCE :

Yes

Michael

NAME:

Turnbull LOCATION:

DARG O

E

LOC

D

16

Yes

INS

2016

2016

S

NAM

DAT

16-17 APRIL INSURANCE :

TH

VI

DATE:

YEAR

YEAR

V

WHO: SCOTT JENNISON (FRONT ROW, ON LEFT) IS A LOCAL GUY WHO RUNS FUN HE SOURCED AND COORDINATED THIS LARGE GROUP OF SWEEP RIDERS AT THE 8

WH

WHO:

WHO:

THE SWEE P:

THE CLUB MAN:

VICTO RIA

Yes

YEAR

NAME:

NAME:

DARG O INSURANCE :

WHO:

THE HEAR T &SOU L:

LOCATION:

16-17 APRIL

Yes

YEAR

WHO:

Steve ires Squ

NAME:

DATE:

16-17 APRIL

16-17 APRIL

THE TIMIN G DUO:

V

WHO

WHO:

VICTO RIA

DATE:

DATE:

INSURANCE :

THE COME DIAN :

VICTO RIA

VICTO RIA

STAF F WHO:

WHO:

WHO:

2016

2016

YEAR

YEAR

YEAR

YEAR

T ER:weekends before the HE THE SAID: “Because the Gippsland Cancer gave up their THE WINN MAN: IRONI run NA Charity Ride every September to raise funds for the the track, so it was nice to be able NAME: NAME: Latrobe Regional Hospital in Traralgon, I knew some Dargo River Inn for a feed and a b of the same guys in the Wellington Shire that you working bees. At the event, I notic blokes were dealing with for the 8-Hour, and they took advantage of having the pub suggested we get together. And I’m really glad I did area, too. Instead of having to brin because the 8-Hour was an awesome event and I’ve gear along, they had the convenien LO LOCATION: become good friends with Christian Barrett, whoLOCATION: dinner and socialising at the pub b owns the Dargo River Inn. back to their campsite.

“We got a big group of volunteers together to VICTO RIA“I absolutely loved the event; soV VICTO RIA D DATE: sweepDATE: the event, and we all had a ball. The coolest sparked my interest to get back int 1 APRIL 16-17 thing16-17 for usAPRIL was how so many people came up and style races again. I met heaps of cre IN INSURANCE : INSURANCE : thanked us for being out there on the course to help for 12 hours in a ute together; road everything run smoothly and safely. A lot of our guys of an event in an iconic part of the

Chriasrwick W

Chris vey Da

DARG O

DARG O

Yes

Yes

C

D

TA FF

2016

2016

2016

YEAR

:

HE SW EE P:

Scotntnison Je :

ION:

RG O

TO RIA APR IL

NCE :

Yes

WHO :

TH E IR ON M AN :

Chris ick Warw

NAM E:

LOCATION :

DA RG O

VIC TO RIA DATE :

16- 17 APR IL INSU RAN CE:

Yes

WHO :

TH E W IN NE R:

VIP

DA RG O

Yes

ST AF F WHO :

THE EVENT MANAGE R:

bie Rob Bar rett Warden

Christian

HE SAID: “Our events are always designed around finding the best venue, challenging terrainLOCA andTION good locals to work with; to : attract and cater to riders of all abilities for a fun weekend away VIC TO RIA with a great atmosphere. Dargo ticked all the boxes, thanks to DATE : VIC TO RIA Paul Bray from Trials Experience, DATE : who connected the dots and 16- 17 APR IL INSU RAN CE: introduced us to Christian Barrett 16- 17and APRhis IL property surrounding INSU RAN CE: the Dargo River Inn back in mid-2015.

Working as a team – with Paul, Christian, Hally, Scotty and Mark, at the local council – allowed us bring the event to town with support from the whole community and dirt bike industry. And we were blown away by just how good the venue turned out to be. Combining an onsite pub, hot showers, delicious food, cold beer, epic scenery and great people, it brought our vision for Transmoto’s first event in Victoria to life. And the legend was born!

“The Dargo locals are a tough breed who made their backyard track an awesome challenge, though we plan to de-tune it a little for next year’s event so everyone can get around it faster. Seeing the positive impact the 8-Hour has had on locals and the region makes running these participation-based events so worthwhile.

See you next year.”

LOCATION :

2016

YEAR

WHO :

LASNOW ND OW WHO: EVENT MANAGER FOR TH THEE SURF, AND NE MOTO R: E: EVENTS THAT ARE RUN UNDERNAM THE 3 CROWNS MEDIA GROUP – PU BL IC AN THE PUBLISHING COMPANY THAT OWNS TRANSMOTO. HE’S THE BIG, FRIENDLY DUDE WE CALL “RED DOG” OR SIMPLY “DINGO”.

Chris Davey

NAM E:

2016

YEAR

DA RG O

Yes

NAM E:

LOCATION :

DA RG O

VIC TO RIA DATE :

16- 17 APR IL

INSU RAN CE:

Yes

NDRAISING RIDES. 8-HOUR.

e event to help set to sit down in the beer after those ced a lot of families adjacent to the pit ng all their cooking nce of eating before heading

o much so that it has to pony expressew who’d travelled d-tripping to be part country.”

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PROFILES 8-HOUR PEOPLE

2016

2016

YEAR

YEAR

V IP

V IP WHO:

WHO:

TH E LA ND OW NE R:

Steve Hall

NAME :

EA RT H MO VE R LOCATION :

TH E SP ON SO R:

M ic haenlton Poy

NAME :

LOCATION :

DA RG O

DA RG O

RIA PLUMBER/BUILDER VIC ATO WHO: FORMER : DATEENDURO AND RACER (RIGHT), WHO 16-1 7 APR BOUGHT THEIL DARGO RIVER INN (AND INSU RANC E: THE SIX ACRES OF LAND IT SITS ON) 18 MONTHS AGO. HE JOINED FORCES WITH TRANSMOTO TO BRING THE INAUGURAL 8-HOUR ALIVE.

Yes

2016

VIC TO RIA DATE :

16-1 7 APR IL INSU RANC E:

Yes 2016

YEAR

YEAR

6

V IP

WHO:

WHO:

TH E LA ND OW NE R: PU BL IC AN

C hr ist ian t Bar ret

NAME :

LOCATION :

DA RG O VIC TO RIA DATE :

16-1 7 APR IL

INSU RANC E:

56

ST AF F

Yes

ANAGER: THE EVENT M

Robbie arden W

NAME :

LOCATION :

DA RG O

VIC TO RIA DATE :

16-1 7 APR IL

INSU RANC E:

Yes

HE SAID: “Living in Gippsland, I’d ridden motorbikes around Dargo for years – whether it was on a dirt bike tour or just fishing, camping and four-wheel driving.

It’s a fairly remote area with limited infrastructure and jobs, so when my wife and I noticed the Dargo River Inn was up for sale, we saw it as a good opportunity to move here and enjoy ourselves as a family. It’s beautiful country with a history in gold mining and cattle mustering, and before becoming a pub in 1994, the Inn was actually a sawmill for 40 years.

“When we were new to town and didn’t know who was who in the area, I was talking to my neighbour,

Steven Hall, over a beer one night, and we began to throw around the idea of running a dirt bike event here. We’d hosted a few live bands and music festivals on the property – and even some lawnmower racing – but I really liked the idea of a dirt bike event. Steven Hall and his wife, Helen, were instrumental in getting the other landowners – Miriam Scott and Coral Scott – onboard with a parcel of land that I knew we could build an awesome track on.

“I’d been involved with a few enduro events through the Dandenong Motorcycle Club years ago, but seeing how you blokes ran the Transmoto 6-Hour

at Stroud last year definitely helped me visualise how the event could work at Dargo. I saw that combining the parking/camping area and the pits works so much better than separating them, which is what most events do. And I knew that making the pub part of the event would really add to it. We had to install a few gates and jump through some hoops for council with soil tests and the like, but it all came together surprisingly quickly.

“The Transmoto 8-Hour was a real family effort for us – including my folks and the in-laws. And without Steve Hall’s hard work, the event simply

would not have been possible. The feedback from the landowners and locals – and of course, the riders – was all really positive. We were blessed with the weather and whole thing went off about as well as we could have ever expected. That ‘The Legend is Born’ ad page you guys ran about the 8-Hour in the last mag was really fitting because we’ve got a permit to run the event here for the next five years, and the council was stoked with its economic impact on the area. The buzz that weekend created has been huge. Not a day goes by when someone doesn’t ask me about entering next year’s 8-Hour.”

WANT MORE?

For image galleries and the epic highlights video of the inaugaral 8-Hour at Dargo.

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Patented

BIKE 2017 HUSKYS

SWEDE AS ANDY WIGAN M. CAMPELLI, S. ROMERO, R. SCHIEDL, H. MITTERBAUER

Husqvarna’s enduro range gets new engines, frames, suspension, bodywork and big weight savings for 2017. But how do these revamped machines ride, and are they much different to the 2017 KTMs that roll off the same production line? To find out, we hit the launch for Husky’s TE and FE models in Sweden.

I

n late 2013, just seven months after KTM acquired Husqvarna from BMW, the world’s moto-media descended on Sweden for its first tantalising ride on the all-new, Austrian-made Huskys. To make their new-era intentions clear, Husqvarna’s pre-launch PR had explained that the new-look bikes would “combine Husqvarna’s 110-year heritage with Husaberg’s state-of-theart technology”. Translation: KTM’s acquisition had been a lifeline for Husqvarna and a death sentence for Husaberg. That PR also suggested that Husqvarna’s 2014 enduro bikes would be Bergs in Husky clothing.

And that’s exactly what they were – plus a shock linkage, of course. Also notable about those 2014 (Austrian-made) Huskys was the lack of differentiation between enduro and motocross models. Nonetheless, they sold pretty well because, let’s face it, that was the first time in many years that Husqvarna wasn’t trying to hock new dirt bikes with outdated technology.

Surprisingly, though, not a lot changed in the first three years these bikes rolled off the 60

production line in KTM’s Austrian factory. Sure, there were some refinements to Husqvarna’s enduro models for both 2015 and 2016, but little of real substance. For 2017, however, everything has changed – on two-stroke and four-stroke models alike. Every capacity in Husqvarna’s seven-bike enduro line-up comes with a completely new engine, frame, swingarm, fork, shock, bodywork and seat. And while this might sound familiar if you’ve read our feedback on KTM’s recently released 2017 EXC range, Husky’s designers argue that the swag of premium components exclusive to their bikes gives them a different character to the KTMs, whose engines and frames they share.

So, what ‘premium’ bits are we talking about here? Do Husky’s 2017 FE and TE models finally get the enduro-specific componentry they deserve?

And how do they compare with their orange cousins to ride? To answer those questions, we happily accepted Husqvarna Australia’s invitation to travel to the brand’s birthplace – Huskvarna, Sweden – to sample the local meatballs ... and these radically new 2017 enduro models.

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BIKE 2017 HUSKYS

JUST HOW NEW? All new. New-generation. Ground-up rebuild. Call it what you like. The fact remains: Husqvarna’s 2017 enduro bikes represent the biggest model makeover the brand has seen in recent memory, perhaps ever. The FE range (250, 350, 450 and 501) is based heavily on Husky’s new-generation MX models introduced 12 months ago. Like last year’s MX bikes, the design philosophy has been all about making the machines lighter, more powerful and more rideable.

The TE250 and TE300 use the all-new two-stroke engine that KTM recently unveiled on their 2017-model MX and enduro models; the revolutionary powerplant that’s fitted with a counterbalancer and claimed to vibrate 50% less than its predecessor. Meanwhile, Husqvarna’s 2017 TX125 (non-registrable, cross-country model) is fitted with the much more powerful and superlightweight 125cc powerplant that first appeared on the TC125 motocrosser a year ago, albeit with a wide-ratio sixspeed gearbox.

Of course, as Husqvarna’s Product Manager, Justin Maxwell, outlines in this interview, the new enduro machines are much more than just crudely converted MXers. The objective was always to develop enduro-specific machines.

62

HUSKY’S PREMIUM? Ever since Husqvarna became a sister company to KTM, they’ve referred to themselves as a ‘premium brand’ whose bikes are fitted with ‘premium componentry’. So, aside from the obvious – the black-anodised billet triple clamps, carbon composite subframe and endurospecific linkage – what premium parts do the 2017 Husqvarna enduro models get that their KTM counterparts don’t? For starters, they use an entirely different shock

absorber, bodywork, seat, clutch master cylinder, airbox and ECU mapping. Both the two- and four-strokes models are also fitted with the bar-mounted map-selector switch (which includes the Traction Control function on the four-strokes), and the ingenious tool-free fork spring preload adjusters as standard equipment. These parts only come on KTM’s up-specced Six Days models or from the PowerParts catalogue, and they genuinely add to the Husqvarnas’ rideability and tunability.

If you’ve just bought a 2017 KTM EXC,

the map-selector/TC switch ought the first addition you make to the b irrespective of capacity. Similarly, t ingenious tool-free fork spring pre adjuster proved to be a ridiculously and easy way to alter the bikes’ cha balance, and in the sandy condition Husky launch, it was a real benefit.

Finally, because not everyone’s a of the Maxxis tyres that come on KT EXC range, you could argue that Husqvarna’s Metzeler 6 Days Extre tyres are also premium offerings.

to be bike, the eload y quick assis ns at the . a fan TM’s

eme

THE COCKPITS The first thing that strikes you about the 2017 bikes is how the radically new bodywork (which they share with the MX models) and flatter-profile seat combine to make the cockpit look and feel more minimalist and race-oriented. The seat and tank have been brought a little closer to the ground (in the name of mass centralisating), but the seat/ bars/pegs triangle remains largely unchanged from 2016. And even though the fuel tanks on the FE and TE models are now larger (8.5L and 10L, respectively) than the 7-litre capacity on the MXers, any added girth is barely noticeable aboard the enduro bikes.

Thanks to the all-new one-piece radiator

shrouds and sideplates, there’s nothing to catch your boots on as you move about the cockpit. Instead of that ‘void’ in the bodywork precisely where your calves want to grab the bike, the seamless new plastics let you grip and control the machine much more effectively with your legs. And because the all-new subframe is now secured to the main frame by a single-bolt each side, not two, there’s no longer that annoying lip to catch your ankles on. We like the revised shape of the front and rear guards, but we’re not so sure about the old-school look of the headlight surround and the protruding headlight itself. Let’s hope they grow on us.

THE ‘XPLOR’ FORK Having been refined over the past few years, the WP 4CS fork fitted to Husqvarna’s enduro models got a lot better. But now that it’s gone, everyone seems happy the see the back of the thing (it no longer appears on any Husky or KTM model, enduro or MXer). In its place is all-new WP XPlor 48mm USD fork that impressed us at the recent 2017 KTM EXC launch (it’s an open-cartridge fork with compression and rebound functions split between the fork legs – both of which have coil springs and a new hydraulic bottoming system). There’s no doubt the move to WP’s XPlor componentry has been a positive one because its ride seems to be just as sensitive over small bumps, and yet it

offers significantly more damping progression and bottoming resistance for big hits or accidental flat-landings.

As an added benefit, the new WP fork saves 600g and and improves adjustability because both compression and rebound clickers are now within easy reach on the fork caps (a la WP’s 4CS fork). This encourages you to experiment with the fork’s set-up and get it dialled to suit yourself and the terrain.

And if you want to take your adjustment a step further, an ingenious tool-free fork spring preload adjuster allows you to dial the preload setting to 0, 3 or 6mm by hand (by simply taking the weight off the front wheel and turning the dial). It’s the first tool-free fork preload adjuster we’ve ever heard of, and an ingenious solution from WP.

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BIKE 2017 HUSKYS

Gold = 2017 Grey = 2016

64

THE HAND

With an all-new linkage, swinga impossible to is these compone test at the launc the combinatio elements of the bikes noticeabl and a more stab high speeds. Bo are just as plush bumps as their now a lot more hits without bo operating range

DLING

w frame, subframe, shock, arm and fork, it was solate the impact of each of ents on handling in a one-day ch. What we can say is that on of these much-updated e 2017 chassis gives the new ly more agility at slow speeds ble and sure-footed ride at oth ends of the new models h and planted over small predecessors, but they’re capable of handling bigger ottoming. And that broader e makes the 2017 bikes

“The combination of the new frame and suspension gives the 2017 chassis noticeably more agility at slow speeds and a more stable and sure-footed ride at high speeds.”

more user-friendly and more versatile across a greater variety of terrain, rider weights and abilities.

WP’s all-new XPlor fork, revised DCC shock, and the enduro-specific linkage ratio all play a part in producing that more compliant, forgiving feel to the chassis.

And shaving between 2 and 6kg off the new bikes’ curb weight will certainly make a contribution to improved handling. But there’s no doubt that the design team’s obsession with mass centralisation has also paid handling dividends. With their lower seat and tank, shorter mufflers and, more critically, the relocation of the engines’ biggest rotating masses (the crankshaft and clutch) toward the motorcycle’s centre

of gravity (or the ‘dynamic fulcrum point’, as we like to call it), the gyroscopic effect of all seven engines has been reduced drastically for 2017; the result of which is that these new machines can be flicked from side to side or thrown around in the air with noticeably less rider input.

Do yourself a favour and take a look at this video of the comparative flex characteristics of the 2016 and 2017 frames. By making the chromoly tubing 6mm wider and 2mm lower, and altering its architecture, the 2017 frame is 30% more flexible in the longitudinal plane (which assists the suspension’s ability to absorb hits) and yet it’s 20% more torsionally rigid for better stability and to help the bike turn faster for

a given rider input. These are radical changes in anybody’s language.

Aside from saving weight, the move to the much-revised carbon composite subframe with single fixing points also plays a key role in improving the 2017 enduro models’ ride. How so? Well, as Husky’s 2016 MX bikes have demonstrated, the new subframe better complements the main frame’s flex characteristics. Last year, with two bolts on each side to secure the subframe, the superrigid polyamide subframe actually ‘bound up’ the main frame and prevented it from flexing longitudinally in the way it was designed to.

And as a result, the new Husqvarnas make relatively bigger handling gains than their 2017 KTM counterparts do.

65

BIKE 2017 HUSKYS

THE POWER DELIVERY

As these 2017 enduro models all use the engine platforms (250/350cc 4T, 450cc 4T, 125cc 2T) introduced a year ago on the MX bikes, it makes sense that there was a recurring theme with their claimed improvements: “more power, more rideability, less vibration”.

And it has to be said that all seven of these completely new powerplants ticks each of those boxes. They all make more power, and it’s well-matched to their six-speed enduro transmissions. That power is now more usable over a wider rev range. The refinements to jetting/mapping make the power easier to control. And vibration levels are noticeably reduced via changes to the engine mounts and, in the 250 and 300cc two-strokes’ case, the introduction of a counter-balancer.

Because the loamy terrain at the Husqvarna launch in Sweden was at complete odds to the rock-infested hardpack in Spain where the 2017 KTM launch

66

was held, it’s difficult to draw definitive comparisons between the two brands’ power delivery. But here’s what did jump out about the models from each engine platform: THE FE250/350: Based on the huge advances in power, torque and throttle response from Husqvarna’s 2016 MXers, this new engine platform was always expected to translate well onto the enduro models. And it has. The 350 is now noticeably happier to be short-shifted and torqued out of slower corners in third gear without resorting to the clutch. It’ll still rev hard, but for the first time ever you can ride the FE350 more like a 450 than a 250. And that really adds to the bike’s versatility, especially when its chassis still thinks it’s a 250.

The 2017 FE250 comes with similar relative gains in torque and throttle response, and who doesn’t like a small-capacity bike that punches above its weight and resists falling off the

“All seven engines are completely new. They over a wider rev range and easier to power in deep sand or hillclimbs? For 2017, it’s an even better machine for less experienced riders or those who ride a lot of tight terrain.

But, just as we discovered with KTM’s 2017 250EXC-F, the FE250 is overshadowed by the outstanding improvement to its 350cc sibling.

The FE350 gives away bugger-all in the way of agility to the 250, and yet that extra power lets you get away with few gear-shifts and still keep the engine on-song.

THE FE450/501: Just like the 2016 FC450, the 2017 FE450’s 6kg weight loss has generated huge advances in agility.

And that’s before you tak sweeping mass centralis into account. Both 450 a are noticeably stronger t also easier to use becaus broader and more tracta And that makes it much wheel hooking up and dr so far as to say that the 2 usable grunt than the 20 the FE510 runs slightly versus the 450’s 13/52), a tad lower in its rev ran how the big girl likes it.

y all make more power, which is more usable o control in a variety of conditions.”

ke these bikes’ sation program and 501 engines this year, but they’re se they generate a able style of power. h easier to get the rear riving. In fact, we’d go 2017 FE450 has more 016 FE501. Because taller gearing (13/50, you do tend to ride it nge – and that’s exactly

TE250/300: It’s hard to put into words just how different these new two-strokes engines are. And that’s not just because this is the first real major change to this (KTM-designed) engine since 1992. It’s also due to the fact that, with sweeping changes to cylinder, powervalve mechanism and aspiration (the Keihin carb is now replaced by a Mikuni), the entire character of the engine is much smoother, torquier and easier to use. Last but certainly not least, the introduction of a counterbalancer reduces vibration levels by so much, the engine feels more refined than you’d ever think possible from a two-stroke. As we said

after riding the 2017 250/300EXC KTMs recently, “It gives you an almost otherworldly sensation. Instead of being overwhelmed by a teeth-rattling screech, your senses are suddenly freed up to tune into where you are in the rev range and how the chassis is behaving beneath you.”

Our time spent aboard the TE250 and 300 only endorsed that view. And the fact we got to ride the bikes in power-sapping Swedish sand (in contrast to the baked clay and rocks at the KTM launch in Spain) reinforced just how broad and torquey both these two-stroke powerlants are.

Even when you get caught in a too-tall gear and expect the engines to fall off the power, you just have to trust that they’ll chug their way back into the power-band. In the deep sand of the Swedish test loop, it was hard to pass up the extra low-rev grunt of the 300. But on the flowing grasstrack special test, where you’re higher in the rev range, very little separates the 250 and 300cc engines.

And for everyone who’s been sticking the boot into KTM for many years (and into Husqvarna for the past three years) about their clunky, old-school and sometimes temperamental electric-starter, you’ll be pleased to know the 2017 Husky’s also get an all-new Mitsuba starter motor that, like the KTMs, is cleverly integrated into the underside of the engine cases. The button now fires these dingers into life – first time, every time – with noticeably more verve.

TX125: Okay, I’ll admit it; I didn’t ride the small-capacity two-stroke in Sweden.

By the time a bike was available for me, my body had been beaten to a pulp and sections of the sandy track were knee-deep. As in previous years, the 125 will be available in Australia in small numbers, but will no doubt be in demand by a select group of young racer-heads who can get the most out of this prodigiously powerful little onetwo-five that handles like a mountain bike.

67

BIKE 2017 HUSKYS

68

“With a flatter seat and the seamless bodywork, there’s nothing to catch your boots on as you move about the cockpit, and you can grip and control the bike much more effectively with your legs.”

TRACTION CONTROL We shouldn’t really speak about the FE models’ power without simultaneously making reference to the new traction control technology, because it genuinely works. The TC function is built into the bar-mounted map-selector switch, which only comes as standard equipment on the Husqvarnas (it does come on KTM’s Six Days models or can be bought from the PowerParts catalogue for $190). It’s nothing like the TC systems used on large adventure bikes, where there’s an audible,

stuttery interruption to the power. The system simply analyses throttle inputs against sudden increases in RPM, and subtly retards the power to maximise traction.

It’s calibrated so you can still get the rear wheel spinning up and stepped out as sideways as you like when the terrain offers consistent grip levels. But in really slick conditions – such as loose rock or wet patches of clay – or when you get tired and your throttle control goes out the window, it helps keep the rear wheel hooking up and driving straighter.

THE EXEC SUMMARY To sit on, the 2017 FE and TE range only feels marginally different from their predecessors. But to ride, they’re entirely different creatures. The two- and four-stroke models are all unquestionably lighter and more agile, and the all-new frame and suspension components make their ride noticeably more sure-footed, forgiving and versatile. Combine that with their broader, more powerful and refined engines, and each and every bike in the 2017 range is more user-friendly and controllable – irrespective of whether you’re pootling along or having a dig. To put it shortly, these 2017 Husqvarnas join the new-generation KTMs in representing the most advanced off-road bikes on the market. You’ll pay a little more for the Huskys, but then they all come with a bunch of useful componentry that more than justifies any price premium.

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BIKE 2017 HUSKYS

OBSERVATIONS Here’s a bunch of small but mention-worthy details on Husqvarna’s 2017 enduro models that attracted our attention on at the launch: ENGINE

BODYWORK

● Replacing the conventional linkage pulley system in the throttle

● Like Husky’s 2016 and 2017 MX models, the enduro range now uses the ingenious reinforced

body with a simpler, lighter and more compact design (where the throttle cables are connected directly to the butterfly pulley) has made the throttle action lighter and more precise.

● The throttle

cable’s freeplay adjusters have been relocated from under the fuel tank (where they were awkward to get at) to the throttle housing on the bars. The four-strokes also come with interchangeable throttle cams so you can instantly alter throttle progression.

● There are now separate knobs for cold

start and idle adjustment. Push the throttle back when the engine’s purring and the cold start mode disengages. Clever.

● All four-stroke engines are fitted with a gear

sensor that syncs the power curve to the

● The new starter

motor on the TE250/300 is now nestled under the engine cases for lower CoG (though this is not new – both Sherco’s and Beta’s two-strokes already use this under-case starter motor design). It is possible to retrofit the starter motor to the TX125. a kick-starter to all the four-stroke models.

● Aside from saving more than 1kg, the new high-capacity

Lithium Iron battery was faultless at the launch. Still sceptical? This same 3.6AH battery has proven itself to be very reliable on KTM’s two-stroke Freeride model (which does not have a kick-starter) over the past three years.

● Because the fuel

line now points inwards where it exits the fuel tank, it’s less vulnerable to getting caught by a stick or damaged in a crash.

MISCELLANEOUS brake uses a 10mm longer pedal and smaller caliper piston,

and it definitely works. ● The braided

front brakeline now neatly integrates the speedo cable.

● The redesigned

airbox and tool-free air filter fastening system make it even quicker and easier to replace. There’s virtually no way you can get the filter positioning and seal wrong.

● The move to extended

frameguards will minimise the scuffing of that sexy white frame paint.

● There are now two threaded

inserts in the lower cradle tubes to allow for quick and easy fastening of the plastic skidplate. No fiddly bracketry is a great thing.

● The ‘No Dirt’ footpegs design (already used on the 2016 MX models) is no gimmick. They

COCKPIT ● The new

seat is held in place by two underside locating tabs. A single bolt (positioned behind the LHS sideplate) then stops it from sliding backwards. This set-up is way better than last year’s, where the two seat bolts sat inside the grab-handles and were really fiddly to access.

● The lock-on

shrouds and sideplates are now one-piece units. To access the air filter, you simply snap the sideplate’s three lugs out of their rubber grommets, and slide the whole plastic panel forward (and off the two locating tabs on the tank).

● For better modulation, the rear

gear you’re in.

● If you really eant to, you can retrofit

radiator louvers, which genuinely offer added crash protection for your expensive radiators. ● The (upper) radiator

ODI grips are practical as they’re easy to fit and remove (they don’t require wire or glue), and can be replaced in no time flat if damaged.

genuinely prevent the pegs collecting dirt and getting jammed up. For added ground clearance, the pegs on the FE/TE models are 6mm higher than the units used on FC/TC models, but you can swap them at will. This ingenious ‘No Dirt’ design is also used for the folding tip of the gear lever. ● The redesigned

wiring harness now allows you to remove the subframe without having to remove any wiring.

● The rear axle has now been machined to make the chain adjuster markings easier to see and line up.

ETA & PRICES IN OZ According to Husqvarna Australia’s Marketing Manager, Brendan Drage, the 2017 TX and FX models (TX125, TX300, FX350, FX450 – stay tuned to more info about these crosscountry models on www.transmoto.com.au) will start arriving in Australia in August, while the TE and FE models are expected by early September. The RRPs for the 2017 range are yet to be confirmed, though Drage did say small price increases were expected.

WA N T M O R E ?

Stay tuned over the coming weeks for more detailed instalments of the 2017 bikes’ advances; interviews with key members of the design team behind these new-generation machines; a confirmation of the bikes’ RRPs in Oz; and some behind-the-scenes video footage of Husqvarna’s 2017 enduro bike range in action at the Swedish launch.

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SPORT 2016 MX NATS

74

At the midpoint of the 2016 MX Nats, WEM’s Kevin Williams reflects on 20 years of the series’ promotion, the captivating season at hand, and his investment into the national championship’s future.

ANDY WIGAN

ANDY WIGAN, MXN IMAGES

P

romoters make a motza from the sport, right?

According to pit-paddock scuttlebutt, they do.

Always have, apparently. In Australia and elsewhere in the world, there seems to be a widely held belief that series promoters are happily lining their pockets, while everyone else involved in the sport battles to make ends meet.

But are those preconceptions true? If promoters are making a pretty penny, do they deserve to? And more importantly, are they investing back into the sport?

Having spent the past six years promoting Transmoto events ourselves, we can tell you that event promotion is no license to print money. Sure it’s rewarding. And yes, you can turn a buck out of it. But it takes a lot of hard work and countless man-hours. And perhaps most challenging of all, it requires a deft juggling of the often competing interests of sponsors, riders, teams, spectators, clubs, media and the sport’s administrative body, Motorcycling Australia.

So, as Williams Event Management (WEM) is celebrating its 20th season promoting the MX Nationals, we thought we’d hand WEM’s Kevin Williams the mic; to give him the opportunity to reflect on the two-decade milestone, and offer his take on the standout elements of what has evolved into an intriguing 2017 season across all three Pro classes...

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SPORT 2016 MX NATS

A LANDMARK SEASON “Season 2016 marks WEM’s 20th year promoting the MX Nationals, and at the midpoint of the series, we’ve had 315 rounds under our management. And counting! That milestone aside, there was a lot to be excited about as we headed into this season. First and foremost was the return of our two MXGP riders, Dean Ferris and Todd Waters, and the depth that added to the already hotly contested MX1 class. In the past, the international riders who’ve joined the series have generally been Kiwis – guys such as the King brothers, Josh Coppins and Ben Townley – but

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the last time we saw the return of an Aussie riders who’d been on the international stage was Andrew McFarlane back in 2007.

In addition to the fact that Aussie fans would get to witness first-hand the well-publicised fierce rivalry between Ferris and Waters, we also had elder statesman and legend of the sport, Brett Metcalfe, race the first four rounds. And Metty quickly demonstrated he’d lost none of his speed or competitive drive. We also had a number of new sponsors come of board for 2016 – the most notable of which was Motul as naming-rights sponsor.”

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SPORT 2016 MX NATS

SPONSORSHIP “I’m very proud of the fact that Link International – who distribute marquee brands such as Motul and Pirelli in Australia – has sponsored the MX Nats for the whole 20 years we’ve been promoting the series. Twenty years ago, Brenden Stoeckert was a Marketing Assistant at Link, and he’s played a key role in growing the relationship with WEM during which time he’s progressed to General Manager of the company. As a reward for the longevity of that partnership, Motul has now signed a three-year naming-right sponsorship deal. In fact, both Motul and Yamaha were there from the very beginning with WEM, and Yamaha has stepped up their involvement in 2017 with added support for the development of the Rookies and Junior classes. For WEM, that recognition and continuity from the industry has been very rewarding.

“We’re also seeing regional councils starting to recognise the commercial value that our events bring to the area. The Sunshine Coast Council, for example, stepped up not only to bring us to the region, but also as our ‘Official Holiday Destination’ sponsor.

And it has been encouraging to see that we’ve been approached by a number of outside-industry brands – such as Knobby Underwear – to become a part of the series.”

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SERIES INVESTMENT “WEM has invested around $170,000 into the 2016 Championship’s digital program.

That includes what we spend on the NRG TV livestreaming production, Inside Dirt digital magazine, and the photographers we have at each round to support our media service; supplying content to our series sponsors and key media outlets we collaborate with. Admittedly we’ve had a few hiccups with our livestream feed this year, which is something you occasionally get when you’re working at the forefront of digital technology, but we’re working together with our partners to ensure the satellite feed is more reliable. After five rounds, we’ve had a 127,000-strong viewing audience on our livestream channel, which is up 25% on last year at the midpoint of the series. Similarly, our Instagram is up from 16,000 to 40,000 over the same period, so the growth in the series’ digital

footprint across several channels has been really positive. This year, I’m glad to say that series sponsors have recognised the key role they also play in helping take the content generated at the MX Nats to a broader audience. We’ve learned that the continuity of that content feed is critical to maintain exposure momentum for the series.

“That’s certainly not the only large investment we make into the series; although I think people tend to overlook the variety of costs borne by promoters. For example, WEM also spends in excess of $150,000 per year on medical services for the MX Nats, which includes the fantastic crew from Racesafe and several ambulances and paramedics at each round. Plus, we now have 26 staff on the road for each round.

That’s the sort of resource it takes to do the job properly, and you could imagine how those travel and accommodation costs alone add up.”

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SPORT 2016 MX NATS

THEMED ROUNDS “We’re always looking to add value for sponsors, teams and spectators, and the Military-themed round at Nowra is an example of that. Given Team Navy’s involvement with the Kawasaki team this year, and with the HMAS Albatross base literally adjacent to the Nowra track, it made sense to tie the armed forces in with Round 6 at Nowra. The guard of honour formed by the Royal Australian Navy personnel was a memorable moment for the series and really set the scene for action-packed day’s racing. As there’s a huge number of personnel in the military, we see the partnership as a great way to leverage the sport’s exposure nationally. The toughest thing for any sport these days is to introduce yourself to new customers, so our collaboration with the military is all about growing awareness for motocross and its high-calibre athletes, and taking advantage of each other’s databases, which have a very similar demographic. It was great to see that a majority of the teams embraced the Military Appreciation Round with custom bike graphics and/or riding gear.

In the back half of the season, we also have a Retro Round planned for Conondale, and the Charity Round – generally known as the ‘Pink Round’ – at the Coolum series finale. And we intend to build on all of these themed rounds in subsequent years.”

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THOR MX1 CLASS “For me, coming into this season, Kirk Gibbs was the big unknown. Even though he was the reigning champ, no one knew how he’d bounce back from a nasty pelvis injury sustained in the supercross series late last year. And to be honest, most expected that Dean Ferris and Todd Waters would be a step ahead of the locals, thanks to their time on the MX World Championship circuit. Clearly, Gibbsy did a lot that we didn’t see in the off-season and came out swinging from the opening round.

“The preparation, speed and racecraft from guys such as Matt Moss and Kade Mosig also really impressed me. I expected it’d take these guys until about Round 3 to get themselves up to the internationals’ pace, but they have been in the game since Round 1. Here at the midpoint of the series, you could probably say that the title chase will come down to Gibbs, Ferris, Waters and Moss – which covers four different manufacturers – but it’s so close between these guys that you’d be a brave man to call it at this stage. In fact, I expect the title to come down to the wire at the Coolum finale. With the title hunt in the MX2 and MXD classes also wide open, fingers crossed all three classes aren’t decided until the Coolum’s Round 10 at the end of August.

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SPORT 2016 MX NATS

MOTUL MX2 CLASS “Cast an eye down the standings of the MX2 class, and you’ll see a hell of a lot of new talent there. You’ve got Nathan Crawford, Caleb Ward, Jed Beaton, Jayden Rykers, Wilson Todd, Kyle Webster and Dylan Wills – all ahead of eighth-placed Jake Moss, who you might say is the first real ‘established’ name in that entire bunch. Last year, we saw very few MXD guys step into the Pro classes, which is why we’ve struggled a little with grids of only 25 or 30 in the MX2 class for a couple of years. With all this fresh talent coming onto the MX2 class for 2017, though, we’ve now got grids of almost 40 at every round. The MX2 numbers have also been bolstered by a few riders coming back from the MX1 class – which is something we expected in response to the incredible depth in that premier class.

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PREDICTIONS “The great thing about this season is that the points’ chase in all classes are so close, it’s impossible to predict the winners with any conviction. Even though we’ve reduced the paying points for the GoPro Superpole from 5, 4, 3, 2, 1 to 3, 2, 1 for 2017, I think we’re going to see more MX1 riders throw caution to the wind when it comes to how they approach their Superpole lap at the start of the day. With four rounds to go, there’s a maximum of 12 championship points up for grabs – and with the top four guys all so close, that could determine the outcome of the title.

Aside from the additional points, the riders seem to be increasingly aware that SuperPole helps set the agenda and tone for the entire day. And at the elite level of the sport, having that mental edge from the start of the day is critical. To win the title from here, you’re going to need to be on the box every single moto, which means there’s no room for injury or mechanicals in the final four rounds. And that applies just as much to the riders in MX2 and MXD as it does to the premier MX1 class.

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NEW NAME, SAME PERFORMANCE, SAME RESULT. RYAN DUNGEY - 2015 & 2016 SX1 CHAMPION

NOW AVAILABLE IN 18” 85

BIKE 2017 KTMS

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2 0 1 7 KT M E XC s :

MEET THE ENGINE GURU A fascinating window into the unorthodox development process employed by KTM’s engine design team.

ANDY WIGAN

M

MARCO CAMPELLI, SEBAS ROMERO, ANDY WIGAN

ichael Viertlmayr has been the Project Leader for KTM’s 450/500cc engine family for 10 years, and is now in charge of the brand’s entire motocross and off-road engine development. He heads up a small and passionate team of engine designers who’ve notched up countless world enduro and motocross titles in the past decade, the most Tell us a bit about the design process; about how your engine department works in conjunction with the chassis, suspension and bodywork design teams.

MV: For any motorcycle, the chassis and engine must be designed in a harmonious way, meaning we don’t start our design work separately and then ‘check-in’ with each other later on to integrate the designs. At the very beginning of the design process, we get together at length to establish the boundary conditions for each model – things such as the engine dimensions, where its centre of gravity will be, how it will be mounted in the frame. Of course, this must all be consistent with the overall concept of the new model.

For all your 2017 engines, there are massive changes in the position of crank and clutch shafts to radically alter the engines’ centre of gravity.

Does that process begin at the crank?

notable of which is undoubtedly Ryan Dungey’s 2015 AMA MX and SX titles – using the new-generation 450cc SOHC engine that has been adapted for off-road use in the 2017 450/500EXC-F. We sat down with Viertlmayr at the modellaunch in Spain and got this fascinating insight into his team’s somewhat unconventional process of development...

The first step in the process is to establish what the limits are; how far these rotating shafts can physically be moved. This will be limited by things such as the diameter of the crankshaft, which is defined by the engine’s stroke.

The crank diameter then defines the design of the transmission, whose shafts we then move around to find the optimal package. Of course, this is all done in CAD. We then make fatigue calculations to establish whether these dimensions can last in reality. We do several ‘loops’ of this process to get to the point where we think we have a package that looks reasonable in 3D. At that point, it’s time to try the engine in reality, and the first prototype is built. We then establish some test variances – things such as different engine layouts, cylinder angles and inertia, the routing of the exhaust, for example – and options for how you can move the engine around in the chassis to give you the optimum position

of the crankshaft and output shaft, and so on. It’s a very complex process, so that is only a very broad explanation of how we go about it.

What are some of the ‘extremes’ you went to during the development of the 2017 engines?

It’s often more useful to take extreme steps to help establish the impact that certain changes will have. For example, we tried several very different positions for the output shaft to properly understand the impact of different relative positions of the sprocket and swingarm pivot. Obviously, this relationship has an impact on how the bike’s rear-end does or doesn’t squat.

In the end, we found the optimum was close to what we had already been using in our bikes, but that process gave us a more thorough understanding of the relationship and gave us more confidence in the final design.

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BIKE 2017 KTMS And the changes you made to the position of the crankshaft and clutch were massive.

Yes, there were radical changes.

Moving the axis or position of these shafts by a few millimetres is a lot in engine design terms. For these 2017 engines, we have moved them up to 30mm. That is huge. Our objective was to make the triangle of the crankshaft, clutch shaft and output shaft as steep as possible.

We then optimised the shifting mechanism so that it could fit under this triangle. In other words, we worked tirelessly to minimise the distance between shafts; to squeeze every millimetre out of the package to create the most compact engines possible. If you keep this modularity between the 250 and 350, and the 450 and 500, I think we are now very close to the limit of what is doable when it comes to minimising engine dimensions.

The concept of centre of gravity for motorcycles is now very different to what it was two decades ago. Back then, it was all about keeping weight as low as possible.

Nowadays, it’s all about moving the large rotating masses to the fulcrum point around which the moving motorcycle rotates frontto-rear and side-to-side, right?

That is true. This fulcrum, or pivot point, is behind the cylinder; somewhere just above the electric starter motor on our bikes. In a corner or in the air, you need to turn a motorcycle around this point. The closer the mass – and especially the heaviest rotating masses – is to this centre of gravity, the less resistance there is to changing direction.

“Our objective was to make the triangle of the crankshaft, clutch shaft and output shaft as steep as possible because this creates the most compact engine and helps centralise the mass.”

In other words, the less rider input required to change the bike’s direction. Because the rotating masses have the biggest influence on a motorcycle’s handling, that is why we have spent so much time ensuring that we minimise the distance the crank and clutch shafts are from this C of G. This is clearly demonstrated by our 350 and 450EXC-F – these two models have less than 1kg difference in static their weight, but they feel very different to ride because the 450’s rotating masses are inescapably larger. Okay, we could have reduced the 450cc engine’s inertia, but that would have a negative influence on its character – the smoothness of the power delivery and its traction.

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Speaking of this 450 engine, how satisfying is it for you and your team that it’s already won an AMA MX and SX title in the hands of Ryan Dungey?

That was tremendously satisfying for me, and a strong motivating force for the whole design team. We are all very proud of the achievement because it’s the best possible endorsement of our work. We are just a small team of guys, but we all ride bikes ourselves and we are hugely passionate about what we do at KTM. Some people may think that we have an unorthodox way of developing motorcycles because many of our best ideas come while we are having a beer together after work or at a barbeque on the weekend. But it definitely works.

So the 2016 MX models have laid the foundation for these 2017 enduro bikes. But you guys did much more than fitting these engines with a six-speed transmission and dropping them into an enduro chassis, right?

Absolutely. A lot more! It is not a given that an engine which works for MX and SX will automatically

translate into a good enduro engine.

Remember though that, as project leader for the 450/500cc engine family for 10 years now, I had a good idea of what we would need to do to ensure this engine would work for off-road applications. Plus, there are several other similarly experienced people in my team. So we already had a lot of ideas about how we could optimise the new-generation enduro engines, while retaining a certain modularity between the models to ensure we optimised the way they integrated with the chassis design.

Tell us a bit about developing the traction control technology.

We first tested it three years ago, and we were initially very sceptical about it. We were also unsure of how off-road guys would embrace the idea of more electronics. But after the first two times we tested it, we changed our attitude. Not only did it immediately prove to work very effectively, it was also a very simple system as you don’t need any additional wheel or gyroscopic sensors.

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BIKE 2017 KTMS

“When we first tested traction control three years ago, we were very sceptical. But it immediately proved effective, and it’s a very simple system as you don’t need any additional wheel or gyroscopic sensors.”

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In basic terms, the ECU is able to determine when, for a given throttle setting, the rear wheel is spinning up too fast. In those instances, it simply retards the power. And we were able to adapt it to each specific gear. The feedback we received here at the launch was overwhelmingly positive, even though the conditions in Spain didn’t fully show what the system was capable of. In terrain where you have only small patches of traction in between loose rocks or slippery mud, the full potential of the traction control would be even more evident.

Traction control aside, what kind of feedback did you get about all the new-generation engines?

It was so positive. At these launches, where we have about 60 journalists from all around the world testing the bikes, it’s always interesting to see how everyone has their favourite model; their ‘pet’ bike. Guys who ride for fun tend to gravitate to the two-strokes. The 350EXC-F is always a favourite for many because it’s just such a good all-rounder. But we found that the faster guys from the Scandinavian countries and you

guys from Australia really liked the new 450EXC-F. We’ve talked a lot about the four-stroke engines here, but it’s the completely new 250 and 300cc two-stroke engines that almost stole the show. Did you develop those engines around the central idea that they needed a counter-balancer?

The base concept of the previous two-stroke engine was from the early 1990s, and that had been refined about as much as was possible in the 25 years since. So it was important that we build a completely new engine. Our primary goal with the new engine was to reduce vibration. Vibration had become an issue for us because consumers were complaining that it was excessive, and because it was affecting the performance and reliability of some parts – the shock absorber, in particular. So we figured out how to configure the engine to introduce the electric starter in a proper way – into the underside of the engine cases, as it should be – and to incorporate the balancer shaft in a way that

didn’t require any change to the shape of the cases or compromise how compact the engine package otherwise is.

Why hasn’t a counter-balancer been fitted in the past?

A few reasons: it adds friction and therefore robs the engine of some power; it’s expensive; and it’s not easy to integrate it without making the entire engine bigger. And these are the issues that manufacturers look to avoid. For us, though, we believed the compromises were more than worth it. And after the very first test with this new

engine, we became convinced it was the right solution. We tried different arrangements of shafts, and we tried both a lateral and a central counter-balancer, which is what we ended up going with.

In addition to improving rider comfort, reducing vibration by so much also improved the action of the shock absorber and eliminated the reliability problems we’d had with past models, such as the shock bushings. Many journalists used the word ‘refined’ when they gave us feedback about the 250 and 300EXC engines, and that’s a term not often used for two-strokes.

WANT MORE? For our ride impression of the entire 2017 EXC range and behind-the-scenes footage from the new bikes’ international launch in Spain.

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HEAVENLY LIGHT FAST AS HELL MY17 KTM SX RANGE

KTM continues the powerhouse revolution with its range of world-beating SX machines. With a plethora of wins in a wide number of offroad disciplines, the sheer power, rideability and performance of the KTM 4-stroke bike, combined with the new models being close to the weight limit in all classes, makes the MY17 range READY TO RACE to the front of the field. And introducing an all-new totally redesigned model, the 2017 KTM 250 SX is the most advanced production 2-stroke MX bike ever made.

2-STROKE // 125 SX » 250 SX 4-STROKE //// 250 SX-F » 350 SX-F » 450 SX-F 92

SEE THE RANGE NOW »

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Motorcycle pictured with additional KTM PowerParts.

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PROFILE RIDE: UNITED

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KURT TEAGUE, KEN WEST

RIDE:

UNITED, the third instalment in the popular RIDE movie franchise (which has been established over the past four years by FourOhFour Films) is set to be released later this year. The Aussie husband and wife duo behind the landmark movies, Ken and Amanda West, take it upon themselves to produce their masterpieces from A to Z; from logistics and planning to fund-sourcing, filming, editing, colour grading, sound engineering and even packing and shipping the DVDs once the movie is released.

Following on from the success of RIDE: World Elements, their 2015 movie, RIDE: UNITED was picked up by Red Bull Media House Films, which is guaranteed to bolster its

AMANDA WEST

worldwide reach. The movie, which is all about celebrating the unity, friendship, respect and brotherhood that’s evident in the motorcycling community, features a broad selection of dirt-bike legends. It showcases the likes of Antonio Cairoli, Jeffrey Herlings, Taddy Blazusiak, Ryan Dungey, Justin Barcia, Cooper Webb, Jeremy Martin and Jarryd McNeil.

And it's shot at some of the most unimaginably picturesque locations around the globe.

As Ken West explains over the following pages, FourOhFour's creative journey includes good days and tough ones, but the Australian filmmaking duo wouldn't dream of spending their itinerant lives any other way.

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PROFILE RIDE: UNITED

THE PEOPLE We meet new faces at every shoot we attend, and whether it’s the rider, family member, team manager, mechanic or the trainer, we know that they’re going to have something interesting to talk to us about. We learn secrets that others will never know, such as the things that make Dungey tick, and how Jonny Walker mentally prepares himself for a Hard Enduro event.

It’s cool to gain knowledge about the riders we’ve idolised and respected from a young age, but what we love most is getting to greet them on the other side of the fence; in relaxed environments, away from media, sponsors and fans. We get to see who these people really are, and as we're huge fans of the sport, it will never really get much more awesome than that.

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THE PLACES Airports become old, the hours spent driving are horrible, never being in one spot more than a week sucks, and carrying bags full of equipment around as we travel the world like gypsies living out of suitcases is exhausting.

But there’s no denying the fact that we get to see and experience some of the most amazing locations in the world. In 2016 alone, we’ve been to the UK, France, Italy, Spain, Morocco, The Netherlands, Germany, Austria, all across America and, of course, spent some time back home in Australia. We’ve also filmed at some of the world’s most iconic circuits, including the Baker’s Factory and Ricky Carmichael’s farm in Florida, Pastranaland in Maryland, Glen Helen Raceway in California, Lommel in Belgium, the KTM Factory in Austria and an abandoned mental hospital in Spain. The list goes on.

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PROFILE RIDE: UNITED

THE ENDLESS POSSIBILITIES As creative filmmakers, we work outside of a pigeonholed headspace. There are millions of ways a movie could be directed or produced, which forces us to continually think up new ideas and push or boundaries. Each segment must be different, and each shot must be unique. We think to ourselves, “Who should we film?

Where should we film? What angles will we shoot from?

When will it take place? How much equipment will we need? And how are we going to edit it all?” Some great ideas hit us while we’re working, and other concepts can take months of planning and brainstorming to execute through trial and error. All of this really excites us and drives the passion for what we do. It’s a piece of the filmmaking puzzle that we really love solving.

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PROFILE RIDE: UNITED

THE CHALLENGES Every shoot has challenges, and making a movie on a global scale has hundreds. Basic challenges (which barely even scratch the surface) include working out schedules, scouting locations, making travel arrangements and hoping bikes turn up when they are supposed to. Then there are the unforeseeable issues. This year, we’ve dealt with floods, unexpected snow, extreme heat and humidity, losing luggage, injured riders, teams rescheduling with no notice, issues with accommodation and hire cars, flights being cancelled, equipment damage, filming permit problems, music licensing dramas; honestly, I could go on forever. Through all of this, though, we have never been people to shy away from filmmaking, and the more experience we gain, the better we become at managing the process and the various elements involved, both internally and externally. At a recent meeting in LA, a man asked us which company we hired to do all of the editing, who we employed to shoot photographs, how many assistants we needed at each shoot, who composed the music and who designed our motion graphics. We kept nodding our heads and saying, “we do it all” while he shook his and spoke about the standard line-up of professionals that should be needed to produce a movie at this level. We like our hands-on approach, and revel in the growth we share through each production. That organic process is really rewarding.

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PROFILE RIDE: UNITED

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THE REWARDING FEELING In similar fashion to a rider crossing the finish line after a mammoth day of racing or completing a tough season, we feel a huge sense of accomplishment when our movies are done and released. Like a trophy for all of our work, the finished product is our baby; a product that represents our hard labour and all the blood, sweat and tears. This rewarding feeling is something that we generally have to chase, as the last few months of making the movie are usually pretty intense, and we tend to feel completely exhausted when the movie hits the screens.

Only when the dust settles – when we have time to catch our breath and reflect on the entire production, from our creations to experiences – do we get to finally kick back and enjoy the movie as anyone else would. That’s when it all sinks in. That’s when it all becomes worth it.

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BIKE 1200 ENDURO

Ducati Australia’s CEO, Warren Lee, outlines the Italian brand’s plans for its all-new adventure bike, the Multistrada 1200 Enduro.

ANDY WIGAN

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iKAPTURE IMAGES

With his blood-red shirt, designer glasses, distinguished silver hair and easy smile, Warren Lee could easily pass for an Italian motorsport magnate; a pivotal F1 or MotoGP race team player. But the second you speak with Ducati Australia’s 58-year-old CEO, you realise he’s very much an Aussie – and not just because colleagues affectionately referred to him as “Wally”. Lee’s commanding presence isn’t due to flamboyance or pretence. He’s personable, engaging and happily speaks off-script. He’s been with Ducati for 40 years and is both knowledgeable and passionate about the product he stands behind.

So to get more of an insight into Ducati’s first genuine foray into what they call the “Maxi Enduro” bike segment, we spoke to the candid Warren Lee at the Australian launch for the all-new Multistrada 1200 Enduro in Coffs Harbour...

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BIKE 1200 ENDURO

Several journos here at the launch said the 1200 Enduro felt like a combination of a high-performance KTM and super-refined BMW. That’s got to be encouraging for you.

WL: It is very encouraging, but it wasn’t surprising for us because the feedback about the bike at the recent international launch in Sardinia was similarly positive.

Aside from the sporty performance and sophistication of the electronic systems, the planted feel of the bike’s front-end was also a recurring theme at both launches. And that’s a great characteristic for a Maxi Enduro bike to have when you take it off-road.

Given that you and a few of your key sales guys have a background in trail and enduro riding, it must be nice for Ducati to finally have a genuinely dirt-capable model.

It is. In fact, I joke with the guys at work that I’ve been waiting for 40 108

years for this 1200 Enduro to arrive [laughs]. For my entire time with Ducati, we’ve been predominantly a road bike brand. In recent years, with the revamped Multistrada, we’ve had an ‘all-road’ model – or a ‘soft off-roader’, if you like – but we’ve never been in the dirt space.

With all of Ducati’s technology and innovation, it was always going to be interesting when they did produce a model with off-road capabilities.

So, yes, we’re excited about the 1200 Enduro – both personally and from the brand’s point of view.

Does this move into the offroad space present a challenge for Ducati’s dealers, who’d predominantly identify themselves with the road bike segment, right?

Not really. Because our dealers are used to selling premium motorcycles, they know how to deliver a premium service and customer satisfaction. So I think our biggest challenge will be to

communicate this new direction for Ducati; to switch people on to the fact that we’ve had a really good crack at building a bike that’s very capable off-road.

And the adventure bike market is a large and lucrative one...

For sure. Cruiser bikes continue to be one of the largest motorcycle market segment – both worldwide and in Australia – but sales in the adventure bike category generally come second or third. Naturally, manufacturers look at market trends so they can direct their R&D energies in the same direction.

No doubt, the ongoing growth of the large-capacity adventure bike market – or what we call the ‘Maxi Enduro’ segment – has prompted Ducati to figure out how to make their Multistrada all-roader much more capable in off-road terrain.

And the Multistrada 1200 Enduro takes that performance to another level entirely.

There was a time when BMW had very few competitors in the adventure bike segment, but it’s a crowded space nowadays.

It is crowded. But Ducati’s 1200 Enduro has been a three-year project for the company, and it has undergone extensive performance and durability testing to ensure it hits the mark. Ducati knows that the model’s reliability, feel and all-round ability off-road will be paramount to its success.

Crowded market segments often lead to price-sensitive consumers.

Is that a concern for Ducati’s premium-priced 1200 Enduro?

Ducati has never approached the market from a pricing point of view.

They’ve always had the mentality that they’ve got the best motorcycle in the segment, and that all the quality componentry on the bikes underpins their price point. Similarly, the 1200 Enduro comes fully packaged from the showroom floor with the best components and technology

“Ducati has always had the mentality that they’ve got the best motorcycle in the segment, and that all the quality componentry on the bikes underpins their premium price point.” available. Unlike the lower-priced bikes in the segment, there’s no need to spend more money on upgrading things like wheels or suspension settings or the sophistication level of the electronics package. The core components, systems and performance is all there to begin with, and that’s what gives our 1200 Enduro our point of difference.

And as you saw here at the launch, the ability to switch between riding modes with the press a button and instantly change the entire profile of the bike’s performance to suit road or off-road terrain, is a fantastic and pretty unique feature.

Where do you see your 1200 Enduro sales coming from?

The bike has got to appeal to customers who already like the brand, but we see more sales coming via ‘conquest sales’ from other manufacturers. We also believe the bike will appeal to dirt bike guys – riders who’ve always expected that

a large adventure bike comes with all the features they see on the 1200 Enduro. And then there are what we call ‘sleepers’ – people who don’t currently own a bike, but whose ears are likely to prick up when they understand the sort of all-terrain, go-anywhere versatility this 1200 Enduro can offer them.

Can you give us an insight into your sales projections?

For the entire adventure bike segment, annual sales last year were around 5000 units in Australia and forecast to grow to 6000 this year. For large-capacity adventure bikes – those with a capacity of more than 800 or 900cc – we forecast sales to be around 3800 bikes this year. If you look at the Maxi Enduro segment’s sales in 2015, BMW had a 39% share, Triumph had 21%, KTM had 13% and Ducati had 10% with its existing Multistrada all-road touring model. The final 17% of the segment’s sales was then shared by

the Japanese brands. There’s no doubt the arrival of Honda’s Africa Twin will change the sales landscape for 2016 because, despite some production hold-ups, it’s been the biggest-selling bike in the category in the first portion of this year.

what it can do for them, hear about how well it performs on both road and off-road terrain, and then go out and test ride it for themselves. We’ve delivered about 40 bikes in the past six weeks since it first arrived, so it’s ticking along pretty nicely already.

How do you think your new 1200 Enduro will affect those market share stats?

With our premium pricing, we know that we’re not going to sell as many bikes as the Africa Twin. The key thing, though, is to get the product right to begin with in terms of points of difference; our strengths and advantages over the other 1200cc adventure bikes, because that is what will then generate interest in the bike. And sales will flow from that. We project we’ll sell 150 to 200 of the 1200 Enduro this first year. That’s a bit conservative because we know it’ll take time for people to become aware of the bike, understand what it comes with and

Is there room for a $20,000 version of the 1200 Enduro in the future?

We already offer the existing sports-touring Multistrada model in two versions; the 1200 [RRP: $23,990] and the 1200 S, but it’s interesting that a greater majority of our customers buy the higher-level “S” version [RRP: $28,490]. They obviously see value in the technology – such as the semi-active suspension, cornering ABS, etcetera – because these things not only give them better performance and versatility; they also make the bike safer and more enjoyable to ride. So even though we don’t have two model levels with the 1200 Enduro, I feel it’s even more 109

BIKE 1200 ENDURO

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“Aside from the sporty performance and sophistication of the electronic systems, the planted feel of the bike’s front-end was also a standout characteristic in off-road terrain.” important and beneficial to a rider of this model to have all our technology available to them.

This makes the bike easier, more fun and safer to ride both on and off-road, but especially off-road under extreme and demanding conditions.

There are, however, some option packs to personalise the Multistrada 1200 Enduro.

There are. These are accessories products we offer for customers who plan to specialise in a certain type of riding and want to personalise their bike with things such as hard luggage cases, for instance, to suit their requirements. We offer a Touring, Enduro, Sport and Urban pack option. Many of the products are made by Touratech and available through the Ducati Performance accessory catalogue.

You’ve spoken a lot about ‘building a world around the product’. Take us through what you mean by that.

On the road side, the brand has something called the ‘Ducati Riding Experience’, or DRE. It’s like a riding academy that offers tuition to Ducati riders around the world. Here in Australia, we have a similar program with Troy Bayliss, which includes track days. Now we’re getting into the off-road/enduro market, we think there’s an opportunity to expand the concept to include dirt.

In fact, the first ‘DRE Enduro’ program was run in Italy a few weeks ago, and I understand it was a great success. In off-road terrain, where there are more obstacles and less traction, people understand that a greater degree of rider competence is required and we’d like to offer 1200 Enduro customers something for

this. The other initiative is called ‘Globetrotter 90’, which celebrates Ducati’s 90th anniversary and incorporates a competition that was opened up to the public. The seven finalists of that competition, including an Australian guy, will ride the same 1200 Enduro around the world in the Northern Hemisphere, and they’ll generate content through their social media channels along the way. That’ll take place from early July and is due to finish in December. It’s designed to raise awareness of Ducati’s move into the off-road segment, and demonstrate the 1200 Enduro’s capabilities and reliability.

WANT MORE?

Check out our ride impression from the recent international launch in Sardinia.

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WHERE & WHEN? Ducati’s Multistrada 1200 Enduro is now available from Australian dealers. It comes in three colour options (Ducati Red, Phantom Grey and Star White Silk) and is priced at $29,990 plus on-road costs. The 1200 Enduro can be personalised via one of four accessory packs – Enduro ($1361), Touring ($2542), Sport ($1561), Urban ($1452) – which combine customised inclusions such as protective parts, luggage options, performance muffler and lighting/electrical accessories.

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MX, Enduro, Motard, Mini’s & Dirt Track

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EVENT CLASSIC DIRT 12

VMX Magazine’s Classic Dirt is a tribute to the formative years of dirt bikes and the intoxicating sport it spawned.

Here’s an insight into the event’s 12th annual installment.

ANDY WIGAN

E

MATTHEW FERRY, KEN SMITH

very now and then, something reaffirms how and why dirt bikes first found their way into you life; an event that prompts you to reflect on the sport’s pioneers, and make sense of your often inexplicable connection with motorcycles. In mid-June at Conondale’s picturesque Green Park circuit – nestled among the rolling grass hills of the Sunshine Coast’s hinterland – such an event took place: VMX Magazine’s 12th annual ‘Classic Dirt’.

This year, a collaboration between Yamaha Australia and VMX ensured “CD12” would be especially memorable because, in addition to the line-up of

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domestic moto royalty who regularly attend Classic Dirt, organisers managed to attract two international greats – Heikki “The Flying Finn” Mikkola (World MX champ in 1974, 1977 and 1978, and the first man to win both 250cc and 500cc world titles) and sixtime AMA MX Champion, Broc “The Golden Boy” Glover. They joined a line-up of local legends that included Stephen Gall, Craig Dack, Anthony Gunter, Mike Landman, Dave Armstrong and Geoff Ballard for a weekendlong, nostalgia-drenched festival of dirt.

We asked a few of these tribal elders of the sport to reflect on what was, by all accounts, a memorable weekend...

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EVENT CLASSIC DIRT 12

FOUR-TIME MISTER MOTOCROSS; PRINCIPLE, CDR YAMAHA “I’d heard good things about Classic Dirt, but I wasn’t that keen initially because, with the combined race calendars of my motocross and off-road race teams, I spend a lot of time on the road. But I actually really enjoyed the whole CD12 weekend at Conondale. The demographic was older than I’m used to and very knowledgeable, which meant you could strike up really interesting conversations. I ran into a whole lot of people I hadn’t seen for years – including a guy called Rodney Clark, who was my archrival 35 years ago at the Lower Blue Mountains Mini Bike Club [laughs].

“I already knew Broc pretty well – having worked with him through Dunlop in the States, and from racing against him several times over the years – and it was a real honour to meet Heikki for the first time because, to me, he was the first of the real superheroes of the sport. I’d see him in the videos they’d show after our club meetings, and he made a big impression on me as a kid. So it was a real treat to ride around a track sideby-side with him. That said, the riding was almost incidental; for me, the event was all about catching up with people and enjoying the atmosphere. I can now understand why Classic Dirt is becoming an annual pilgrimage for so many people.”

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EVENT CLASSIC DIRT 12

BRAND MANAGER YAMAHA MOTOR AUSTRALIA “Back in the 1970s in Australia, there was no such thing as dirt bike magazines or TV coverage of the international motocross events, so we never actually got to see guys like Heikki Mikkola and Broc Glover. They were larger-than-life icons of the sport, but complete enigmas to us in Australia.

We knew very little about them as human beings. So for me, being able to spend some time with Heikki and Broc socially in the lead-up to Classic Dirt 12 was a constant pinch-me moment. It was wonderful to have them play a part in Yamaha’s 60th anniversary celebrations, and CD12 was a great opportunity for people to meet and speak with two of the sport’s biggest icons.

“A lot of people didn’t realise that, because of some niggling injuries, Heikki had not ridden a dirt bike in 25 years until the laps he cut at CD12. In fact, he wasn’t even planning to ride at all. But when he saw all the pre-promotion for the event and the enthusiasm from Aussie fans, I think he felt obliged to swing a leg over the bike. It was really interesting to observe how all the Australian legends of the sport still look up to Broc and Heikki and hung off their every word at the event.”

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EVENT CLASSIC DIRT 12

FOUR-TIME MISTER MOTOCROSS “It was a real pleasure to meet Heikki at CD12 for the first time. He was one of my childhood heroes, so it was pretty cool when he and I featured on the same Yamaha poster in 1978 – the year he won a world championship and I won my first Mister Motocross. Broc, I’ve known for a long time. I first met him when he came to Australia to race supercross in the early 1980s, and then in 1982, I raced him at Amaroo Park when he was arguably the quickest motocross rider in the world. That Amaroo event was the only time I’d ever passed him (because he’d collapsed a wheel jumping this huge quad), so a bit of a red mist came over me at the Classic Dirt this year when I found myself behind Broc.

I just couldn’t help myself and put a pass on him up this hill [laughs].

“Those two legends really added to the event, but Classic Dirt is a special for many reasons, including Yamaha’s 60th Anniversary semi-trailer, which had a couple of my recently restored bikes on display this year – a 1975 YZ250A and the 1981 YZ465 I won the Mister Motocross aboard that year.

The atmosphere at CD12 was great, and, the older we all get, the idea of getting out there to cut some demo laps without the pressure of racing seems to get more and more appealing.”

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EVENT CLASSIC DIRT 12

THREE-TIME MISTER MOTOCROSS “Suzuki sponsored CD1 through to CD9, so that initially had a lot to do with me being part of the event. But I just love the thing now, irrespective of who’s sponsoring it, and I find a way to get there most years. I’ve been to a Classic Dirt event in Geelong, Broadford, Raymond Terrace and Wallerawang, but it’s hard to beat Conondale. It’s got awesome natural

terrain tracks and the best atmosphere for sure. This year, they had two motocross tracks – a pre-’75 and a pre-’90 – plus a vinduro track and a flat track. I took my 1981 factory KX500 up to put it on display and rode a 1988 KX250 that I’ve just restored. I did a fair few laps, but it’s really more about catching up with people than it is about riding.”

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EVENT CLASSIC DIRT 12

GEOFF BALLARD’S WIFE “I haven’t been to a race in a few years, but as soon as I heard CD12 was on at Conondale, I was in. And I’m glad I did because the event had all the elements: the best venue in Australia; great Queensland weather; good food, music, wine and atmosphere; riders and spectators of all ages from all over the country; and two of the greatest riders the sport has ever known in Heikki Mikkola and Broc Glover. Plus, the weekend is not just for the blokes who are there to ride. It’s equally fascinating and enjoyable for spectators.

I found it really interesting to see how many younger guys are now taking a real interest in the older bikes.”

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EVENT CLASSIC DIRT 12

AUSSIE ENDURO ICON “I’ve been to quite a few Classic Dirt events, but this year’s was something special. I’d raced motocross against Broc in Tahiti and in the Trans AMA series in America, and he really made the event in Oz because he speaks so well. And Heikki is just an absolute legend. It was pretty cool to be out there on track with them at the same time during the ‘Legends Laps’. Some of the guys were referring to it as ‘ego shuffling’ and I had one embarrassing moment where I high-sided my Maico – all captured on video by my son, Josh, unfortunately. That corner was the first and only time he’s ever pointed a camera at me.

“Conondale is just such a great venue, and it really adds to the vibe.

It’s one of my all-time favourite tracks with such a good layout and atmosphere for spectators. My wife, Jenni, has been raving about the weekend ever since. You’ve got to hand it to Yamaha, too. Their support over the past few years, as well as bringing Broc and Heikki out this year, has really been a boost for Classic Dirt.”

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EVENT CLASSIC DIRT 12

EDITOR, VMX MAGAZINE “Our initial idea with Classic Dirt was to move it from state to state, and we have staged it in NSW and Victoria. But we’ve found no other venue can match the facilities Conondale has to offer. Green Park has multiple motocross tracks, enduro loops and trials areas, and the guys from the Sunshine Coast club do a wonderful job with track prep. Plus, it’s great for camping and spectator access.

“Yamaha really stepped it up this year by bringing Heikki and Broc out. These guys are heroes to the Australian greats, just as much as they are to the everyday punter, so that’s why we had a bigger roll-up of Aussie legends than normal for CD12. No matter how well they’re known in their own back yard, everyone wants an opportunity to meet their heroes.

We’ve had several big names in the past – guys such as Joël Robert, Brad Lackey and Jim Pomeroy – and they were all drawcards for spectators. But this year with Heikki and Broc, the autograph session went on for more than two hours. In addition to having those big-name guys at Classic Dirt, spectators also have the opportunity to simply wander around, talk to people and check out the huge array of bikes.

To me, that’s the coolest part of the event.”

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