Transmoto Issue 9 by Transmoto

â&#x20AC;&#x153;The KTM 530 and Husaberg 570 may roll off the same production line, but they ride like completely different animals. And rest assured, they are animals!â&#x20AC;?

iKAPTURE IMAGES

Inside ISSUE #9

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

FEATURES

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22 THE TRANSMOTO 12-HOUR

We turn into promoters and launch an event designed to bridge the gap between trailride and race meet. And 250 rock up to savour the sweet NSW south coast loam!

52 BIKE DISSECTED: RV’s KX450F What’s it take to build and develop a weapon capable of winning the AMA Supercross? We get the inside line on Ryan Villopoto’s fully-loaded monster.

REGULARS 10 12 14 37

EDITORIAL

Losing one of our own – Broomy 31.

CONTRIBUTORS

Good people who make us look better.

FRAMED

Aesthetic imagery for the moto-minded.

THE NEW

Fresh news, views, bikes and products.

115 PIPE UP!

Write to us – in anger or appreciation.

117 AJ ROBERTS COLUMN

The roadmap for the AORC’s success.

54 BIKE: KTM 530EXC vs BERG FE570 These two bikes roll off the same production line and share many components. But is the fuel-injected Berg revolutionary, or just different?

64 TRAVEL: WSBK EXPLORERS

Transmoto joins BMW’s World Superbike superstars, Troy Corser and Leon Haslam, for some proper off-road shenannigans in the Victorian mist.

118 JAY MARMONT COLUMN

106

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GET 11 ISSUES FOR THE PRICE OF 9

ON THE TOOLS 97 TECH: FIXING FLATS

Enduro icon Geoff Ballard steps you through flat-fixing knowhow – in the garage and on the trail – and reveals a swag of handy tyre-changing tips.

103 PRODUCT: BUMBAG CONTENTS A handy guide to the tools and tidbits you ought to be packing for day-trips, weekenders and longer adventure rides.

108 OFF THE BIKE

Your one-stop shop for the best dirt bike gearbags on the Aussie market.

110 T_RATED

Talks sprint-format racing strategy.

New and interesting products – tortured, tinkered with, trashed, tested and rated.

121 EXPERTALKS

Our experts respond to your questions.

112 5-MINUTE FIXES

122 5 REASONS WHY...

Quick, easy and cheap fixes to improve your ride and replenish your pub ammo.

European motocross is still relevant.

126 RIPPING YARN

The closest finish in the Safari’s history.

129 3 PRIZED POSSESSIONS

With enduro stalwart, Laurie Alderton.

72 PROFILE: JUHA SALMINEN

The most successful enduro rider of all time is poised to claim his eighth title. We talk doubts, disappointment and determination with the Enduro G.O.A.T.

103

80 HERITAGE: JT RACING USA

We track the birth, meteoric rise and sad demise of what, for more than a decade, was categorically the coolest motocross brand on the face of the planet.

90 HOW-TO: CROSS LOGS

Whether you’re confronted with a pesky branch or a trail-blocking monster, TM’s Josh Green equips you with the riding techniques to get over logs with ease.

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TRANSMOTO EDITORIAL

WHAT’S

CRACKIN’? W

hat a cruel irony that it’s not until a person’s funeral that you find out who they really were. In western societies, we don’t deal with death very well. But a funeral – amid all the social awkwardness and swirling emotions – is often the first time a coherent picture of that person’s life is unveiled; a picture built from anecdotes and heartfelt comments from all the threads of their existence. A few days ago, I attended Paul Broomfield’s funeral. Along with hundreds of others from the many threads of Broomy’s life, I heard things about him I’d never known. Not trivial things, important stuff. And we’d been mates for 15 years. We heard stories from his early days growing up in WA; about the compromises he made to finish a four-year Sports Science degree; about his development as a riding coach; about his runner-up placing in two national titles and the fact he wasn’t out of the top-10 for an entire decade; about his input into dirt bike magazines and bike testing; and about his more recent work in the NSW Fire Brigade. Then, of course, there were light-hearted anecdotes about the road trips, the farting, the practical jokes, the cheekiness, the sheer love of life. People representing all the threads

ANDY WIGAN

of Broomy’s life came together for the first time and shared their memories of the man with family and friends. And as sad and moving as the experience was, it was fabulous celebration of Broomy’s life; of his giving, genuine nature; of the dedication with which he applied himself to everything he did; of the love he displayed for family and friends;

of the joy his two children brought him; and of the fact he never complained of his predicament, despite the reality that his illness – and the subsequent bone marrow transplant – had put his life at risk for quite some time. As Broomy’d say in an accepting, not defeatist, manner, “These are the cards I’ve been dealt. And I’ll deal with them.”

“While we were swapping stories about your life at the crematorium, your sister gave birth to her third baby girl.”

In the course of working, riding and hanging out with Broomy for the past 15 years, I don’t think I ever heard him speak ill of anyone. But, unlike many button-down riders these days, he had opinions and wasn’t afraid to voice them in no-bullshit terms. Broomy wasn’t religious. He never spoke of delaying enjoyment or life’s experiences in favour of some promised future wonderland. He grabbed life by the balls and lived it to the fullest, but respected others on that journey. Like many others with whom I shared a few post-service drinks in the #31’s honour, I came away from that day vowing to do the same – to consider how fleeting life can be; to focus on what’s true and real; to be more appreciative of what I have and those I love; to do more of the things that really matter. And when I think of my old mate, Broomy, I see his beaming face, quirky eyebrows askew, hat on sideways, squawking at the top of his voice, “G’day! What’s crackin’?” Well, mate, since you’re asking, a fair bit – the most important of which is that, while we were swapping stories about your life at the crematorium, your sister gave birth to her third baby girl. She was delivered in the same hospital you left us from. Yep, the cycle of life. Rest in peace, mate. We’ll miss you.

iKAPTURE, WIGAN

MORE ONLINE... For the touching eulogies delivered by friends and family at Paul Broomfieldâ&#x20AC;&#x2122;s funeral, see www.transmoto.com.au

REGULAR CONTRIBUTORS

Cover Uncovered Ryan Villopoto on the Factory Kawasaki KX450F SIMON CUDBY

shot this cover for Transmoto out at Ryan Villopoto’s backyard SX track in Murrieta, California. Although his house – with a selection of SX and MX tracks – is out in Clermont, Florida, Villopoto still keeps this house in CA. The property was once owned by Stephane Roncada (2000 Eastern Regional SX champion) and I had actually shot there when Ron Ron was riding for YOT back in the day, so there is some history to the dirt here. As we showed up at the track late in the afternoon to get some sweet light, Ryan was ready to ride in his just-arrived new Thor gear. RV is always easy to work with, and once we had a look at the track, I knew the finishline jump would give us the best chance for some big whips and great action. Villopoto is known for winning races with an aggressive, balls-out

TR ANSMOTO CONTRIBUTORS

speed and, as you can tell from the cover image, he is all about getting from A to B as fast as possible. His style is not that of a fluid Kevin Windham, but instead he has more of a Ricky Carmichael-style of muscling the bike around the track, staying low and fast at all times. We set up some strobes in the early evening, and one of those shots was on the content page of Transmoto #8. With this year’s AMA SX series winding down to the final round in Las Vegas, Villopoto is right at the top of the points standings. It promises to be a fitting climax to an awesome year of racing that has seen all the top riders fit and fired-up – maybe Stewart and Reed have been too hot at times! Villopoto’s speed could see him stay on top, his consistency paying off with the No.1 plate.

MEET THE TEAM

MANAGING EDITOR

Andy Wigan | andy.wigan@transmoto.com.au DEPUTY EDITOR

Ollie Sharp | ollie.sharp@transmoto.com.au FREELANCE FEATURES EDITOR

Martin Child | martin.child@transmoto.com.au ART DIRECTOR

Wayne Smith | wayne.smith@transmoto.com.au SENIOR PHOTOGRAPHER & ONLINE EDITOR

Greg Smith | ikapture@transmoto.com.au ONLINE CONTENT MANAGER

Jake Jackson | jake.jackson@transmoto.com.au FREELANCE DESIGNER

Benjamin Tuffy | ben.tuffy@transmoto.com.au OFF-ROAD EDITOR

AJ Roberts

ERIC JOHNSON Moto journalist

o-founder of American Racer X magazine, Eric has written the JT Racing clothing story for us in this issue. For a brand that defined motocross for much of the ’80s and ’90s, it seemed only natural to ask him about his favourite JT story. “I’d graduated from college and had been in Los Angeles for about two years. I was living in Manhattan Beach, working in advertising and, man alive, was I poor! Nonetheless, there was no way I was going to miss watching JT rider Ron Lechien race at the 1989 500cc USGP in Hollister, California. In my beat-to-shit Volkswagen and with $45 in my pocket, I started driving north. The thing was, I didn’t take into account the fact that it took seven hours to get to Hollister. While there, I was thrilled to watch The Dogger win the GP. The problem was I had no money for food or water and ended up with heat stroke. I drove home alone in my underwear and pouring melted water out of a cooler over my head to try and cool down. To this day I can’t believe I made it back to L.A. alive. As crazy as it sounds, that’s my favorite JT memory.” Eric (above, right) in a photo with his hero, Ron Lechien – his pants much drier than the last time.

JOSH GREEN Pro enduro rider

e’s not bad on a bike is Josh Green. Winner of a round of the Enduro Junior World Championship in 2010, we asked him to guide you over the technique for our mastering logs ‘How to’. We also asked him for a memorable tale from inside the world circuit. “After my first round EWC win in Greece, I was on a high note leading into Turkey. On the first lap I came to a river where a few bikes were stuck. I tried a different line that was basically too deep and got swept downstream and drowned the bike. After getting the bike going I finished my lap, deciding to DNF to get the bike prepared for Day 2. As I pushed my bike out of the Parc Ferme onto the start ramp the next morning, I looked down to the swelling mob of people, only to see my team owner falling over the fence with a huge green and yellow thing in his hand. He then walked up and onto the start ramp and handed me the biggest blow-up frog I have ever seen – just to remind me not to be such a water-lover again. The embarrassment kicked in but I couldn’t help but cry with laughter as I rode out of the paddock and down through town with this frog sitting on my handlebars! It’s a memory I’ll never forget.”

OLLIE SHARP

EUROPEAN CORRESPONDENT

Jonty Edmunds

Transmoto’s Deputy Editor

PRODUCT PHOTOGRAPHER

REGULAR CONTRIBUTORS

ith the recent departure of Ian Hancock to the legal world of exorbitant fees and posh totty, we’ve a new bum on the worn fabric of the deputy editor’s chair. Meet Ollie Sharp, who’s clearly no stranger to a computer or a set of handlebars. Do tell us more, Blunty… “I spent over 10 years dedicated to racing professionally in motocross, supercross and enduro back home in NZ. However, I raced the Aussie titles between 2001 and 2003 and snatched a handful of top 10 overalls. I even received a wildcard entry to the 2001 Australian GP at Broadford and – if it weren’t for the blown stator unit in my YZ125 – would have qualified for the main. “I’ve raced every NZ national title championship inbetween for the likes of KTM, Suzuki and Yamaha, and even raced the infamously hard Roof of Africa back in 2009. “My background in journalism/editing begun after finishing a joint Bachelor of Sport Management and Marketing course in NZ, when I landed a job at Kiwi Rider magazine before hopping the ditch and planting my size 46 Sidis in the Transmoto office.” Welcome aboard, Bro!

Tony ‘faarken’ Nolan

Geoff Ballard, Jorden Bethune, Garry Blizzard, Ben Bunda, Jeff Crow, Simon Cudby, Nick Dole, Michael Ellem, Danny Ham, Frank Hoppen, Eric Johnson, Mark Kariya, Simon Makker, Jay Marmont, Geoff Meyer, Derek Morrison, Ben Mulherin, Grant O’Brien, Damian Smith, Ben Smithurst, Cameron Taylor, Jason Weigandt, Peter Whitaker ADVERTISING DIRECTOR

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

ADVERTISING MANAGER

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

MARKETING & CIRCULATION MANAGER

Jean-Marc Parodi | (02) 9965 7346 jean-marc.parodi@transmoto.com.au

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

WWW.TRANSMOTO.COM.AU ISSN : 1839-0358

5 things you don’t know about this shot: WHAT: Round 1, 2011 Rockstar Energy Drink MX Nationals WHERE: Broadford MX Complex, Victoria WHEN: Sunday, March 13, 2011

Not quite a year on from the tragic death of Andrew McFarlane at the Broadford circuit – the host venue for the 2000 and 2001 World MX Championship, which was, ironically, the launching-pad for Sharky’s stellar international career – the Rockstar Energy Drink MX Nats returned for the 2011 season opener. It was an emotional weekend for the entire Australian motocross community.

3 4 5

The Under 19s and Pro Lites classes had enjoyed blue skies and perfect track conditions during the morning’s racing. After each class’ four-moto format, GYTR Rockstar Yamaha’s Luke Arbon had bettered Errol Willis and Shaun Redhead in the Under 19s, while Matt Moss went 1-2-2-1 to dominate the Lites class, ahead of his JDR Motorex KTM teammates, Brenden Harrison and Josh Cachia for a 1-2-3 podium sweep. Literally, in the minutes leading up to the first of the Pro Open class’ four back-to-back motos (pictured), a storm of biblical proportions came from nowhere and swept across the undulating Broadford circuit, making conditions downright treacherous. Teams got caught on the hop with bike set-up, and goggle reps went berserk to make sure their boys had some sort of vision in the atrocious conditions. Monster Kawasaki’s Billy Mackenzie went 1-2-3-2 for the Overall Open-class win, ahead of Suzuki’s Cody Cooper and Open-class rookie, Lawson Bopping. When the semi-trailers slithered out of the Broadford circuit, the 2007 champ, Dan Reardon, sat in 11th. The reigning champ, Jay Marmont, was in ninth. And his teammate, and the bloke many considered the title favourite, Josh Coppins, was in seventh. The opening round may have been unpredictable, but the Open-class standings after Rounds 2 and 3 – held on consecutive weekends at the start of April – were turned on their head. Gutsy performances from the CDR Yamaha duo of Coppins and Marmont would see them leapfrog into first and third, split by Kawi’s Dean Ferris. Mackenzie plummeted to sixth, Bopping to fifth, and Cooper would be sidelined with busted ribs. There are no short odds on offer this season!

PIXEL PIG

BIRTH OF A MOVE

Hailing from the small Victorian town of Koo Wee Rup, 28-year-old Mark “Monz” Monea was best known in FMX circles as Cameron Sinclair’s mechanic. But in early March, that all changed. “Late last year, Cam suggested I do a Frontflip into the foam pit on a mini bike. Which I did,” Monz explains. “Then he kept nagging me to do it on a bigger bike. I got sick of him pressuring me, so I went for it and it came around pretty easily. When I’m on the bike, it feels like a dead-straight Frontflip, but when I look at the footage, it seems to flatten out and do all sorts of weird things.” We reckon it looks more like a corked Frontflip 720! On March 2, after a month’s practice in the foam pit (and with Transmoto lensman, Pixel Pig’s Jorden Bethune, on hand), Monea took it to the dirt. Bethune’s sequence here captures the first time this trick was ever attempted to dirt. Barely a few weeks later, Monz repeated the move – now billed the “Carry On” – in Newcastle as part of the Nitro Circus Live show. Who said FMX had stopped evolving? After Newcastle, Monea hinted at more to come: “I also have some other ideas of combos I might be able to throw in there, but we’ll just have to wait and see.” What now for the Carry On Kid from Koo Wee Rup? Sticking the thing at the X Games this coming July in Los Angeles. Yep, another Southside star is born! PIXEL PIG

THAT CRASH

Chad Reed and James Stewart have been fierce rivals for years, but they’d managed to keep out of each other’s way for the first half of season 2011. When the title chase started to hot up, however, the two former champs seemed to attract each other like a couple of factory magnets. By Round 13 in Texas, Reed’s consistency had earned him a narrow lead in the points’ standings, while Stewart hadn’t won in eight rounds and was sitting in fourth. To add to Stewart’s pressure, his San Manuel Yamaha team manager, Larry Brooks, had gone MIA, plus Stewart had been embarrassed by a highly publicised mid-week run-in with the police – which CBS conveniently overlooked in their broadcast. With Reed and Stewart battling for second place in the Dallas main, Stewart lost control in the massive whoops and then whisky-throttled his Yami into Chad in a torpedo-like move befitting the Dallas Cowboys Stadium they were racing in. While Stewart lost little time and only one position, Reed was ejected over the berm, slammed into the concrete and copped a footpeg down the back, before re-mounting to limp home in eighth. It also cost the TwoTwo Motorsports owner/rider the series lead. But the most memorable thing to come out of the episode was how Reed kept his composure and refrained from tearing Stewart’s head off – thanks largely to VitalMX photographer, Steve Giberson (aka, GuyB), showing Reed this crash sequence in the back of his camera straight after the race. Satisfied it was not an intentional take-out, Reed sucked it up and moved on. STEVE GIBERSON

THE TRANSMOTO

HOUR ANDY WIGAN

iKAPTURE IMAGES, ANDY WIGAN, GRANT Oâ&#x20AC;&#x2122;BRIEN

Race it or ride it, go solo or team-up, run a motocross weapon or trail sled ... take your pick! The Transmoto 12-Hour bloods a new, low-key dirt bike event where rules take a back-seat to fun.

’m still wiping the sleep from my eyes after a nanna-nap in the back of my ute, when I feel a tap on the shoulder and someone whispering in my ear. “Hey, tell me, Andy, are any of you Transmoto guys fast? Like, seriously fast?” Hoping I’m being cornered by a naïve young moto groupie with stars in her eyes, I turn to see Anne-Marie Bussa – clipboard in hand, officious look in her eye, deadly serious. The Saturday arvo prologue has just finished and a bunch of guys are loitering around the results board to see where they’d placed among the other 80 teams. Anne-Marie looks like she holds the answers to their questions and she becomes the object of their attention. I toy with the idea of regaling her with all sorts of bullshit, but the prologue’s timekeeper has got an air of urgency about her, so I hold my tongue. “It seems that one of you blokes in Team Transmoto #2 has posted the best time in the prologue … by a whopping 30 seconds,” AnneMarie goes on to explain. “Looking at the rest of the times, it really doesn’t seem right.”

When she mentions it’s her son – Team Husqvarna Pro rider, Luka Bussa – who’d topped the score sheets until this timing aberration with the Transmoto interloper – I can’t help myself. The scenario is priceless: a timing discrepancy at the Transmoto 12-Hour would see a Transmoto staffer walk away with $500 prize money and pole position for Sunday’s start. Seriously, what a script! “Well,” I casually explain to the

fidgeting Anne-Marie, “we’ve got this Pomy guy onboard now – a former gun road racer cum stunt rider. He’s not so fit, but he can pull miraculous lap times out of his arse on occasion. Admittedly half a minute in a five-minute prologue loop is a lot, but ... nah, it doesn’t surprise me. The man can pedal. Why, is there a rule against a Transmoto guy taking the cash?” Then, just to really test her patience, I facetiously add, “You’re not just looking after the interests

of your beloved son here, are you, Anne-Marie?” I’ve managed to keep a straight face the whole time, but the Pom in question – Martin “Wild”Child – is within earshot, and he’s sniggering like a school kid in the back of a bike trailer. WildChild finally composes himself, strolls over to us and offers up an explanation so convoluted, it may as well have been in another language. As hard as he tries to toy with the truth, it soon becomes apparent that he’s failed to attend riders’ briefing. It then comes to light he’d been spotted loitering with intent near the start/ finish timing loop during the prologue ... with a transponder in his pocket. The clown! Faux-drama sorted, the prologue finishing order is printed and displayed. A few guys pump their fists in approval of a teammate’s performance, but the majority don’t give a rat’s. Most riders are already kicking back in their luxurious campsites, watching the twilight give way to the autumn night’s stars, enjoying a quiet beer, and concerned with more pressing issues – like who’s on cooking duty, who forgot the ice, and where the hell the air mattress pump got to.

t’s 6am on Sunday morning when AC/DC’s Hell’s Bells blares out over the PA system. Transmoto’s ad man, the usually shy and retiring Andrew Hobbs, has taken a curious liking to the microphone. The 12-Hour has been his little baby for months so, before the rest of us are even out of our swags, he’s spruiking up a storm on the mic, staging random interviews and peppering his meandering jibber-jabber with lines out of Talledega Nights, Days of 24

Thunder and Forrest Gump. With mist rising from the valley floor, the first beams of light arrive and the pit paddock comes to life quickly. Two-stroke smoke, four-stroke growls and the waft of bacon and espresso all fill the air, as 250 riders gravitate toward the 20-foot-high Lucas Oils bottle that marks the staging area for rider’s briefing. Looking around, I see legends of the sport, industry types, Pro riders and punters, young moto punks and old trail masters – an eclectic

mix of man and machine; a broad cross-section of the Australian off-road community. The central message from organiser Lyndon Heffernan at the riders’ briefing goes something like, ‘use common sense, show courtesy to others, be safe, have fun’, before he hands the mic over to enduro stalwart, Chris Cater, for a few words about the course and the pit-area logistics for rider changeovers. “Look, I won’t ask you to limit yourselves to

walking-pace in the pits because I wouldn’t do that myself,” Cater explains. “So let’s say the pit lane speed limit is … well, not fangin’ it! Alright?” It’s not the sort of language our friends at Motorcycling Australia like to hear, but it gets such a laugh, the point is made loud and clear. It reinforces that the 12-Hour is more about fun than officialdom – a recipe that seemed to go down an absolute treat for 250 happy campers lucky enough to be at the inaugural event.

PICTORIAL 12-HOUR

THE COURSE Thanks to the boys at VX Sport, their data logging equipment allowed us to get a snapshot of the 12-Hour’s course, much of which was used for the 2006 Australian 4-Day Enduro. The map here captures prologue winner Luka Bussa’s three lap-stint on Sunday arvo, en route to his Team Husqvarna win. Time: 51 mins Max Speed: 88.3km/h Avg Speed: 26.0km/h Total Distance: 22.42km (7.5km/lap) Avg Heart Rate: 87 Max Heart Rate: 163

PICTORIAL 12-HOUR

THE PRO - Glenn “Ginger Figs” Kearney “Luka Bussa rode the prologue for us and he smoked them. And the race itself went pretty well. Our strategy was to do an hour each during the morning, and then switch to a couple of laps each after lunch when it got hot. But it was still tiring because the track was so rough. Okay, there were claims that we were trophy hunting, and with four Pro riders in our team, it definitely appeared that way, didn’t it? But I didn’t know anything about the race. Luka called and said

the KTM team guys and Ballard’s Yamaha team would all be there, so I just rolled with it. I later discovered that other Pro guys had teamed up with their punter mates. Props to my teammates: Damian Smith the carpet-layer is always a wealth of knowledge, and Tom Kite’s youthful exuberance kept us all light-hearted and entertained. And I clocked the fastest race-lap, so Luka had to wash my bike. The track was great. The option to come in or go around

the pits worked well. And the whole concept of working together as a team made it really enjoyable. Pretty hard not to have fun at an event like that. I have to say the Public Enemystyle trophies were awesome. I rocked the Flava-Flav look all night with that thing – yeah, boyee! – and enjoyed the custom birthday cake the boys gave me. The candle was a sparkplug box doused in fuel, lit and stuck into an old bread roll. Best cake I’ve ever had!”

PICTORIAL 12-HOUR

THE PUNTER - Matt “The Maltese Stevedore” Dymock “My brother, Jason, is from Total Care 4WD who sponsored the 12-Hour, so I shouldn’t rag on him. But the seat he was running on his bike was so gay. Because he’s short, he runs the forks through, he’s had the shock shortened, and the base cut out of his seat. But he’s gone and added some soft foam and all this gel to the seat, so it’s ended up all domedup. And wrong. Straight from the Mardi Gras,

it was. The event itself was a bit of everything. I got to go away with my brother, which I hadn’t done for a long time, and ride in his red truck. I love that truck! I was away for three days and camped out for two nights. Carefree, no phone service, that stream down to the side of the camping area ... just little things like that made the whole thing absolutely great. I thought the atmosphere and the track was

awesome – it wasn’t too hard, it wasn’t too easy, and it got better as the day went on. There was a bit of everything: tricky downhills, slippery stuff, flat-out grasstrack and cool singletrack. For next year, you should keep the max team size at four people. That way, people will still take it seriously. I know it’s not a serious event, but you still want people to have a go at it and try hard while they’re having fun.”

THE CHEAT - Garry “Gissa Bunger” Blizzard “On behalf of my teammates – “The Flying Four-Skins” – I need to put these allegations that we cheated to rest. At the riders’ briefing, there was mention of a ‘transition area’ right there near our pit set-up. That was never questioned or defined, so we merely took advantage of the rules. When we did a rider changeover, we didn’t ride right through the pit area, which probably took a minute. Or two. We took the fast lane around the outside, which took you

directly to the transition area in question. That, fortunately, was right next to our team’s set-up on the edge of the pits. Purely coincidental, that. Our team prologued in 15th and we managed to claw our way up to a very respectable fifth at the end of the 12 hours. Our slick rider changeovers might have had something to do with that, as did our strategy of doing only one flying lap before swapping. I should pay tribute to my team – Grant “GOBA” O’Brien,

Mark “Browndawg” Brown and Justin “Bushy” Bush. With a name like Bush, can you believe it was his first off-road event? He was riding a full-blown YZ250 MXer, but his lap times were unbelievably good. Seriously though, that was the most fun event I’d ever ridden. The spit roast was a crowd favourite and the penis suit even made an appearance one night. Relaxed atmosphere, good crew ... never seen so many people with smiles on their faces at an event.”

PICTORIAL 12-HOUR

THE IRONMAN - Jack “23-Laps” Leggett “I only rode the Ironman class because my Dad said I couldn’t do it. I wanted to prove him wrong, and I had heaps of bets going, too. The old man lost our bet and had to buy me a pipe for my YZ450F. The rest of the bets I won were cash from mates. I didn’t really enter the thing with any sort of strategy. I went in it to finish it; not win it. But halfway through the day, I found out I was leading

the Ironman class, so I just put my head down and kept going. I started out doing two laps at a time, and then went back to one lap at a time after lunch. I’d come in to get my arms massaged before going out again. I clocked up 23 laps, which wasn’t bad. The Pro guys on the four-man Husky team who won did 39 laps, I think. I was pretty happy with the result because it was my first ever

off-road event. I usually race club and state-level motocross on the weekends. It was good to catch up with the other four or five guys who rode the Ironman class. Good bunch of blokes. I was so buggered that, at the presso, I could hardly lift that $1000 ARB fridge/ freezer I scored for the ‘Lucky Minute’ prize. All in all, I think you blokes did a great job with the event.”

THE ORGANISER - Lyndon “Whose Pooch?” Heffernan “We were lucky with the weather, which put everyone in a great frame of mind. A few people said the course was a little tough, but I believe it had to have a few challenging sections, and conditions were absolutely perfect. The atmosphere was low-key and, unlike a few of the 4-Days and AORC rounds I’ve run, no one got wound up or made the organisers’ life hell. I started promoting years ago with the Thumper Nats, so the laid-back

12-Hour reminded me of those days. That combination of a fun but professionally run event is exactly why I think you saw the sponsors jump on board, and why quite a few crew came from interstate to be part of it. It’s a great concept and it will grow. I had a lot of the Batemans Bay area locals help with the running of the event. Kim and Wayne from the Nowra Districts Motorcycle Club, and helpers like Chris and Jason Cater,

all did a sensational job with everything from the course prep to the scoring. It was pleasing to see more than 180 of the 250 entrants bought one-event day-licenses. We’ve pretty much been preaching to the converted with race events over the past decade, so it was good to do something a bit different; something that helped convert people from casual trailrider into having a crack at an event.”

MORE ONLINE... For race footage, interviews and results of the Transmoto 12-Hour, check out www.transmoto.com.au

BIKE|PR ODU CT|REVIEWS RACE|EVENTS

Euro Developments MAY 11 – JUNE 14, 2011

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

Fuel-injected 2012 KTM EXC thumpers & direct-injection Gas Gas two-strokes!

t’s that time of year again; when the industry’s web forum racers start pulling the mouse throttle so hard, their larynxes begin turning the rumour-mill blades. While Japan lies in ruins – its recovery/ nuclear meltdown having a clear impact on Suzuki, Kawasaki, Yamaha and Honda’s production capabilities and model development for 2012 and beyond – two European manufacturers are pressing ahead with their own counter-cyclical strategy. Specifically, we’re talking about the product development news that’s been gaining some serious momentum around the 2012 Gas Gas and KTM range of bikes.

ESPANOL

John Fretten, of Solo Imports, the Australian distributor for Gas Gas, confirmed that the company has

recently taken on new investors, who’ve produced the necessary wad of cash to inject into future Gas Gas models. The rumours of an exciting new enduro thumper are true. In fact, Fretten goes on to explain, “What a lot of people didn’t realise is that Australia was the only country in the world to get the FSR450 in 2011. It was built specifically for this market.” And when asked about the talk of the new FSR450 and suggestions of yet another Yamaha-powered Gasser, Fretten continued: “The funny thing is, the factory initially wanted to run a Yamaha 450 motor in the new FSR450, but the Australian dealers were dead against it. They thought the carburetor’d Yamaha engine would be a backward step due to its ageing technology and that it actually had less horsepower

than Gasser’s own internally developed engine. I can confirm Gas Gas is working on an all-new fourstroke engine to be accompanied by a much-updated frame, but it’s unlikely to arrive until early 2013.” As for the global hype around direct injection two-strokes – something that’s been associated with Euro manufacturers such as KTM, Husaberg, Ossa and Gas Gas – Fretten confirmed a hint received via Gas Gas EWC multiple world champ, Ivan Cervantes, that they were in fact heavily involved with preliminary direct-injection testing. As for a production date, 2013 looks more likely than 2012. But there’s no doubt, the Spanish marque is determined to bring cutting-edge technology to the dirt bike market.

EMBARGOED

While the 2011 SX and SX-F ranges received a significant mix of engine, frame, suspension and bodywork upgrades, KTM’s EXC range hasn’t seen much of an overhaul for the past three model-years. Literally days before this issue had flown off the print press, KTM’s worldwide press release embargo for their 2012 EXC range will have been lifted during the bikes’ world launch in Italy on May 4. Check the Transmoto website for details. That’ll be followed by the feature on the new EXCs in Issue 10. But if you read our Rob Twyerould interview on page 58, it’s safe to say the entire 2012 EXC range will be sporting fuel-injection and significantly new powerplants.

FORWARD THINKING By the time you’re reading this, transmoto.com.au will have already released detailed info about KTM’s all-new 2012 EXC range, including EFI and significantly updated motors. Gas Gas also has some major plans in the pipeline. We may not see them in 2012, but Gasser’s EXC pilot, Ivan Cervantes (pictured left), is already neck-deep in testing them and can hardly conceal his excitement about the factory’s future direction.

81.6

Represents the podium place percentage of TwoTwo Motorsports’ Chad Reed.

MAY 11 – JUNE 14, 2011

5 JUNE 1 SALE #10 ON

98.5

Percentage of entrants surveyed who said they’d return to ride the Transmoto 12-Hour event next year.

2011 Rockstar Energy MX Nationals

DEAN FERRIS One red plate isn’t enough for the young Monster Energy Kawasaki rider.

ockstar Energy Drink MX Nationals fever has firmly taken its grip in the off-road echelons. With three rounds accounted for out of the nine so far, there is an impressive 900 points in total up for grabs within Pro Open, Pro Lites and Under 19s. And it’s got the Pro’s spinning in a daze when it comes to strategic race plans.

JOSH COPPINS He’s beginning to fire on all cylinders. Only several niggling injuries are holding Coppins back.

FIREWORKS Broadford’s naturally undulating track for Round 1 really did open the floodgates on the 2011 season. Whilst the Pro Lites and Under 19s revelled under stunning sun-drenched race conditions, by the time the Pro Open division rolled up to the prepared start gates in their shiny new kit the heavens had opened. CDR Rockstar Energy Yamaha’s new signee and former world number two, Josh Coppins, had a shocker of a day. As did teammate and defending 2010 Pro Open champion Jay Marmont. Rockstar Motul Suzuki’s Cody Cooper rode away from the competition after a shakey start, leaving Scotsman Billy Mackenzie gladly taking the Overall but wondering where the extra speed can be found. Meanwhile JDR Motorex KTM riders Matt Moss, Josh Cachia and Brenden Harrison literally dominated the Pro Lites division from opening moto.

nstead of putting a cheap gift on the cover of the magazine, our value-extra comes in the shape of our fresh, informative and up-to-the-minute website. So while your lesser-informed mate marvels in the fact that his beer stays cooler for an extra few seconds, let him in on all the insider info you’ve gleaned from transmoto.com.au

Team Raceline Pirelli Suzuki’s Errol Willis and GYTR Rockstar Yamaha’s Luke Arbon battled away for top honours in the Under 19s class.

FLIPSIDE Round 2 and 3 wound their way out past Campbelltown to MacArthur Park’s newly built racetrack and then headed north back up the coast to the gumtree-clad Raymond Terrace MX compound. A promising showing of spectators filtered through Macarthur’s gates, whilst Raymond Terrace’s lackluster performance to pull the punters gave photographers a headache trying to shoot action with anything but gumtrees in the background. It’s just unfortunate more spectators weren’t

On Mondays we have a round-up of all the important race action from the weekend. Tuesday sees the Chinwag; full of videos and action from around the world. Wednesday has the USA Insider, with Jason Weigandt; bringing the AMA SX to life. The Thursday Throwdown is ram-packed full of fact, fiction and rumours, whilst the Friday Video Fix will set you up for the weekend.

in attendance to witness Raymond Terrace’s scintillating racing. On the flipside, the who’s who of Round 1 at Broadford read like the list of was nots at Round 2 in Appin. CDR Rockstar Energy Yamaha’s Josh Coppins and Jay Marmont redeemed their title hopes with Josh Coppins now sitting atop of the overall standings with 228 points. Monster Kawasaki’s Dean Ferris is tailing the 34-year-old Coppins on 219 points with a strong string of repeated podiums; Yamaha’s Jay Marmont seat bounced his way back onto the overall podium with 199 points. Meanwhile Cody Cooper’s early strength during Round 2 at Appin came to a sudden halt when an unfortunate over-thebars moment while leading Moto

First to the draw this month, we broke the news about the postponement of the 2011 A4DE before the official announcement from MA. And then we brought you the story behind why the top riders were sidelined for the 2011 ISDE. Transmoto – it’s got its fibre optic nerve on the pulse of the off-road scene from within Australia and around the world.

ANSMOTO R T %

SAVREE MO AN TH

The percentage of entrants who DNF’d NT’s Kamfari due to sheer physical exhaustion.

GOES MONTHLY

STILL

$70

FOR 12 MON THS

Subscribe and save over $40 when you sign up for a year! Log onto www.transmoto.com.au for more images, interviews, info & vids

ERROL WILLIS Team Raceline Pirelli Suzuki’s Under 19 young-gun has posted a near-perfect scorecard.

FORM GUIDE Standouts & disappointments from the world scene...

WORLD MX GP MATT MOSS The new JDR Motorex KTM signing has been almost untouchable in the Pro Lites.

2, sidelined the Kiwi with injury thereafter. In the Pro Lites, JDR Motorex KTM’s Matt Moss has literally been unstoppable with three from three Overalls and a massive 277 points out of a total 300 points up for grabs. Serco Yoshimura Yamaha’s Kirk Gibbs struggled momentarily at Raymond Terrace, although it seems even a bad day in the office landed Gibbs with handy 192 points, and a grip on second Overall behind Mossy. Brenden Harrison’s 185 points lands the JDR Motorex KTM team member with third Overall. In the Under 19s, Errol Willis was absolutely brilliant at Appin and, even with a dose of the green lurgy at Raymond Terrace, managed to stay ahead of Yamaha’s Luke Arbon in the race for the coveted Under 19 class silverware.

Belgian Clement Desalle took a second and a first to claim the Overall in the opening round of the MX1 in Bulgaria.

POWERBALL POINTS The disastrous weather conditions at Broadford for the Pro Open’s afternoon race schedule was more than a sign from the gods that day. Shortly after the PR came and went from Round 1 of the 2011 Rockstar Energy MX Nationals, Williams Event Management put pen to paper and revised the original schedule of four 10-lap back-toback motos for the Pro Open class at the end of the day to fall in line with the Pro Lites and Under 19s, which sees two 10-lap back-toback motos in the morning, and then repeated in the afternoon. The change was a welcomed one, particularly for all the privateers. With each moto counting towards Overall points, it’s unique to see

class-leaders with 200-plus points so early in the season. In total, there are a potential 900 points available from 36 races. A points allocation like that must surely have a dramatic effect on the way racers and teams strategise their national campaign. Take Cody Cooper, for instance. The Rockstar Motul Suzuki ace was surely on form in the beginning of the season. Now, having missed seven races and a possible 175 points, he will need more than lady luck on his shoulder before he can reassert his presence. No doubt Round 4 at Murray Bridge, SA, on May 8, will have opened a new can of worms by the time you read this. Matt Moss’ red plate looks to be in safe hands for now. Whether Josh Coppins and Errol Willis can retain theirs is an enitrely different matter.

If you buy any tee from Unit’s new 4:20 Blitz range at www.unitriders.com, you’ll receive either a white

Supernova or black Psalm tee absolutely FREE! For full details on how to take advantage of this rather cool offer, see the promotional card inserted with this issue. And if that’s not enough, thumb your way through to the fine Unit poster also included with this very issue!

EWC After missing the first EWC round, even a hip injury couldn’t stop David Knight claiming a 1-2 result in the E3 class at Round 2 of the EWC in Portugal. Husqvarna riders Antoine Meo (E2) and Juha Salminen (E1) are absolutely dominating their respective classes. Aussie enduro ace, Josh Green (EJ), is homeward-bound after financial problems hindered his team’s (TM Electraction) ability to continue their EWC campaign.

James Stewart’s recent return to form seems to have come at exactly the right time to challenge for the Championship, trailing series leader Ryan Villipoto by 9pts.

FOR TRANSMOTO READERS

o celebrate Transmoto’s move to a monthly publication, we’ve teamed up with our buddies at Unit to offer an exclusive promotion to the loyal hordes of Transmoto readers.

Injured multiple World MX Champion Antonio Cairoli could only manage 7-10 result for 10th Overall in Bulgaria.

AMA SX

EXCLUSIVE UNIT OFFER T

Meanwhile, German teenage sensation Ken Roczen smoked the MX2 class, leaving recent GP returnee Tommy Searle lapping up the second podium step.

Even with a target on his back and some freaky crashes, TwoTwo’s Chad Reed trails the championship lead by a mere 6pts.

GO TO

34-35

P FOR MORE INFO

Trey Canard’s brilliant rookie season is over after he fractured his leg during a training/testing session for the upcoming MX season opener at Hangtown.

“I’m cancelling my ads with Transmoto forthwith. Your art director failed to Photoshop enough hair onto my head in the pic in the Tech Wheels feature in Issue #8.”

Number of years Serco Motorsport has now been Yamaha’s official Lites team for national MX and SX.

Speedway great, JTR’s John Titman, leaves a facetious phone message at Transmoto HQ. Will this mop win you back, John?

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

Alpinestars Boot Resoling Program

onza Imports, the Australian distributors of Alpinestars apparel and hardware, has introduced a new resoling program for all Alpinestars Tech series boots. Run through their extensive network of dealers, Alpinestars customers can deposit their holey-soled moto-boots and have them repaired and returned in roughly four days. The cost of the resoling process will vary depending on your boot’s model and overall condition. As an example, a new set of soles for a good condition set of Alpinestars Tech 10s will set you back around $180. Fairly well priced when you break down how much longer your boots will last for and how good the job is.

All Alpinestars Tech series boots are catered for and the repairs are carried out at Monza Imports’ recently equipped Melbourne HQ. Although there isn’t a guarantee on the resoled boots, the original sole and all other boot hardware – such as the buckles – are already covered by a 12-month warranty. Alpinestars’ Luke Duivenvoorden explains the thought train behind the program, “We wanted to provide the Alpinestars

MOTO TASSINARI AIR4ORCE M

oto Tassinari is a brand synonymous with two-stroke reed-blocks. At their peak, they ‘were’ the ducks nuts of bolt-ons to effectively boost performance of every two-banger out there. So where have they been lately? Developing something trick that does to four-strokes what the VForce did to two-strokes, that’s where!

Two velocity stacks tune your bike’s spread of power.

customer an in-house repair option in order to provide the complete service. Monza has invested heavily in machinery and training, and the end result is impressive. We have the capacity to repair up to 40 pairs of boots per week and the initial feedback has been very positive.” But take heed, Monza is serious about customer satisfaction within the Australian market. As such, the program is purely restricted to Alpinestars boots that have been purchased through the Australian Alpinestars dealer network. Proof of sale will be required.

Moto Tassinari’s AIR4ORCE is a tunable intake system for late-model (namely 2010 onward) four-stroke dirt bikes. In a nutshell, the custom airboot replaces the standard OEM version and, as a kit, comes with two interchangeable velocity stacks. The shorter velocity stack provides better throttle response from mid to top-end. While the

longer stack provides better throttle response from bottom-to-mid. Currently Ciscos Race Tuning has AIR4ORCE kits in stock for all 2010 and newer KX250Fs, YZ250Fs, CRF250Rs and RM-Z250s. Feedback from preliminary local testing has been very promising. The AIR4ORCE units retail for $359. Modern 450F dirt bike kits will be available soon.

“I could hear the bikes from my house so I had to come.”

Age at which New Zealand MX legend, Darryll King, won New Zealand’s MX2 class at the 2011 New Zealand MX National Championships.

2008 Pro Lites Aussie MX champ, the now retired Luke George, responds to a question about his earlier commitment not to ever come back to watch a MX Nationals race.

MAY 11 – JUNE 14, 2011

INDUSTRY NEWS

CHIN to CHIN

News on the street is that GET, the ignition computer control system powering Chad Reed, James Stewart, Tony Cairoli and Suzuki GP in Europe to victory, is making its way to the Australian market in the near future.

Old racers never disappear; they just become team managers. We compare two of the fastest men in Australia who have swapped bucking saddles for comfy office chairs. DANIEL HAM

BRADLEY WILLISCROFT

AGE: 32 HOMETOWN: Thornton, Newcastle, NSW MY FIRST BIKE WAS: YZ50. It was the first bike I went over the bars on and used to do

AGE: 42 HOMETOWN: Helensburg, NSW MY FIRST BIKE WAS: A Suzuki TM75. I never raced it, I just beat a trail around the local

MX and flat-track on it.

area on it.

MY LAST MEAL WOULD BE: A home-cooked roast. I’M GOOD AT: Many things but not great at any of them. I’M BAD AT: Many things, too. I WISH I HADN’T: Had my injury streak between 1998-2002. During that period. I had 14

MY LAST MEAL WOULD BE: My Mum’s baked dinner. I’M GOOD AT: Riding, organising and getting stuff done. I’M BAD AT: Answering these questions and interviews. I WISH I HADN’T: Got lost at the 2004 4-Day while in contention for the Outright. I WISH I HAD: Invested in property at an earlier age. MY WORST HABIT IS: Swearing. I’m f@@king terrible. WHAT PEOPLE DON’T REALISE ABOUT ME: I’m a Ford muscle car nut. I have a few

breaks and reconstructions.

I WISH I HAD: Raced AMA SX. MY WORST HABIT IS: I have no habits! WHAT PEOPLE DON’T REALISE ABOUT ME: I could still beat several Pros. I GET MY FIX FROM: Riding a great SX track. OFF-ROAD CLAIM TO FAME: I came close to a couple of championships. RACER OR MANAGER?: Racer, for sure. Every racer still wants to be a racer.

cars, my favorite is my XY GT.

I GET MY FIX FROM: Seeing things through. OFF-ROAD CLAIM TO FAME: Representing Australia at the 2002 ISDE in France. RACER OR MANAGER?: Racer!

On The Pipe 6

Mini Warriors 5

Four Legends

Seen one FMX flick, seen them all, right? Wrong, very wrong. On The Pipe 6 – or “OTP6” as it’s referred to – is one incredible film that features the best riders and riding locations in the world. Jay Schwietzer and Mike McEntire have raised the bar once again with cinematic quality that blows the other films away. These guys know how to represent the sport, using a great mix of freeride and freestyle riding along with helicopter and POV footage that makes you continually drawn to keep watching. The music also helps make this film a definite must have in any DVD collection. – Greg Smith

The latest edition of the Mini Warriors series has hit the shelves featuring some of the top juniors in all aspects moto. The movie features riders such as Adam Cianciarulo, Cooper Webb and Jesse Nelson - all kids who are bound to be stealing the spotlight in years to come. You catch a glimpse of a number of different disciplines in our sport, see the juniors charging around the motocross circuit at the World Mini O’s, we get a look at some of the world’s craziest kids going big on some gnarly natural terrain jumps and some kids pulling out some unbelievably huge tricks in the freestyle park. They are the new breeds of our sport. – Ben Mulherin

Sport is all about evolution. Each successive generation masters the skills of the previous, and then advances the sport through further refinement. Four Legends provides an insight into how supercross evolved from the skill and style of The King, through the dogged determination of the G.O.A.T and onto the raw speed of Stewart. Interlaced with classic ‘90s footage, first-hand interviews from all four “legends”, and input from further giants of the sport such as Emig, Stanton and DeCoster, Four Legends is a DVD for anyone who loves the historical side of SX; or just lived through the entire era (like I did). – Andrew Hobbs

RRP $45.95 | www.platypusx.com

Dragon Alliance has been applauded for developing and implementing “Power To The Privateers.” It’s a support structure designed to provide for privateers, not just financially or with goggles and accessories, but also a dedicated ‘go-to’ contact at each race meeting. To join the Dragon Privateer Program email Nathan@ dragonalliance.com.au AXO Racewear is set to release their brand new MX gear range modelled from the input of their recent signing, MX1 World Champion Tony Cairoli. Look out for the trick new Sub-Zero kit distributed by Ficeda in your local dealer soon. Norwegian-born international freestyle motocross athlete, André Villa, is the newest edition to DC’s motocross team. “Signing with DC is a milestone in my career,” said Villa. André joins an elite group of DC athletes including Travis Pastrana, Nate Adams and Robbie Maddison. The 2011 Equiprent/KTM Tumbulgum MX event finished on an high recently. Held on April 2 - 3, the annual event in WA even attracted the likes of World Downhill MTB Champion, Sam Hill, who took second outright in the premier MX division, narrowly beaten by Luke Davis. Fox Racing has recently signed their newest recruit. Jayden Archer, 15, has become the youngest person on record to ever backflip a motorcycle over full competition distance of 75 feet.

Thirsty for more? www.transmoto.com.au

‘02

183,628

The last year when the AMA SX championship leader missed the main event. This season’s point’s leader, Kawasaki’s Ryan Villopoto, failed to make the main at Round 11 in Toronto.

Fans that witnessed the incredible Nitro Circus Live show that steamed rolled through Australia and New Zealand.

WHAT’s ON MAY 11 – JUNE 14

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

MA CUT BUDGETS Why has MA slashed their spend on the sport, and how long will it last?

W June 10 - 13 Suzuki VMX Classic 8 - Qld For all you VMX nuts out there, take heed that Suzuki VMX Classic Dirt 8 is locked in to take over Conondale from Friday June 10 to Monday June 13. Since the event moved to the picturesque Conondale valley in 2009, it has attracted a large number of Queensland VMX riders. And due to the recent Queensland natural disasters, the Sunshine Coast Motorcycle Club and Suzuki will be donating a percentage of the gate’s proceeds to the Queensland Premier’s Disaster Relief Appeal. For 2011 Suzuki VMX Classic Dirt 8 has been capped to a maximum of 600 riders and preregistration is absolutely essential. Entry can be made via www.vmxmag.com.au

May 22 2011 MX Nationals - Qld Rockstar Energy Drink MX Nationals Round 5 rolls into Toowoomba, Qld. Will Josh Coppins waltz in and out of Echo Valley in total domination or will Billy Mac see all three green lights and notch-up a few moto wins?

May 28 – 29 2011 AORC - Vic Rounds 3 and 4 of the Yamaha Australian Off-Road Championship explode into Hedly Victoria. Price, Hollis and Bewley will all be looking to top the table again in the popular Cross-Country/Sprint race format.

TRANSMOTO NOW TRANSMONTHLY!

To coincide with the first anniversary of this amazing trip we call Transmoto, we’re pleased to announce a ramp-up of commitment to you, the reader. Instead of six weeks between Transmoto drinks, you’ll now be able to get your fix of all things off-road in a beautiful monthly magazine. Look out for Transmoto Dirt Bike Magazine in your local newsagents on the third Wednesday of every month. See ya there!

LOG ONTO:

WWW.TRANSMOTO.COM.AU

FOR OUR FULL WHAT’S ON CALENDAR

and made cuts across the board.

hile there’s been no official memo to the industry nor to licenceholders who predominantly fund Motorcycling Australia’s (MA) operations, the sport’s administrative body has cut their budgets to the tune of about 30% for 2011. It’s been the hot topic of conversation around pit paddocks, and recently came to a head when we saw the direct impact the cuts have had on the caliber of the team Australia is sending to the ISDE in Finland later this year. So what’s the real story behind MA’s massive spending cuts, and how long can we expect them to impact on us? We caught up with MA’s CEO, David White, and asked exactly that.

Are those cuts applied evenly across the various disciplines?

DW: Yes, everything copped significant reductions. But we have not made them with the intent that they reflect a permanent decision to lower levels of support for various activities. Toward the end of this year, everything will be reviewed with the aim of restoring assistance to events to the

in Mexico last year?

DW: The final accounts for the year are about to be produced, but my understanding is that it’s roughly a break-even situation. So if we’d had a team going to Mexico last year, it would have turned that breakeven into a substantial loss. It’s not as if we’ve saving those funds by not sending a team to Mexico. We certainly haven’t squirrelled that money away. We had some areas of income that didn’t eventuate and equally, we’ve had some expenditure during the course of last year that was greater than anticipated.

The obvious question then: why the reduction in MA’s revenue streams?

David, there’s a lot of talk that MA has reduced their spend by something like 30% across the board. Is that true?

DW: Budget cuts are a simple matter for any organisation, but at times are undesirable. At the beginning of the financial year (and ours is from January through to December), we prepare a budget. We made a significant number of drafts because it was apparent we were going to face a tough year economically, and our initial drafts showed a deficit in the order of $600,000, which was certainly not sustainable. So we had to look at every aspect of the business to see where it was possible to reduce costs. Jamie Nind, who is our Manager of Finance and Administration, and I went though every line item

DW: As you’d be aware, the industry is now into its third year of difficulty, and when it’s having a difficult time, everybody associated with the industry has an equally difficult time. But there’s hope for a turnaround later this year. One of the encouraging things from our point of view is that the annual competition licence figures have remained fairly stable. But there has been a considerable drop off during the last year in one-event licences. If you speak to people at club-level events, they’d explain that, yes, people are still riding, but not riding as often as they have done in previous years. That’s why it’s great events like your Transmoto 12-Hour and the Broadford Bike Bonanza at Easter are attracting so many first-timers or former licence-holders who are returning to the sport either recreationally or competitively.

EXPLAINED levels they were previously, provided there is the income there to support it.

Is there any truth in the talk that MA’s major funding of the Barrabool circuit in Victoria has led to these budget cuts?

DW: No, it hasn’t had any significant impact on this year’s budgets whatsoever.

What about those in off-road circles who claim MA should have some $100,000 plus in the coffers because Australia didn’t send a team to the ISDE

Product

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Feeling the urge to protect the cases on your Husqvarna? It’s a worthy investment for any bush bunny. Fortunately Uptite Racing has this seriously cool-looking and super-strong alloy bashplate specifically tailored to look completely OEM. Drilled for airflow, it’s 4mm thick and will fit Husky’s TE250, 310, 450 and 510s.

Combining a hydration pack with a tool storage system and making it ride-all-day comfortable is a tough task. Thankfully, the Ogio lab rats developed homosapien commonsense and came up with the Baja Hydration Pack. Drawing on its desert roots, the Baja is padded for a sweet fit and comes with lots of clever storage space.

Alongside your head, the next most brutalised part of you body on the trail are your legs and feet. Forma’s new flagship Dominator Comp Boot is Italian-made, runs a traditional sole, hinged ankle system, upgraded outer shell, inner socks, replaceable soles inserts and a four-buckle system that’s totally replaceable.

Securing your cargo load or even strapping it down in the back of the ute, truck or van can be a headache at the best of times. The new Moto-Gate could be the versatile answer to your transport woes. It uses a durable, flexible, web-like structure with four tie-downs, offering a claimed 270kg working load.

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For more information on new products, visit www.transmoto.com.au

ARAI

VX-PRO 3 HELMET

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Protecting your melon and the spongy substance floating around inside it is something safety specialists, Arai, have been doing for eons. Regarded as one of the safest helmets in the industry, Arai’s newly upgraded VX-Pro 3 has an all-new liner and a redesigned chin-piece to accommodate your Mark Webber-esque jawline.

PivotPegz have been a stalwart of the Australian footpeg community for years. Born and bred Downunder, the all-new 60mm wide Mark 3s are the widest footpegs on the market, and they pivot up to 40 degrees. They run seriously grippy teeth, promise to reduce boot sole wear, and come with a lifetime warranty.

Buying genuine has its benefits and if you’re in the market to pimp your Leatt GPX neckbrace, look no further than Leatt’s very own über-trick padding and sticker kit. Available in blue, orange or red, it’s guaranteed to put the shizzle back in your once shiny black GPX. What better time for an upgrade of your proetctive gear!

Let’s face it, OEM axle-block adjusters these days are fairly, well, standard. The switched-on crew from Cycle Products West has solved the lost axle-block problem for your KTM with this machined alloy unit. Looking more like a weapon from a James Bond film, it replaces your RHS block, and stays put when the axle is removed.

RRP $799.95 | www.cassons.com.au

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RRP $59 | www.cpwmotoparts.com.au 47

BIKE DISSECTED

RYAN’S

ROCKET We take you within drooling-range of Ryan Villopoto’s factory KX450F AMA Supercross weapon. JASON WEIGANDT

SIMON CUDBY

BIKE: Kawasaki KX450F TEAM: Monster Energy Kawasaki RIDER: Ryan Villopoto MECHANIC: Mike Williamson

he big names roll in and out the door at Kawasaki. Ricky Carmichael once dominated for the brand in the US, but when he decided to leave for Honda, Kawi just re-armed themselves with a young James Stewart. They did the same in 2009, when they bumped their top 250F pilot, Ryan Villopoto, to the big class and let Stewart walk. They also had a dance with Chad Reed last year, but Villopoto is their main man, and the pairing is paying off in 2011. As we went to press, Villopoto has reeled off the most wins of anyone in AMA Supercross this year with five, and leads the series’ standings in what has turned out to be the most competitive season in history. Obviously, the team was onto something when they decided to invest it all in Villopoto. Arming him with a great bike doesn’t hurt, though. The bike starts as a production KX450F – AMA rules require stock frames, engine cases and swingarms. The trick stuff comes from two shops. Kawasaki Heavy Industries in Japan makes special works parts that Kawasaki Motor Corporation (Kawasaki’s US arm) buys to build race bikes. KMC also build some of its own parts, and handles the testing and tuning. Mike Fisher, a former top AMA Pro who spent decades in Kawasaki’s test department, is Team Manager. Kurt Rood is in charge of testing, Rick Ash builds the motors, Kaipo handles the suspension and Mike Williamson is RV’s mechanic. It takes a full team effort to build a bike that can win at this level – especially when you’ve got to beat ex-employees like Stewart and Reed every weekend. 50

SHOCKING The bike runs a works KYB shock. Titanium shock springs used to be all the rage, but the team, ‘is using a different type of spring now. Let’s just call it a special spring’. The linkage is not made in Japan but in-house in California by Kawasaki Motor Corporation (KMC). Works components that can be tested and tuned – like clamps and linkages – are built in the US so the team can make quick changes.

SWEET METAL Lots of the good stuff on this bike comes from Kawasaki Heavy Industries (KHI), the parent company in Japan. That includes these titanium axles and factory hubs, which spec out much higher on the strength-to-weight scale. Also, riders of Villopoto’s calibre can tune a bike’s steering via the strength of the hub, axle and even the lug bolts that mount up the fork. Oversized lugs can result in a more direct and positive steering character.

DESIGNER DISCS No problems stopping here, as RV’s bike runs factory brakes from Japan. They’re made of magnesium and the oversized front rotor measures 270mm. The 240mm rear disc used to be oversized, but now the stock KX450F comes with that rotor size – but not with the hand-made magnesium stuff Villopoto gets from Japan. The brake hangers are made at the Kawasaki race shop in California. This set-up produces big stopping power but also reduces weight.

SLICING & DICING Kawasakis have always been known as stable bikes, but not corner carvers. When the team poured through their notes from 2010, they noted that Villopoto wanted a lighter, more nimble machine, so they worked hard on cornering. Slight set-up changes and a big effort to reduce weight accomplish this, as the geometry hasn’t changed – those works triple clamps feature the stock offset, and that doesn’t change from race to race.

NEW OUTLET The factory Kawasaki team used Pro Circuit exhausts for decades, but they switched to FMF this year. It’s a high-profile change since PC still runs the factory Kawasaki 250F team. FMF came to the table with custom-made stuff, and Fisher has said they saved nearly half a kilo in the exhaust system alone compared to last year.

WEIGHT FOR IT

WORKS SUSPENSION

Weight savings was priority number one for factory Kawasaki this year. Explains Team Manager Mike Fisher, “We’ve always hung our hat on stability, but light and nimble was something we were not.” With the same basic platform to work with since 2009, Kawasaki had the set-up and durability dialled. So they started focusing on details like weight. They chopped off quite a bit by laying each part out on a bench and reducing weight, gram-by-gram.

The works fork and shock are cool, but the biggest advantage of high-end components is the competent set-up man. Kaipo, the team suspension guru, works countless hours on the team’s shock dyno and at the test track to find the right setting. Shock dynos are becoming a big musthave amongst the top teams, because replicating conditions and getting 100% accurate feedback from a rider is dicey. A dyno doesn’t have mood swings.

BIKE DISSECTED

THE WRENCH: Mike Williamson

Mike Williamson rose to fame as Grant Langston’s tuner at KTM when they captured the 2003 AMA 125 National MX Championship. He later moved to Kawasaki and worked with Tim Ferry and James Stewart. When Villopoto came to factory Kawi, he brought his Pro Circuit Lites mechanic John Mitcheff with him, but the duo parted ways midseason, and Williamson stepped in for the 2009 Seattle Supercross. Villopoto won that race – his first in the big-bike class – and Williamson has been spinning his wrenches ever since. What did you learn this year? We did a lot of work in the off-season and it paid off. Right off the bat it worked good. With a lot of the other riders, in the first five races, you heard them saying, ‘We’re getting closer on the bike set-up’. Well, we did it before the season, and we haven’t had to make changes since.

And that’s based on notes? Yes, we have binders with notes from every race with every rider who has ever raced for us. Anything that Ryan felt was a negative from last season, we worked on hard during the off-season to fix. How has Ryan’s bike set-up changed since you started with him in 2009? It’s changed a lot. At first, he was terrible at setting up bikes. No one really taught him how to do it; they just gave him something that they said was good and he ran it. He’s learned a lot from ’09 to now, on what it takes to set-up a bike, and also how important it is to get all the testing and development done in the off-season. What kind of things have changed? His suspension is stiffer now. Just because of his speed, not because of his style or his weight. That’s a big difference. And he can handle a lot more engine power now. He used to just ride around in first gear. He’s progressed a lot, he’s now a fourth-gear in the whoops guy, and he will use every bit of power we get him. At this level, they’re not de-tuning 450s. What’s his suspension set-up like? It’s pretty neutral. Most people could jump on and feel pretty good on it. The only thing that may be a bit unique is that the bars are rolled back. But even then, it’s only a little.

CONTROL PANEL

IN THE DETAIL

Cool stuff up here, but it’s all available to the public, including Renthal Twin Wall bars, Renthal dual-compound grips, and the complete ARC Lever assembly, which allows the levers to pivot in both directions so they don’t break in a crash. The ARC quick-adjust clutch perch is easy to grab mid-moto as well. And bar mounts are works items from Japan.

There are bolt-on goodies all over the pits at a supercross round. RV’s bike features works brake and shift levers, and the brake pedal has a folding tip and snake. There’s carbon fibre for the oversized disc guard, the axle guards under the fork, the engine guards and skidplate. DNFs are not acceptable at this level so even the brake pedal is thoroughly engineered.

MOTOR EXPERIENCE The engine, as always, is built by Kawasaki’s Rick Ash, who has been the in-house motor man for 30 years. From Ward to Emig, Carmichael to Stewart, every great Kawasaki rider has ridden with a Rick Ash-tuned powerplant. Ash works the dyno and then an outside supplier builds things like cams, pistons and valves to his specs. A Hinson clutch hooks the power to the ground.

ODD COUPLE

BIKE HEAD-TO-HEAD

THE

These days, the KTM 530EXC and Husaberg FE570 roll off the same production line and share many components. But does the Berg’s new technology make it better, or just different, when it comes to performance and reliability? ANDY WIGAN

iKAPTURE IMAGES

V T

en years ago, if you asked the average bloke what Husaberg meant to him, he’d rattle off something about an exotic, temperamental, racebred machine – made famous, in equal measure, by Joel Smets’ 1997 World MX Championship win and the Swedish brand’s chequered reliability record. Those perceptions remained until Husaberg proudly unveiled their radical 2009 models. With its revolutionary 70-degree forward-sloping powerplant, Keihin fuel injection, revamped chassis, plastic subframe, mid-mounted fuel tank and meticulous build quality, Husaberg’s new-generation FE range made an immediate impact. And 54

after sorting the flighty front-end for 2010, a Berg seemed to be on everyone’s Christmas wishlist. The boutique brand suddenly started to sell in the sort of numbers the Swedes had only ever dreamt of. But, as revolutionary as they appeared, you couldn’t help but notice the new Bergs were powered by a KTM motor, albeit tilted on its ear in an all-new chromoly frame and fuel-injected. And when the hype about the new Bergs simmered down, and reports came in about a few niggling EFI and fuel pump issues, people started questioning whether the technology on the newgeneration Husabergs was evolution for evolution’s sake, or whether there

was reason behind their departure from convention. This question has gone unanswered for two years now. So we grabbed ourselves a 2011-model KTM 530EXC and Berg FE570 for a few weeks and put them under the microscope. We ran them at the Transmoto 12-Hour event. We took them bush for days. We changed their air filters, oil and tyres. We pulled them apart and put them back together. And we even treated them to a pressure wash or two. We wanted to do more than simply get a handle on the two bikes’ relative performance; we wanted to get to know their personalities and a sense of what they’re really like to live with.

An aggressive motor and firm suspension make the Berg the racier of the two bikes. It rails ruts like a two-banger.

AN ISSUE OF WEIGHT

hen Husaberg designed its revolutionary 70-degree engine two years ago, it meant a complete rethink of the chassis, fuel tank, air induction, exhaust system and subframe. All of which we’d suspected would have an impact on weight distribution. We knew that the additional bracing required for the FE’s slanted engine cases had added around 2kg to the powerplant’s weight, but we wondered if we were only

imagining that the Berg’s rear-end felt heavier than the KTM’s to lift off a stand. Funnily enough, no one had any stats about the new Bergs’ weight distribution, so we grabbed two sets of digital scales and one very level piece of concrete, and weighed the KTM and Berg with full tanks of fuel. Interestingly, the Berg does have a more rear-set weight bias, which we reckon has a fair bit to do with its handling and the way it likes to be ridden.

WEIGHT DISTRIBUTION KTM 530EXC

Total Weight (fluids & fuel) Front-end Rear-end

123.65kg 60.55kg 63.1kg

HUSABERG FE570

123.75kg 58.05kg 65.7kg

BIKE HEAD-TO-HEAD

THE GRUNT You’d expect two bikes that run the same cylinder, head, counterbalancer, clutch and transmission, to deliver a pretty similar sort of power, right? Well, both the 530 and 570 have more power than most of us will ever need, but they’re anything but similar. With its Keihin fuel injection, the Berg’s got that typical whirring induction noise. It whistles away down by your goolies, while its cracking exhaust note assaults you from behind. The KTM, on the other hand, purrs. It’s refined, muffled and thoroughly civilised, even though both bikes’ mufflers are identical. But it’s the throttle response that really sets the Berg apart from the Kato. Small right-hand inputs have large and immediate consequences. It’s an explosive motor that lights up quickly, and can be a handful in tight terrain. But around a grasstrack where it can pin its ears back and romp, the Berg absolutely rules. Is the fuel injection alone the difference between the motors? No doubt it plays a part. But don’t forget the Husaberg is packing another 55cc, so you’d expect that’d translate

into significantly more mumbo. The FE’s extra capacity all comes by way of bore (the KTM’s 95mm is upped to a very over-square 100mm for the Berg), and when we staged third-gear roll-on drag races, the 570 won convincingly. It’d consistently put two or three bike-lengths on the KTM through each gear, and happily clocked 165km/h before we ran out of road. Let’s not overlook the KTM here, though. The 530 still makes plenty of power; it’s just much easier to use. It’s smoother, broader and torquier and can be short-shifted more readily than the Berg, too. The 530 puts its power to the ground more effectively, and it drives up hills like few other dirt bikes on Earth. For punters who are probably already punching above their weight by buying a big-bore, that makes the KTM a much easier bike to ride safely for longer periods.

Both machines run the same transmission and primary drive ratio, and the Berg’s slightly taller 14/52 final sprocket combo is probably there to tame the extra punch. We’d like to try an ever taller 50-tooth rear to help take even more edge off the 570’s aggressive power and make it more tractable across a wider range of conditions. Yes, both bikes have a softer ignition curve option. But, frankly, they’re both average. On the KTM, there’s still no bar-mounted switch, leaving you to unplug that silly grey wire near the headstock. On the Berg, a (HardParts cataloguesourced) tiny multi-map dial hides in a clunky rubber-clad fitting behind the headlight cowl. Neither of them offer much of a convenience – the KTM’s delivery is already supersmooth on the power setting, while the Berg’s mellower curve option is barely noticeable.

“It’s the throttle response that really sets the Husaberg apart from the Kato. Small right-hand inputs have large and immediate consequences.”

SHARED COMPONENTS…

ighto, let’s hit the parts catalogues, and confirm which components are actually shared by the 2011 KTM 530EXC and Husaberg FE570...

ENGINE Gearbox Cylinder and head Clutch Crankshaft Counter-balancer Clutch and ignition covers

OTHER Wheels and hubs Brakes Handlebars Switchblocks and running gear

WHICH LEAVES… The Berg’s engine cases are completely different. If you were to put it in an engine stand in the conventional way, the cylinder is actually sitting on backwards. The Husaberg’s frame design is obviously totally different, as is the exhaust system, fuel tank arrangement and subframe. It also runs an up-specced closed-cartridge 48mm WP fork and, given that Berg has their own R&D team, the FE’s suspension settings are also quite different.

BIKE HEAD-TO-HEAD

THE HANDLING Both bikes run the same bars, controls and a very similar peg/seat/bars relationship. So aside from the Berg’s firmer seat, you could close your eyes and not know which machine you were sitting on. The big difference comes when you spear the bikes headlong at a rocky section of trail. And this is where the KTM excels. On open firetrail, and especially where there’s loose rock, the KTM is much more sure-footed. It’s so planted, you even tend to stop thinking about line selection, and just barge your way through whatever’s in front of you. And that straight-line stability is incredibly confidence-inspiring. It allows you to relax on the bike. As you’d expect, the Husaberg’s front-end – with its more raceoriented closed-cartridge 48mm WP fork – delivers a firmer ride and not the same forgiving nature in the snotty stuff. It’s still very compliant, and it’ll handle flat-landings off big erosion mounds better than the KTM will. But for a majority of trail situations and obstacles, the Berg’s more boisterous front-end insists that you’re paying attention. Ironically, it’s in the tight, treelined terrain that this big-bore Husaberg starts to really shine. With the centralised mass giving its chassis an unbelievable side-to-side agility, the Berg darts and weaves through singletrail as if it were a 250. Compared to the Kato, it requires lighter steering and footpeg inputs to change direction and rails ruts as if

“The KTM is so sure-footed and planted, you tend to stop thinking about line selection, and just barge your way through whatever’s in front of you.” it’s masquerading as a two-stroke. The shock absorber action and rear-end feel on the two machines is very similar. But when you hit a really steep and nasty hill, the Berg has a tendency to loop-out. A direct result of more weight bias on the rear wheel? Yes! That and the fact you also get a rearward transfer of weight on hills as the fuel runs to the rear tank. In fact, in most situations, the Berg likes you to get well forward in the saddle to keep the front-end planted. If you’re a bit lazy and let yourself slide back on the seat on the way out of a turn (which, let’s face it,

is easy with the 570’s brute power), the transfer of weight can leave the front-end light and prone to understeer. Again, the Berg asks that you pay more attention more of the time. The other thing that really stood out about the Husaberg was the extra clearance its slanted front frame rails offer. And not just when it comes to rock ledges. After repeatedly railing a set of cranked-over figure-eight ruts for the camera, we noticed the bashplate on the Berg stays well clear of terra-firma where the KTM’s would be doing plenty of barge work.

KTM & BERG – A TECHNICAL INSIGHT

ob Twyerould is KTM/Husaberg Australia’s Technical Services Manager; a bloke who takes several trips to KTM’s production facilities in Austria each year. Given that he’s privy to what both companies have in the pipeline, we nudged him to divulge more than he should.

Can you clarify how Husaberg now sits within KTM’s corporate structure. RT: KTM owns Husaberg the brand, but they are run as separate companies. So, even though they’re housed in the same facility and use the same R&D department, both work on their own design philosophies. How much technology sharing takes place between KTM and Husaberg? Both companies are passionate and definitely keep an eye on each other’s product. There is a crossover with parts because it can

lower the production costs. That makes good business sense and can free up R&D budget for Husaberg to push the boundaries. Isn’t it irononic that Husaberg is regarded as the innovative company, and yet the Bergs now use many KTM parts? To design and produce that 70-degree motor in its own right, the Husaberg guys had to go out on a limb. The crankcase production costs alone would have been significant, so it makes sense for Husaberg to save some money by using some engine components already proven in the KTM EXCs. Husaberg is a boutique brand with much smaller production volumes, and they will always push the boundaries. They’ve got some way-out ideas for the future, but they’re not a testbed for KTM. So unless everyone adopts the 70-degree motor, then I don’t think KTM will.

The KTM’s smooth and torquey motor combines with predictable suspension for a very user-friendly package.

How do the corporate cultures differ between the two brands? KTM is now more mainstream, and is really going head-to-head with the Japanese brands nowadays. A lot of Husaberg’s testing and R&D is done by the Swedes – for instance, their world enduro team is based in Sweden and it supports Swedish riders. They are fiercely proud of their heritage and the Berg logo symbolises a Viking boat’s sail. They want their own identity – the blue and yellow of Sweden – and they’d hate to think people regard Husabergs simply as re-branded KTMs. But that’s exactly what the new Husaberg two-strokes are! Two-strokes have seen a resurgence in a lot of the markets around the world, Australia included. The suggestion of a two-stroke Husaberg actually came from our top guys here in Australia. But rather than develop their own

two-stroke – which is what we all thought would happen – they’ve basically re-decalled a KTM. So I’m sure not everyone at Husaberg agreed 100% with that. Around the world, the trend is toward KTM-only and Husaberg-only dealers. So, in the current global financial climate, I believe they were trying to make Husaberg dealerships more viable by giving them more model options. The new two-strokes were a quick solution. Is it inevitable we’ll see the Berg’s EFI technology on the 2012 KTM EXC range? It’s inevitable EFI will be on a future-model KTM EXC. A new-generation motor will also be on a future model. On a 2012 KTM EXC? When fuel-injection is introduced to KTM’s EXC range, it’ll be an all or nothing proposition. I can’t imagine KTM will revert to a carb for the all-new 350EXC-F, so I think I’ve pretty much answered your question there.

Both bikes are refined examples of European enduro weaponry. Fastener commonality is great, airbox access is easy, oil changes are simple, they’ve got clear tanks, and quality of finish is mint.

Wondering why all the numbers on your alloy compliance plate have gone walkabout? It’s not the acid you’ve taken. Cleaning products are the culprit, and it’s quite an issue.

IN THE GARAGE

nstead of testing the bikes for a day and handing them back, we lived with these two machines for a few weeks. We transported them, washed them,

THE KTM With separate compartments for transmission and engine oil, oil changes are a little more involved with the KTM, though not difficult. You need to remove both 13mm drain plugs in the underside of the crank (one for each compartment), both of which have screens. The paper element oil filter is accessed via two 8mm bolts. With two screens, a paper element and a magnetic bolt, the KTM is almost over-filtered, but you can rest assured that clutch fibres won’t find their way into the combustion side. The engine takes 800ml of 10W-50 oil (checked with a sight glass), while the transmission requires 700ml (checked with an 8mm weep-hole bolt behind the rear brake lever). While many owners play it safe and change engine and transmission oil together, transmission oil really only needs to be refreshed once in every four or five engine oil changes. The separate compartments also gives you the option of running a specific-grade oil in each. For many years, KTM has led the way with ease of access to the airbox and air filter. The snap-off airbox cover is brilliant, as is the spring-loaded retaining clip for the filter itself. It’s almost impossible to get the filter seated incorrectly. The standard tough plastic bashplate is superb, and removing it via one Dzus-clip makes washing a breeze. Like the Berg, the Kato is almost a pleasure to wash. Did we say that? Why KTM persist with the old grey wire run down near the steering head

changed air filters, performed oil changes, and tinkered with them with the boys in the garage over a few Friday night six-packs. Here’s the standout things we noticed.

to alter the ignition curve is beyond us. And, thankfully, the crappy big bar-mounted switch available from the HardParts catalogue is just about to be updated with a sleek little switch that doubles as the top mount of the clutch perch. Fastener commonality is first-rate, but you will need a good Torx set.

THE HUSABERG This thing is beautifully engineered. The more you undress it, the more obvious it’s been designed as a coherent whole; not with cobbledtogether components. Everything is tucked away, chamfered, and fastened, and every bit of conceivable space is used cleverly and to centralise weight. That said, having to remove the Berg’s shock simply to adjust the preload collar ain’t real flash. Berg owners have to operate off the ‘one turn of preload equals about 3mm of sag’ rule of thumb. Not ideal. Be careful not to overfill the tank. Fuel will flow straight down under the front of the seat, into the air filter, and create a dangerous dry spot. Thankfully, the clear tank helps you avoid this. Air filter access is a matter of removing the quick-release seat. Placed on the frame’s backbone, the filter breathes cleaner air and takes much longer than conventional bikes to get really dirty. Oil changes are dead easy as the transmission and engine oil aren’t separated. There’s a 13mm drain plug (though you need to lean the bike away from its stand, to the right, to fully drain it) with a re-usable

copper washer. It has a magnet, but no screen. The paper element oil filter is accessed via two 8mm bolts. It uses 900ml of 10W-50 oil, and the large sight-glass makes it easy to get the volume right. Sure, the microns on the oil filters are good these days. All the same, we found it interesting that Berg –which has significantly less oil filtration than the KTM – has the same recommended service interval schedule. The 8.5 litre tank is pretty small for a big-bore machine and limit fuel range, but not having a fuel tap is nice – you can’t forget it, while spilt fuel in transit is a thing of the past. Thankfully, the reserve warning light works. It leaves you with 2.8 litres of get-home juice. Is the EFI componentry more susceptible to the elements? Despite the guys at KTM/Husaberg Australia insisting there’d only been a few isolated cases of fuel pump problems over the past two years, we’ve heard several reports of Berg owners with problematic shorts in kill switches, while we experienced an intermittent fuel pump problem with our test bike. Sure, it was covered under warranty, but we checked the price of a replacement unit as a matter of interest – $900. Ouch! The thing that generally creates problems for the Bergs is dirty fuel, so EFI bike owners really need to be more mindful of that. The old carb seems to handle a bit of dirt in the fuel much better than a fuel injection system. The diagnostic software is simple and easy. Just plug your laptop in and marvel at your bike’s life in unequivocal data. This’ll save dealers from owners’ porky pies, too.

BIKE HEAD-TO-HEAD

BIKE SPECS RRP (incl GST, excl pre-delivery) DISTRIBUTOR WARRANTY

2011 KTM 530EXC $12,995 www.ktm.com.au 6 months (parts)

2011 HUSABERG FE570 $13,595 www.husaberg.com.au 6 months (parts)

510.4cc 95.0 x 72.0mm Water-cooled Four-stroke, SOHC 11.9:1 6-speed 13/50 Wet, multi-plate, hydraulically operated 11.5 litres Keihin FCR MX-39

565.5cc 100.0 x 72.0mm Water-cooled Four-stroke, SOHC 11.8:1 6-speed 14/52 Wet, multi-plate, hydraulically operated 8.5 litres Keihin EFI (42mm throttle body)

WP – 48mm USD WP PDS

WP – 48mm USD (closed-cartridge) WP PDS

123.65kg 1475mm 985mm

123.75kg 1475mm 985mm

Neken Dunlop D952 Dunlop D952

Neken Metzeler ISDE Extreme Metzeler ISDE Extreme

Brembo – 260mm disc Brembo – 220mm disc

ENGINE

CAPACITY BORE x STROKE COOLING ENGINE TYPE COMPRESSION RATIO TRANSMISSION FINAL GEARING CLUTCH FUEL CAPACITY CARBURETTOR SUSPENSION

FRONT FORK REAR SHOCK GEOMETRY

ACTUAL WEIGHT (fluids, no fuel) WHEELBASE SEAT HEIGHT RUNNING GEAR

HANDLEBARS FRONT TYRE (standard) REAR TYRE (standard) BRAKES

FRONT REAR

THE VERDICT So let’s come back to the question we posed earlier: is the technology found on the Husaberg evolution for evolution’s sake, or is there, in fact, reason behind their departure from convention? After an interesting month-long exercise with two very different machines, here’s what we reckon.

ENGINE: The Keihin FCR

flat-slide carb delivers excellent results for a mechanical device, and it’s clearly more tolerant of dirty fuel, but the carb is at the top of its development curve. It’s inevitable that EFI is the future for dirt bikes.

It starts every time, irrespective of temperature, humidity or altitude. It delivers the sort of throttle response that can cost thousands in engine mods to achieve, and it presents us with infinite tuning options. Sure, challenges lie ahead for EFI’s tolerance to varying fuel quality, resistance to the elements, and capacity to generate userfriendly power, but this technology is only going to get better.

HANDLING: There’s no doubt the KTM’s suspension itself is set up better and creates a more predictable all-round ride. But it’s impossible to deny that the revolutionary slanted engine

configuration pioneered by Husaberg delivers handling gains. But at this stage, it’s a trade-off. The benefits in ground clearance and side-to-side agility are offset by the rear-set weight bias the configuration creates, which, combined with the mid-mounted fuel tank, presents challenges with chassis balance and rider confidence in the front-end. Given the cost for other manufacturers to follow suit, Husaberg may just enjoy a few more solo years in the sun yet.

IN THE GARAGE: Thanks to

its association with the Austrian company, Husaberg has happily ridden on KTM’s shirt-tails when

it comes to fastener commonality, ease of access and maintenance, combined with top-notch build quality. But the Berg stands alone in its own right and is a triumph of engineering genius. Sure, it’ll take the market some time to properly come to terms with its new technology and how to live with it (feeding it clean fuel, for example), but the Berg offers advancements in technology without any obvious drawbacks for its owners.

MORE ONLINE... For more rider feedback and footage of the bikes in action around the test loops, check out www.transmoto.com.au

RIDER FEEDBACK PRO: DAMIAN SMITH 35, 67KG, 180CM

“They’re both great bikes, but totally different to ride – especially the engines. The Berg is noticeably more responsive and aggressive, which means you have to be more mindful of throttle control, whereas the Kato is smooth and torquey and drives better. Both rear-ends behave similarly, but I found the Kato’s fork plusher and more confidence-inspiring pretty much everywhere. The Berg’s suspension has a firmer, racier overall feel, and it’s really light to flick around on singletrail and through ruts. What really surprised me was how you had to focus on keeping your weight over the Berg’s frontend. And on some of the really steep hills, the thing kept wanting to loop-out. I’ve been up those hills hundreds of times over the years, and no bike has ever wanted to flip me like that.”

CLUBMAN: GARRY BLIZZARD 41, 87KG, 189CM

“I really liked both bikes, but I was really surprised how different their personalities were for two bikes with so many shared parts and which are produced on the same production line. The Berg has impressive power, but the combination of the KTM’s smooth power and plush suspension made it the pick for me on the open trails, especially when it got snotty. It would just bulldoze through rocky sections and up hillclimbs. The Berg is so nimble for a big-bore and great in the tight stuff, but that’s where it’s super-responsive power could get you in trouble. And its seat is harder. So for longer trailrides, the Kato is more comfortable and user-friendly. And, as reliable as the electric starter on the Berg was, I’d feel more comfortable if, like the KTM, it came with a kick-starter as back-up.”

VET: ANDY WIGAN

44, 92KG, 182CM

“It amazes me how far big-bores have come in recent years. They’ve always been firetrail kings, but now they’re fun on singletrail, too. Plus they’re fuel-efficient and they have long maintenance intervals. Both bikes have great component spec – hydraulic clutches, clear tanks, fantastic brakes, great air filter access, etc, etc. The Berg has a firmer ride and feistier motor. It’s the grasstrack gorilla and amazingly versatile on the trail, but it wears you out faster than the Kato does. The 530 is so smooth and sure-footed, it’s hard to see how the new-gen 2012 EXCs will be able to improve on it. If you’re a race-oriented guy, the Berg’s $600 premium at the dealer can certainly be justified. But for trailriders, I reckon the Kato remains the clear choice – even if it doesn’t bristle with new technology. Yet!”

R E I T N O R F D L I W S I H T OF

Transmoto ventures off-road with two of the planet’s fastest superbike racers and finds the real Australia hiding in the bushes. MARTIN CHILD

t’s the absolute violence about to be unleashed that has the crowd perform a synchronised sharp intake of breath. For a slow-motioning spilt-second, the world freezes and goes silent as bike and rider defy gravity and arc on their guaranteed painful date with destiny. My brain’s shutter clicks and imprints

NIGEL PATTERSON & MARTIN CHILD

an image of the pair in mid-crash – frozen in mid-flight before any damage to either of them – but after all hope of salvation has truly missed the last bus home. Bang, scrape, scrape, scrape screeaaaam. Life returns to full sickening stereo sound as the ragdoll rider, stunned and flipped by the impact, is collected by the

bucking bike, the impact sending the riderless drone towards the embankment at over 200km/h. The explosion of machine and tyre-protected bank has me flinch, before returning to my coffee, which thankfully hasn’t gone too cold in all this melee. Nice, but could do with a little more chocolate sprinkles, though…

ADVENTURE VICO RIDE

NTIER O R F D WIL S OF THI

I’m at Phillip Island for Round 1 of the 2011 World Superbike Championship, and what I’ve just seen is part of road racing. Also part of this motorised circus are the two riders that I’m going to be spending the next 48 hours with. Double world champion, Aussie Troy Corser, and last year’s series runner-up, Britain’s Leon Haslam, might be the top athletes spearheading BMW’s assault on the tarmac-title on any given Sunday, but tomorrow they’ll be part of a band of nine looking for adventure as far away from the bitumen as humanly possible. The adventure kicks-off in an unadventurous way. Less motorcycle outlaws, more like in-laws, the convoy leaves the Phillip Island township of San Remo like a mobile BMW advert. The two race boys have been let loose in the accessory department and been transformed into head-totoe Germans. The bikes are a mix of the company’s F800 and R1200GS, there’s a mix of road-based and off-road influenced tyres and enough gas in the

“It’s all cropped hair and gel for Leon. Stick him in a suit, he’d be a metrosexual. Whereas, put a suit on Troy and he’d look like a farmer going to an interview.” 66

FEATURE VICO RIDE

tanks to get us all through to lunch. What are we waiting for? “Go!” What a difference a day makes down here. The Victorian police have a hard-fought reputation that makes Hitler’s Third Reich look like they weren’t sadistic enough and yesterday were stopping many bikes on the way to the Island for no clearer reason than to make quotas and line coffers. We drove past, heads silently shaking and blood boiling. Don’t we pay their wages? Since when did we employ a force that seems to do little more than piss off the motoring public? Since long ago, is the bitter truth. So today has more than a touch of rebellion about it – a 48-hour period when we’re going to take back control and be responsible for the outcome. We don’t set out to offend but we’re gunna be our own men and if that involves sticking two fingers up at society (with a fat middle one up at the law), then so be it. Out of the comfort zone and into whatever. But we’re not stupid. We know where the rich pickings are for the lazy cops, so we’re off bush. After plenty of clutch and front suspension testing from some of the riders, we leave the bitumen behind and head between the trees. I’m on one of the biggest girls on tour, a R1200GS with an expanding tank bag that makes me look like I’m in a high chair cuddling a cushion – it’s a good look. The bike’s plenty big alright, and I’m doing the recalculations that are always needed when you get back into the saddle of the biggest off-road Beemer this side of a Dakar-kitted X5 tin-top.

Like most top road racers, both Leon and Troy started on the mud. Leon was twice British Schoolboy MX Champion before most kids master their Nintendos, and Troy was Junior Mister Motocross at Mount Kembla way back when it was fashionable to wear your trousers high and wide. So they’re no fools on the dirt tracks we find ourselves on but are not regular street-bike riders. They learn fast, though. It’s interesting to see their mental testing plans come into effect. Push, push, push, re-gather. Then push harder. I get the feeling we’d find a racer’s comfort-zone an uncomfortable place to be all the time but that’s where they must live, sleep and breathe to stay in the game. One thing that did come as a bit of a surprise was the size of these guys – they’re tiny. I’ve met Leon before, back in the days when I tested road bikes in the UK. We worked it out that it would have been half his lifetime ago, at the time having his first ‘season’ on a Honda CB500 Cup proddy bike. He wasn’t a giant then and, despite a top-athlete’s training regime that has seen him build muscle mass, he still looks and acts the very much younger of the two. It’s all cropped hair and gel for Leon, and if you stuck him in a suit he’d be a metrosexual. Whereas, put a suit on Troy and he’d look like a farmer going to an interview. Troy’s as Aussie as a Vegemite-sponsored thong. Because of his wiry build (and press releases I’d seen previously), I’d imaged him to be taller and slightly more of a nugget. Though, in the lead-up to his 40th birthday and

chasing world championship number three, I’m guessing he knows exactly what size he needs to be competitive. As we break off onto another remote track, I get a mental image of riding through an inflatable arch – like the Red Bull start gate – though this one doesn’t advertise the sickly stuff that makes you giddy; instead it has ‘Welcome to the real Australia’ writ large over it. Anybody that lives and survives in the concrete jungle that is urban Australia needs a country-break to feel and smell the ingredients of this land. The vegetation is thick, lush, green and encroaching. The sun is warm but not burning, the bike’s singing not stifled. But this is Victoria after all, and Crowded House’s ‘Four seasons in one day’ becomes the constant soundtrack to the tour as the sun hides behind clouds and then disappears behind rain. And fog. It’s so dense that I’m having to wipe my goggles every few seconds before giving up and squinting through with bare eyes. We climb so high that we pop ears, then punch out of the gloom and back into the blue. Game on. We up the pace, then up it again. I’m testing the ABS on the 1200 and rewarded with insane late braking and a pulsating rear brake lever. Tarmac doesn’t get much worse; green moss covers all but the middle and that’s only because it’s too wet to exist. I’m on motorcycling’s equivalent of a Mack truck, a full

SUPERSIZE ME BMW has come a long way since the Dakarinspired bikes of the early ‘80s. Back when the event had no capacity restrictions, it was used as a test bed for the company’s R80G/S, a red and white desert bullet that also doubled as the biggest billboard for Marlboro cancer sticks this side of a Formula 1 car. Away from the race scene, the ‘Adventure Touring’ bike’s capacity hiked from 800cc through to 1000, before 1100, 1150 and the 1200cc version that made up half this journey’s mules. The low-tech engine is mated to some of the most complex electronics seen on two wheels. From active suspension, to traction control, to anti-lock brakes, the big Beemer offers to take you anywhere at the touch of a button - literally. But it’s the engine’s simplicity, coupled with the tried and tested hefty feel of the bike, that’ll get you where you want to go. The first ride will

feel horrible – guaranteed. That’s due to the 1200GS being like no other. Spend some time in the saddle though and the bike will come to you as you’re adjusting to it. Before long you’ll be amazed at what a quarter of a tonne of German beef can do on tar, mud and gravel. From humble beginnings, the GS has become the weapon of choice for any would-be moto adventurer. Even that bloke off Star Wars (and his girlfriend, Charlie) managed to wobble around the planet on them, with no more of a safety net than the entire might of BMW behind them... The F800GS is an entirely different fish, though clearly from the same species. Its smaller parallel twin engine and chain final-drive means less bulk and more zip. The conventional forks and shock means the first ride will be in known territory, and the lack of electronics means less beer-tokens lost for the privilege.

NTIER O R F D WIL S OF THI

“Society has engineered-out much of our basic pleasure. I once saw a T-shirt that read, ‘Stuff everything, I’ve still got my bike’. That slogan pretty much sums up this moment.”

ADVENTURE VICO RIDE

quarter-tonne of enduro beef with a high and wide cockpit and no way of seeing what the front wheel’s doing. Even on the road-legal knobbies, the ride is sure-footed and predictable. With the ABS on and the traction control off, it’s as close to rallying as you’ll get. Under brakes, the back steers slightly into corners and then grips and slides out, the slowish revving engine not letting the rear tyre spin too uncontrollably. We play this game through Neerim, Noojee, Tanjil Bren and on Victoria’s steepest road that winds up to Mt Baw Baw. The view is spectacular – all three metres of it. The fog has followed us up the mountain and now this alpine restaurant has the feel of a Stephen King movie set – the one where nine bikers’ bodies aren’t found till the following spring. Fed and watered (okay, cappuccino’d), we descend the mountain before veering off for more dirt. We’ve played bike-swap and now I’m on the smaller F800GS with the chunky tyres. I’ve Leon riding to my left – ‘C’mon champ, what ya got?’ We slip ‘n’ slide through corner after corner, roost down many a straight and jump in and out of ruts. This is living, this is riding. No cops, little other traffic and only Darwin’s theory keeping us from extinction. Excellent. The only other souls out here are the log truckers. They fall into two categories – either smiles and waves or shotgun-stares. Even with our BMW ‘Macks,’ the real trucks own the road – as Leon finds out in a heavyweight game of chicken. “I didn’t have anywhere else to go,” he exclaims after disappearing

from view, only to pop out from the other side of the big-rig. “Had to rail it through a deep rut, crazy bastard was gonna flatten me!” Thoughts of being buried in the bush banish as quickly as they arrived and we’re back into the flow. Everyone needs to get out and grab some adventure. Really you do. Tracks and trails are great, but there’s a certain connection you make with Mother Earth the longer you stay in the saddle. As the klicks come and go, I’m finding my rhythm waiting for me. The track is barely a car-wide, dried mud and gravel the main ingredients, but the topography has a certain groundhog-day feel to it. A long, long left-hander that carries on more than you think, then a short downhill into a 90-degree right, before a sweeping right, then a straight before that long left again. Repeat for about 20km, at speeds that banish every single other thought from your mind. Eyes like saucers, blood and adrenaline pumping in healthy rivers around my body – I’m alive! As we stop to regather our happy band of BMW brothers, the ‘zone’ I’ve been in has me thinking about normal life. I suffer from the modern disease of attention deficit. Not enough to be on drugs or have electrodes connected to my cranium, but enough to be magpie-like and flit from one shiny thing to another. I can’t watch TV (which isn’t a problem as it’s shite) and only fully concentrate on the things that really interest me. So it’s like an energy boost to be able to do something at this intensity for so long, away from rules, regulations

and restrictions. It reminds me that society has engineered out much of our basic pleasure. I once saw a t-shirt that read, ‘Stuff everything, I’ve still got my bike’. That pretty much sums now up. Once again the weather wheel spins and stops on cold rain. No, make that evil, pin-sharp nails of pain. At these speeds, the rain attacks any area of my face not covered by helmet or goggles, forcing me to ride one-handed, the other covering my nose. Next time, I’ll do as the more experienced here do and get an adventure helmet with a full visor. Every now and then we come across a small settlement of houses, the sort you see in the dog-eared pages of once-glossy magazines at the doctor’s waiting room. On the pages, some time- and cash-rich housewife walks you through the process of getting that ‘weathered’ look. Out here, Mother Nature’s the housewife and she’s got all the time in the world to perfect that feel. Past houses from the BC (Before Colourbond) era and overgrown gardens with Hills Hoists present for another day of just hanging-out. Dogs sunbake on lawns, owners cast a curious eye as we rumble on, nearing the day’s rest in the loving arms of a cold one or two. ‘If you can’t keep the place clean, then piss off’, reads the sign as nine muddy funsters file into the

DIRTY UPSTARTS If you ask Troy Corser what he wants for his approaching 40th birthday, World Superbike Championship No.3 is clearly top of the wishlist. It’s been a while since championship-winning drinks, the first back in 1996 on the Powerhouse Ducati 916 and the last in ‘05 onboard the Corona Suzuki GSX-R750. But both those wins are a lifetime away from his first bike – a Yamaha TY80 trials machine that eventually gave way to a Honda CR80. After being crowned Junior Mister Motocross at Kembla, NSW, he turned to dirt track before a chance meeting with road-racing’s 1987 500cc World Champion Wayne Gardner, where Corser was convinced to start terrorising the tarmac rather than the dirt. He had his first win (and first crash) at his first 250cc proddy bike event. While still too young to race legally, he went from C- to A-grade, not surprisingly becoming the youngest rider to do so. He won

the ‘Stars of Tomorrow’ series in 1991, before another world champion, Britain’s Barry Sheene, sorted a deal for Troy that would see him race superbikes for his entire career. Leon’s story is more family than friends. Son of ‘Rocket’ Ron Haslam (who came from a time when men smoked fags, skulled beers and everyone – women included – looked like Lemmy from Motorhead), Leon’s introduction to racing started on the dirt, too. Twice British Schoolboy Champion, 27-year-old Haslam’s road racing career started on scooters before becoming the Under 21, 125cc Champion in 1997. He spent 2001 trying to not get thrown off (mostly unsuccessfully) the Shell Advance 500cc GP machine before switching to superbikes in ‘02. He’s now starting a three-year deal with the resurgent BMW superbike squad, scoring a podium first time out at the season-opener.

NTIER O R F D WIL S OF THI

Courthouse pub in Jamieson. It’s another world – no retro fittings here, no choice of latte or piccolo, no quarter asked for or given. Nope, just men that are men and women that would be if they could. It’s not long before a local recognises Troy and he settles into easy conversation with the guy about that race, that bike, that life. Leon revels in the lack of public attention by showing us his card tricks. “Pick one,” he says before, “Nine of hearts”. “Beginner’s luck,” I offer, knowing a carnie when I see one. “Try again,” I challenge. This time he’s not even looking. Before he shows me the card, I tell him to shuffle again. And again. “Five of spades,” he says. “Nope,” I lie and watch as he questions himself. After he’s gone through the whole pack, looking for dog-ears, folds or whatever pixie-dust these people do their tricks with, I fess up, before he steps it up a gear for the next trick. “That’s bullshit,” is the best I can offer. I could have it all – easy money

and cheap women – if I could find out how he does that. But no dice, no play; the man’s not for talking. The sun streams through the moth-eaten curtains and onto the violent mixture of flowers and swirls that are motel bed sheets. It looks like I’m auditioning for the part of Joseph and his amazing technicoloured bedding. The sun clouds as we mount our steeds. The first track is gravel and mud and I’m feeling good to be alive – another day of just being me. It’s clear today’s not going to be a watered-down experience either, and we’re all jostling for position

from the off. I’ve got Troy in front of me and he’s smooth, aggressive and wheeling the tits off the Beemer. But then comes a corner tighter than expected and he’s throwing out anchors like a captain bailing out a sinking ship. Drift, skid, boof! Luckily his impact isn’t anywhere near as forceful as the one I saw at the track and he picks the bike up, remounts and roosts away. I guess crashing’s just part of being a racer. Before we know it, we’ve had our allotted hours off-the-leash and reality hits us like a broken leg. We go from ultimate freedom to being plumb-deep in traffic. We’re back

“I could have it all – easy money and cheap women – if I could just find out how he does that. But no dice, no play; the man’s not for talking.”

crawling in the car soup, the BMW growing in size and weight the slower we go. There’s so many advertising signs littering the roadside, offering so much I don’t need. Fridges, TVs, new cars and a better, safer community – all there if you sell your soul and pledge yourself to the bank. Klick after klick of disappointment as a wave of conformity washes over us and cleans us of being individuals. Back in the sanitised sanity of BMW’s head office, the return to reality befalls us. Outside, a taxi waits – although it’s as much a taxi as I’m a WSB star. I settle into the BMW 7-series limo and breathe in the man- and cow-made opulence. “How much for one of these?” I ask James. “$225,000,” comes the reply. Maybe I’m not back in reality after all.

MORE ONLINE... Check out www.transmoto.com.au for a video taster of the trip and interviews with the riders.

A new team, bike and class, but the same old cool, calm and collected Mr Salminen. Is 2011 the year the philosophical Finn gets his hands on an eighth world title and reinforces his “Enduro G.O.A.T.” status? JONTY EDMUNDS

uha Salminen isn’t the kind of rider who worries too much about what others say or do. He never has done; it’s simply not in his nature. But he’s the most successful enduro rider of all time, so people care what he says and does. He might have become the proud father of two daughters since 2008, but in racing terms, the past two years have been disappointing to downright disastrous. Yes, there’s plenty of interesting stuff that’s happened to Juha in recent times, so getting the chance to sit down and talk to ‘the

man’ wasn’t one I was going to pass up... Our meeting place in early March is Husqvarna’s newly built and swanky factory in Varese, Italy. Juha’s in town to do some suspension testing after three weeks of riding in sunny Spain, and he’s relaxed and talkative as we wait for the company’s coffee machine to dispense two cappuccinos. “This has to be the world’s cheapest coffee machine,” says the seven-time world champ, getting both our energy shots for just 50 cents. “As if Italians need any more encouragement to

drink coffee!” Cappuccinos finished, I get out my notepad and recorder. Having watched first-hand how things spectacularly failed to work out for him or David Knight – or BMW and the G450X, for that matter – and knowing that he’s arrived as a factory Husqvarna rider almost by default, I have a list of questions as long as my arm. What I’m most interested to find out is if Juha views the past two years as a waste, or if he’s somehow been able to take positives from what was obviously a very challenging time in his career.

SPORT PROFILE

Mild-mannered librarian? Nope. The most successful enduro rider of all time!

A CHALLENGING PAST Juha doesn’t take long to respond, but as always his words are chosen carefully. “First of all, I’d say it was more difficult than I was expecting. Of course I was expecting challenges as I was going to a new team and a new bike, but I wasn’t expecting all of the things that I had to deal with. It was the risk that I took, leaving to join an inexperienced team and to ride a completely new bike, but things happened that I wasn’t expecting. Also, having to start from nothing with two new bikes – the BMW G450X in ’09 and Husqvarna’s TE449 last year – isn’t easy. It takes time.” Answering the question without giving any examples of what made his time with BMW ‘extra challenging’ is pure Juha. As professional off the bike as he’s fast on one, there’s no apparent bitterness towards his former team. Only disappointment. But does Juha see the last two years as wasted? A time when he would likely

have won at least one more world title had he ridden just about any other brand of bike? “I wouldn’t say I made a mistake doing what I did, although I’m sure some people will see it like that,” he explains. “If I had stayed where I was with KTM, I’d probably be retired now. I can’t see that I’d have done more than three more years. I might have won one or two more titles but my motivation to ride at the top level would have been finished. I’m still hungry today, and want to prove myself, which wouldn’t have been the case if I hadn’t joined BMW. There’s been a lot of disappointment over the last few years, but it certainly wasn’t all bad. I have new challenges now, and I’m looking forward to them.” It’s sometimes hard to believe when you meet the man who’s appearance is the exact opposite of what an ‘extreme athlete’ is supposed to be, but Juha is driven. Seriously driven. Racing motorcycles is his job; a job he’s extremely good at. He doesn’t like to under-deliver. And he doesn’t like it

when he isn’t competitive – not that that’s been much of an issue throughout his career. “In the first year with BMW, after the first race, it was difficult to understand what was happening because I didn’t know what was wrong,” he goes on to explain. “That was the most difficult time for me. After those first few races, I had a lot of time to think and work things out. After that, the year ended well. During the middle of the season, we started to get results. Good results. I learned more about the bike and the bike got changed. That was interesting and the bike got better and better all the way to the end of the season. At the end of the year, we weren’t too bad. Last season was a disappointment. But I didn’t blame myself any more. In some ways, the second year was more of a disappointment. I knew why things weren’t going as they should be, but I couldn’t change them.” Digging deeper to find out Juha’s thoughts as to exactly how BMW

After two seasons in the wilderness, he’s back in the E1 class and back on song.

managed to get things so spectacularly wrong with their first true enduro bike is pointless. Juha has moved on and it’s clear there’s little point stalling the interview at this point. Next up is the subject of motivation, and the bigger question of where Salminen is at. I’ve known Juha long enough to know better than to wade in with a comment about him being older and possibly less motivated than his many younger rivals. Instead, I ask how so much disappointment has affected a rider used to so much success. Oh, and if there was ever a time when he thought to himself, ‘Screw this! I’ve had enough; it’s time to do something else’. “I know I have nothing to prove, but I also don’t see any reason to compete at this level unless I’m focused on winning a world title,” explains Salminen honestly. “Just riding because it’s my job doesn’t motivate me. Being a top-ten rider doesn’t motivate me. Winning and doing my best motivates me. As a professional

rider who’s enjoyed success and who has a lot of experience, I didn’t start thinking, ‘What the hell am I doing?’ when things weren’t going well with BMW. Those feelings happen every month and have done for many years. Then you realise that there’s not much else you can do and you get your head back into racing; you see that you want to continue racing.” Thinking that at his lowest time during the past two years, it might have been enough for Juha to take stock of all that he’s achieved and contemplate retirement, I certainly wasn’t expecting to hear that quitting is something that often pops into his head. But before I have time to properly digest his comments, he articulates what he means: “When you start thinking what you want to do next with your life, that’s when you should stop racing because that’s when you’re not really focused on the job. When you do your best and you’re not able to win any more, then that’s the natural point when you should recognise that

it’s no longer your place. I’ve not experienced that yet, so that’s why I’m still here.” In other words, Juha’s not ready for retirement any time soon.

LOOKING AHEAD Enough of the past and onto the future. And for 2011, a move to the Enduro 1 class; a category Juha last visited in ’07 when not even a broken collarbone and the fact that he missed the GP of Slovakia could stop him dominating the title chase. For ’11, he’s mounted on the bike that enjoyed the most success last year in E1 (in Antoine Meo’s hands) – Husqvarna’s TE250. But, having spent the last few season racing 450s, downsizing to a 250F is, some predict, likely to be a tough transition for Juha. Having to adapt to a different way of riding, and having to squeeze every ounce of power out of his bike rather than relying on having a plentiful supply of ponies at his disposal, is he worried about racing on

CAREER SNAPSHOT First stepping onto the Enduro World Championship scene back in ’95, Juha Salminen’s first EWC crown came five years later when he topped the ’99 125cc two-stroke class. For the next eight years, the Finn did little besides collect No.1 plates for himself and KTM. He defended his 125cc title successfully in 2000, before winning on a 250cc two-stroke, and 400cc four-stroke, a 500cc four-stroke and then a 450cc fourstroke over the next four dominant years. He then switched back to a 250cc two-stroke and smoked them in the American GNCC series in ’05 and ’06. Returning to the EWC for ’07, Juha topped the Enduro 1 class aboard a 250F, becoming the first rider ever to win on all sizes of machinery. Second to Johnny Aubert in the ’08 Enduro 2 Championship – a DNF and loss of 25 points effectively ended his championship aspirations that year – the all-conquering Finn then joined BMW in ’09. He ran second in the ’09 Enduro 2 Championship aboard the BMW -powered Husky 449, and was injured for a quarter of the ’10 season. Salminen now leads Husqvarna’s charge in the Enduro 1 class.

SPORT PROFILE

Like many EWC greats, Salminen puts his trials background to good use.

DAVID KNIGHT

Three-time EWC Champion, two-time GNCC Champion

“Juha’s a great guy, but I have no idea how he managed to stick with the BMW deal for two years. There’s not much Juha hasn’t achieved in his career. People forget that he also has two US GNCC titles, as well as his seven EWC championships. The first time I won at Erzberg, it was a lot to do with Juha. Most riders secretly disappear off to look at the track, but Juha, who’d been there before, was happy to show me the hard spots and where the best lines were. Off the track, he’s the quietest guy you’ll meet. Most Finns like a beer or five. Not Juha. He doesn’t drink at all. He’s one of a few riders that can win on any bike in any conditions. He’s the best.’”

a smaller bike? “Every time I ride the new bike, I enjoy it,” offers Juha. “It acts like a normal bike; when I turn the throttle, it goes. When you can do what you want on a bike, it makes things easier. That’s the situation I have now. I am enjoying my riding and not having to understand or think about what I’m doing. I’ve not had any problems adapting to a smaller bike. Although I’ve raced bigger bikes most of my career, I’ve always enjoyed smaller bikes because you can ride as hard as you can. On bigger bikes, you have to look, think, and consider what you’ll do next. On small bikes, you just go flat-out. It doesn’t change my riding style, but I enjoy the smaller bike. Even when I was racing bigger bikes I’d often take a 125 for training. You have to use all of your skills and can’t be lazy. You certainly can’t cruise around. It’s the same now, especially after the last two years when I had more power than any other rider in the E2 class. I’m really enjoying being able to ride hard and

use all the power I have. You need a different approach to your riding, but that’s one of the things that motivates me and keeps me going.” Just like the last time Juha raced in the Enduro 1 class, he’ll start the ’11 Enduro World Championship as one of the eldest, and definitely the most experienced, riders. He’s one of, if not the, favourite for the title. And he’ll also have a very big target on his back as the rider all others will want to beat. But Juha’s not worried about that. “I’m not in a new situation because for the past 10 years, I’ve had riders trying to beat me,” the wily vet explains. “After a couple of title wins everyone tries to beat that rider, no matter where he goes or what he does. So it’s not really a new situation. After a couple of not so perfect seasons, I’m as hungry to win as the rest of the guys. I’m the multi-time world champion and this and that, but there are fast riders in E1 – Thain, Gauthier, Seistola and Remes, etcetera – and I’ve not won for a few years.”

Juha might start ’11 as a rider who’s not won an EWC title for a few years, but he also starts the series as one of only a handful of riders who’ve consistently proved themselves to be winners in all conditions and who you’d put your money on. Alongside the likes of Knight, Ahola, Aubert, Meo and a few others, Salminen is a proven product, despite less than perfect recent seasons. But this time around in the E1 class, Juha is a different person. Now busy with the responsibilities that come with being a father, does he have a different outlook on his career and life in general? “Not really; my outlook on life hasn’t changed,” he answers quickly. “Racing motorcycles is still my job. It’s what I do. As my family grows, it changes my schedule a little bit because if I get the chance to go home, I will. But other than that, nothing’s changed. While my schedule gets a little tighter, years of experience buys you time. You don’t need to train and ride as much as you did when you were younger, and I

Juha kicked his title chase off with a 1-1 result in Spain, and is on track for title No.8!

“I was expecting challenges as I was going to a new team and a new bike, but I wasn’t expecting all of the things that I had to deal with!”

think to try and do the same as when you were younger isn’t good for you. I have a great balance. When I’m home, I enjoy being with my family. When I’m at work, that’s exactly what I’m doing. With no distractions.” Despite saying he no longer needs to train as much as he once did, Juha has by no means eased off when it comes to his pre-season preparations. He does things differently now to what he once did, but years of experience have taught him what’s needed. And for ’11, that means spending more time with other ‘fast’ riders, and doing less of the riding he did alone in recent years. But while Juha sees the need to spend more time practicing with faster guys, he doesn’t see the need to find a younger, faster, protégé to push him along. “I’ll help any young rider that asks for help,” he says. “But my hands are pretty much full with my own work. Also, times have changed. When I was young and riding with Kari Tiainen, I was learning and giving him a kick at

the same time. It worked well. This year I’ve not been training with one rider, but with many different fast riders. I believe I need to ride fast when I’m training, which I’m doing. For the past few years I more or less trained alone, but I needed to change my training schedule. And I’m enjoying the change.” Enjoying his riding is something Juha hasn’t been able to do in recent years – well, not like he knows he can. Being the world’s most successful enduro rider and one of the planet’s fastest enduro racers is, as it’s long been, his job. And as such, nothing really changes as he heads into ’11. But the fact he genuinely appears fired up, motivated, happy with his bike, team, and general situation, is a marked difference to the Juha Salminen of the past two seasons. Juha’s always been very good at keeping his cards close to his chest, at not letting people know the intricacies of what makes him tick. And he won’t be drawn into commenting on anything he doesn’t

want to comment on. With such a considered and calm approach to just about everything, it’s hard to read the often emotionless Juha. But if there’s one thing I picked up on during my pre-season time with him in Italy, it’s that he genuinely seems to be enjoying the thing he does best – riding and racing an enduro bike. And a happy and motivated Juha Salminen is a very hard rider to beat.

FABRIZIO AZZALIN Team Manager, Husqvarna CH Racing Monster Energy

THE OPENING SHOTS A very hard rider to beat is exactly what Juha proved to be at the opening two rounds of the 2011 Enduro World Championship. He won both days at the all-important season-opening GP of Spain, and backed it up with a 1-2 scorecard at Round 2 the following weekend in Portugal, demonstrating that a happy Salminen is indeed a hard-to-beat Salminen. But in typical Juha style, there were no outrageous podium proclamations, and certainly no boasting about ‘being back’.

“My first contact with Juha was in late 2010 at Antoine Meo’s house, where he tested our bike for the first time. He is the greatest enduro champion, but I wanted to see and understand if he still has the fire to be a champion again. Juha has his requests, but doesn’t ask for anything crazy. He has a very relaxed, quiet character; he just gets on with his job in his own way. He is not at all like Kari Tiainen or Anders Eriksson – the other two seven-time EWC champions. Juha’s bike is the closest of all our bikes to a standard model. That gives us, and Juha, a big advantage. He’s a great guy.”

SPORT PROFILE

“If I had stayed where I was with KTM, I’d probably be retired now. But I’m still hungry.”

A capacity to stay calm and focused makes Salminen the envy of many of his rivals.

Giving credit to his rivals, thanking his team, and playing down his performances a little, Juha simply did his thing. With the opening round of the ’11 EWC series being a ‘high-drama’ affair, I didn’t get the chance to catch up with Juha until Portugal. There, quietly going about his business and clearly enjoying being competitive again, Juha was super-relaxed the whole weekend and, despite not winning on Day 2, was as upbeat as I’ve seen him in a long, long time. “It’s been a great start to the year,” he commented instantly when I asked about the start of the championship. “My training events didn’t go perfectly, but a few things didn’t go as they should have done there. But in Spain and again here in Portugal, everything has started to come together really well. Three wins shows that I am

riding well and that my bike is working well, and even finishing second on Day 2 in Portugal is still a good result. Eero (Remes) is riding well, and I made some mistakes, so I’m really pleased with everything.” In Spain, Juha looked like the Juha of old. Aggressive, smooth, millimetreperfect in many places, but above all, always in control of the situation. He delivered results his rivals hoped he wouldn’t. Worryingly for those trying to beat him was the fact that he topped the E1 class podium on both days without needing to push beyond his comfort zone. In Portugal, Juha simply played to his strengths. Unable to match the pace of his KTM-mounted countryman, Remes, on the fast motocross test, Juha opted not to try and match his pace. Instead he saved his big push for the extreme test, where on Day 1 he

took back all that he’d lost to Remes, and more. Lap after lap, he fell behind Remes, only to return to the top of the standings with near-perfect execution of the technical extreme section. Come the end of the day, the win was his. The third in a row! But for me, Juha’s most impressive performance so far this year was his runner-up result on Day 2 in Portugal. Knowing that he wasn’t riding as well as he had on Day 1, he didn’t try and force the issue and push himself or the bike. Well aware that it’s a rider’s ‘bad day’ performances that often determine whether a title is won or lost, he remained calm and simply did his best. Which, that day, was good enough for 22 all-important championship points. And more than enough for him to maintain his lead at the top of the Enduro 1 World Championship standings.

MATTI SEISTOLA

Juha’s Enduro 1 class teammate

“With Juha, everything’s easy. I’ve been trying to learn as much as I can from him, but he has a unique riding style due to his strong trials background. He’s given me plenty of tips and is happy to offer advice, even to riders that he will race against. I would like to be more like him sometimes, but his personality is so unique. He seems to be able to stay calm at all times, which I am sure gives him a big advantage and has helped him many times during his career. He’s never the happiest rider or the angriest rider. He’s just relaxed and quiet. It’s hard to be like that.”

HERITAGE JT APPAREL

STORY THE

How the brand that came to define motocross in the ’80s lost its way, only to be reborn three decades later. ERIC JOHNSON

“ W

here did you get that photo of Ron Lechien?” Greg Fox asked while standing in the living room of my Manhattan Beach apartment. The poster on the wall showed Lechien pitched over in a classic, no-nonsense whip. “Man, look at the clothes he’s wearing! That gear epitomised the Dogger’s style – that

RACER-X ARCHIVES

was the best race clothing ever made.” Surprised by the Fox clothing empire supremo’s fascination with the poster, I told him to go ahead and take it. That poster still hangs on the wall of a conference room deep within the Fox Racing compound in Morgan Hill, California. Set among hundreds of pictures of Fox-clad racers, the Lechien

poster sticks out like a sore thumb. Why? Because the gear in question – “the best race clothing ever made” – is a classic white Honda JT Racing jersey, bright-blue JT pants, a blue ALS helmet and a JT V-500 chest protector. It defines the ’80s decade more than shoulder pads, mullets and Dallas on the television.

ONCE UPON A TIME IN AMERICA The fact that the poster functions as anything other than a dartboard in a competitor’s war room is incredible. But this poster’s place of honour is a complimentary nod to JT Racing, the clothing company that once cast a huge, intimidating shadow over worldwide motocross. The creation of John and Rita Gregory, San Diego-based JT Racing was so influential that its products and philosophy often transcended the sport itself. Beginning with an early ’70s sponsorship of multi-time 250cc World Champion Joel Robert and his young partner in crime, Roger DeCoster, JT Racing grew into an international empire. Over the next 20 years, the company developed a dizzying array of products and sponsored virtually every major motocross star to ever pull on a pair of racing pants. Besides Lechien, Robert, and DeCoster, JT Racing was the brand of choice at one time or another for Heikki Mikkola, Marty Smith, Bob Hannah, Broc Glover, Jeff Ward, Rick Johnson, David Bailey, Kent Howerton, Rick Burgett, Darrell Shultz, Bob Moore, Jean-Michel Bayle, Jacky Vimond, Gaston Rahier, Georges Jobe, and the entire US team for the 1981 Motocross and Trophee des Nations. Amazingly, every one of these riders achieved National or World Motocross titles during their careers. In many ways the rise of JT Racing personified the growth of American motocross. As the sport gained mainstream popularity, the company continued to develop and mature, eventually creating a brand of clothing that would come to epitomise the spirit of the sport.

THE HUSTLER “I think it was 1969 or 1970 when I first noticed them,” remembers Gary Martini, a member of American Honda’s motorcycle operations staff. “I was 15 at the time and my dad and I were waiting to get in at Carlsbad. When we finally pulled up to the entrance, there was this guy standing out front, wearing a big cowboy hat, like Boss Hogg from Dukes of Hazzard. He was with this really hot chick, and they were selling motocross socks out of the trunk of their car. My dad was eyeing this chick, and he ended up buying a pair of yellow motocross socks. I later found out that the guy was John Gregory and 81

HERITAGE JT APPAREL

John Gregory in his office in Chula Vista, a long way from selling Mexican socks out of the back of his car.

the woman was his wife, Rita.” The image of Gregory selling socks out of the trunk of his car brings to mind the humble beginnings of Nike boss Phil Knight, who used to vend waffle-iron moulded shoes out of his car at track meets, or Oakley founder Jim Jannard, doing the same thing with grips and goggles on the Golden State motocross circuit. Both were entrepreneurs with more vision than capital, and all three were about to be taken on the wild ride. “I rode desert in the late ’60s and early ’70s while living in Corona, California,” says Gregory. “A friend of mine owned a local Honda dealership and we rode all throughout the area. I could see that motocross was going to be a big market. I remember being at a local race and I saw a guy wearing these long socks. He told me that he bought them in Tijuana, Mexico. That gave me the idea to go down to Mexico myself, buy a bunch of those socks, and start selling them.” That was how John Gregory started his small clothing company. Originally a pharmacist by trade, John started this unique importing business on the sunbaked outskirts of San Diego.

“I was associated with desert racing, which was very big at that time,” continues Gregory. Big enough for him to hand over some socks to Billy Silverthorn – the first rider he sponsored. “At the same time, I was starting to meet some of the big European motocrossers. I started to hang out at Saddleback Park, where

I would watch the Europeans compete in the Inter-AMA races. One day I approached Joel Robert and Roger De Coster about endorsing my socks. At the time, riders were wearing their socks outside of their boots, so I figured getting Joel Robert – the 250cc World Champion –to wear them was pretty important for us. We ended up paying Joel $100 a year plus giving him all

the socks he wanted. I believe we were the first company to begin paying motocrossers to wear product.” Sensing that he was on to something good, Gregory began to see the significant potential. “I wasn’t really thinking about the gear much at first,” admits Gregory. “Most of the great riders were wearing Hallman, and I thought the stuff was fine. The first thing I noticed – other than socks – were the Australian rugby jerseys a number of guys began to wear. Right after that, Brad Lackey began to wear a brand of jersey called Buffalo Breath. So we decided to make rugby jerseys that matched our socks. That same year we also sponsored Team USA at the ISDE with shirts and socks. By that time I had hooked up with Torsten Hallman. Through that relationship he became our first distributor and we worked with him for many years. It soon became apparent that the small operation was getting big enough to warrant a business license. So John and Rita went down to the local business bureau in order to make it legal. “The obnoxious lady at the counter

Honda-mounted David Bailey flying high and sporting the #1 plate at the MXdN in 1986.

“We ended up paying Joel Robert $100 a year to wear our socks. I believe we were the first company paying motocrossers to wear product.”

said, ‘You have to have a name for your business. If you don’t, you go to the end of the line’. We’ll name our company TJ, after Tijuana,” I thought. But Rita said, “Flip it around – JT sounds a little better.”

THE PHARMACY “I started to meet all of the big names in motocross, including this crazy bastard from Holland named Bob Twin,” Gregory remembers. “Bob owned TwinAir and was very active on the European grand prix scene. Twin hooked up with us and we pushed the product heavily, selling it through Torsten Hallman. I don’t think a lot of people are aware of this, but Hallman was part owner of JT Racing at that time. Back then, the company was jointly owned by myself, Hallman, Lars Larson, and a woman

named Brigitta Berlin. Twin wasn’t happy with how we were selling his product, and due to his reaction, we decided to go direct and make our own Twin-Air product called Phase 2.” The filter became a phenomenal success for JT Racing. “We were beginning to make money, so we converted half the pharmacy into a motorcycle shop/distribution centre,” recalls Gregory. “I began to meet more Swedes – Rofl Tibbli, Kent Ohlin, and Klaus Nilsson,” explains Gregory. “They were a very big influence on us and they kind of took me under their wing. Rolf was teaching motocross schools for Husqvarna, and he introduced me to Juha Tirninen, whom would prove to be one of the best friends I’ve ever had. Juha then put me in touch with Koho, a Finnish company that manufactured ice hockey 83

equipment. They came up with a lot of innovative products, like the idea of a combined nylon/leather pant. “One afternoon a big truck pulled up in front of the shop. The driver asked me where I wanted all of the boxes. In them were numerous pairs of red, white and blue motocross pants made up of nylon, with a conventional leather saddle stitched into them. I later found out that a promoter got into a major dispute with Koho, and rather than send the cargo back to Finland, Juha called Koho and they agreed to give the shipment to me for virtually nothing. It was that shipment that started the JT clothing thing. At that moment we became the Koho importer.” The revolutionary nylon pants took a while to catch on, and JT didn’t get any help from the AMA. “The AMA was in tight with the Bates Leather Company, which was a very big in dirt track at the time, so they banned nylon leathers because they were a fire hazard!” says Gregory. “This, despite the fact that the riders were allowed to wear a nylon jersey. That lasted about nine days, then I turned my lawyer loose on those bastards. Boy, those AMA guys hated me, and whenever they saw me coming, they would run and hide.” Sponsorship and endorsement deals soon began to play a larger role in the evolution of the motocross business. Heikki Mikkola, a 250 and 500 World Champion from Finland, was brought on board by Koho to help promote the Koho product line. At the time, both Koho and Sinisalo were supplying product to JT Racing in America, so Mikkola became a partial JT rider as well, wearing Sinisalo clothes with JT accessories. “Mikkola was the first real star to ride for Koho.” explains Gregory. “The first product he endorsed was the 707 Finn Fighter faceguard that bolted onto the helmet. Juha was responsible for putting that deal together. Eventually we met the people from Sinisalo and they began to supply product to JT Racing directly. We were supplied gloves, pants, and shoulder pads which they made, but with our name.”

YOUNG AMERICANS During this same period Gregory picked up the first of his riders that would become American motocross legends: Marty Smith and Bob Hannah. “Marty grew up near us in San Diego and was the first kid that we directly sponsored,” says Gregory. “I was with John and JT in 1975,” recalls Smith. “He and Rita are really good people. Even then, JT was what 84

“Gaston Rahier was the first rider to ride with the JT Racing logo on his behind.” all of the other clothing manufacturers wanted to be. Since I lived near them, I ended up doing a lot of their testing. John would have me ride in stuff to see how long it would last.” However, the biggest variable of all was about to be factored into the equation. In 1976, Gregory hooked up with Bob “Hurricane” Hannah, who was poised to replace Smith as the best racer in America. Hannah would ultimately become JT’s top salesman – and guinea pig as well. “Hannah started to show up in ’76 and we worked with him all the way up to the time that he broke his leg in 1980,” recalls Gregory. “Bob was probably the first superhero of international motocross, and in terms of bang for our buck, the best rider we ever had.” One of Hannah’s personal innovations would re-thread the entire industry; the long-sleeved cotton race jersey. “Bob went to JC Penney one day and bought a long-sleeve T-shirt. He told me he wanted to race in it, so he got it printed up,” laughs Gregory of the breakthrough jersey. “One of the first things he had printed on the chest was ‘J & D Floor Coverings’, a family-owned carpet store in Pennsylvania.” Soon, a stylish breakthrough that came about through a lucky accident. “We received a shipment of pants and when this guy went to open the box with a razor blade, he accidently sliced-up the seat of one pair of pants.” recalls Gregory. “So a guy named Jerry Parks went to a sewing show to get them fixed and decided at the last minute to have the JT logo stitched onto the butt. Gaston Rahier was the first rider to ride with the logo on his behind.”

GOLDEN YEARS As JT rolled through the early ’80s, the company continued to increase in both creativity and popularity. Sales were booming, riders were wining, and JT Racing had the market firmly by the throat. Motocross magazines were chock full of ads featuring virtually every major Pro MX racer clad in JT clothes, and kids everywhere were clambering to purchase such cuttingedge products as the Flo-Form vented jerseys and race pants. There’s hardly a man in motocross who doesn’t remember seeing the JT ads in the magazines of that time. “As a young enthusiast, I was in the awe of them,” says Bob Rathkamp, the then head of Sinisalo Pacific. “The product was right, and they had all the star riders. They were really on the gas as a company and the chemistry was just working.”

COLLECTIVE SOUL “John had all the top guys. I remember in 1982 when he did that big line-up shot with all the guys from the different teams,” reflects Rick Johnson. “In that shot were guys like Broc Glover, Donnie Hansen, Johnny O’Mara, the Kawasaki guys – it was just unbelievable! If you weren’t with JT, you weren’t cool.” Geoff Fox, Fox’s founder, concurs, “Hiring riders was difficult for us because JT’s reputation was so strong. I was only able to get guys outside of Southern California who weren’t so aware of JT’s reputation.” To O’Mara only one clothing company truly mattered to him after he began to ride for Team Honda. “When I joined Honda I didn’t have

HERITAGE JT APPAREL a clothing sponsor,” explains O’Mara. “John let me incorporate some of my ideas, too. The boot gaiters were my idea. John was kind of unsure of them at first because they covered up the boots, but he was confident enough of the JT brand to let me try. We made pairs up with ‘Johnny O’ printed on them, and they went over well. In fact, people stopped asking me for my jersey and started asking for my gaiters. People wore gaiters for years.” It wasn’t just O’Mara that was dazzled by the lure of JT. David Bailey also has an interesting account of how he came to be a member of the powerful clothing syndicate – Bailey signed up with JT when he was partying after winning the MX des Nations. “In ’82 I was sent to the MX des Nations when Donnie Hansen got hurt. I was riding for Honda and still wearing Fox but when we raced in Switzerland I needed a chest protector. All that anyone had there was a JT V2000, so I wore it, and I felt like the biggest stud in the world! Team USA won and we had a huge party after Magoo Chandler crossed the finishline. I started drinking champagne and was feeling pretty good. While this was going on, John Gregory walked up to me and said, ‘Hey David, how about riding for us?’ Well, I always thought that riding for Honda and JT would just be the coolest. My defences were already down, and when John put the contract down in front of me, I signed it right there! Later I felt crummy because Fox had always treated me great, and they were really disappointed when I told them the news. I never did something like that again.” A young kid named Rick Johnson was the next to get a full-blown contract from JT. “I was 13 years old then, and there was no way I could race the Pro National circuit,” says Johnson. “So John offered me a deal for the big Cali Motor Club races.” But why was JT able to sign all these Pro riders so easily? “Back then we didn’t have much competition,” explains Gregory. “We were going up against Lancer, Thor, Hi-Point, Griffs, Fox and the Tony D. Line. A lot of their stuff was archaic, while ours fitted and looked good. Also, we had all of the Southern California guys in our area, so we were able to work with them on production and endorsement issues. At the time, Bob Hannah was making about $30,000 to $40,000 a year, while RJ, Wardy, and O’Mara were getting $5,000 or $10,000 85

HERITAGE JT APPAREL Rick Johnson and his famous #13 in the last year of his carrer.

from us in base salary, but we had a very aggressive contingency program, and they were making a few thousand more for every overall win.”

FOR WHOM THE BELL TOLLS As the sport moved into the 1980s, the first rumblings of challenge began to sound in the distance. A prelude of things to come occurred when Bob Hannah broke his leg waterskiing. “When Hannah came back from his accident, I offered him more money than anyone, but he turned it down,” says Gregory.” Bob decided to go with HRP (Hannah Racing Products, a nowextinct clothing company). After Hannah moved on and Smith,

TO HAVE & HAVE NOT Bad luck came at the most inopportune of times. One of the first casualties was the steadfast Glover, a six-time national champion whose speed started to wane after he broke his navicular bone. LaPorte was already in the twilight of his career and would soon fade back in the 500cc GP results. The notoriously irresponsible Lechien was arrested in the fall of ’86 for marijuana possession while standing on the runway of the Tokyo Airport and Honda fired him on the spot. Then Bailey, at the very peak of his talent, suffered a career-ending back injury during practice at the Golden State series race in January of ’87. Later that year, Vimond, the reigning 250cc world champion, suffered a bizarre accident that nearly killed him. While

However, the enigmatic Bayle was already preparing himself for a career in road racing and would soon spurn a return to JT in 1992 for an obscure deal with Taichi, the Japanese clothing magnate with a strong foothold in racing leathers. It was a bittersweet moment for John to see all of those No.1 plates Bayle earned in JT being displayed in Taichi clothing. “Jean-Michel Bayle is one of the best kids I have ever worked with,” reasons Gregory, “but he didn’t sell one pair of pants for me.”

THE WHITE ELEPHANT Was it Bayle who couldn’t sell the clothes, or the clothes themselves that wouldn’t sell? The buzz on the street was that JT’s

“The competition, for the first time, smelt blood and there were chinks in JT’s once impenetrable suit of protective armour. The mighty JT Racing empire was starting to crumble. Tripes and Kent Howerton began to slow down, the next wave of JT racers included Glover, Johnson, Ward, O’Mara and Bailey. “Things were beginning to change a little bit,” recalls Gregory. As the talent was being redistributed throughout the industry, momentum began to change as well, and other companies were starting to grab the public’s attention. The competition, for the first time, smelt blood and there were chinks in JT’s once impenetrable suit of protective armour. The mighty JT Racing empire was starting to crumble. 86

celebrating his title at a banquet in France, Vimond was being lowered from the ceiling on a motorcycle when a wire snapped and he plunged to the stage. He suffered a broken back and would never be the same on the racetrack. “If there was even a turning point, that was it,” Laments Gregory. JT seemed to redeem itself in the talent lottery one last time in 1991 when French ex-patriot Jean-Michel Bayle dominated the American motocross and supercross scenes by winning an unprecedented three titles (250 SX, 250 MX, and 500 MX) in JT clothing.

designs were stale: motocross had undergone a quantitative change since the ’70s and a new generation of riders wanted to distinguish themselves from their predecessors. “John was probably the most responsible for the demise because he seemed to lose interest,” says Sinisalo’s Rathkamp. “The industry was changing and he didn’t like that. If you look at 1980 and look at things today, some products may actually be cheaper now due to the increased competition. It’s more of a dogfight now than it ever was then.”

“If you think we’ll miss out on all this new JT Racing gear in Oz, think again. They’re just about to sign a major Australian distributor.” Racer X’s Davey Coombs admires a Ron Lechien jersey.

There was also the growing presence of AXO and Fox, whose product innovations and ads were having a big influence on the industry. “Things changed, people changed,” Jim Hale of AXO says. “If you lose your energy, little things might slip through and really hurt you in the long run. I don’t think its fair for me to pass judgement on why JT faltered. Only John Gregory knows what really happened back then.” Maybe what happened was this: after years of working non-stop on product innovation and then following his racers around the world to see how the products went over, Gregory was starting to burn himself out a little. “He accomplished what he did through hard work. Then he just lost interest in it and wanted to go off and do other things,” says Bob Hannah. If there was a reason that singled the end of John Gregory’s reign as the king of clothing, it was the introduction of JT’s own helmet, the ALS. Despite all the critical acclaim, the revolutionary ALS ended up a failure for JT. “Our helmet just didn’t fly at all,” laments Gregory. The helmet’s poor performance seemed to cap the company’s slow slide. The best riders were gone, the creative well was dry, and Gregory himself was looking at other arenas to enter. After holding an overall market share of almost 50% in the mid ’80s, JT fell to about 4% before the downward spiral stopped.

STAND BY ME John and Rita Gregory at the recent Motorcycling Hall of Fame ceremony in Las Vegas, along with Broc Glover (right) in the fresh JT threads.

“Today, clothing contracts are totally out of hand,” declares Gregory. “I’m getting too old to deal with a lot of it, but I always felt that I had a good eye for riders and designs. The whole thing is cyclical. Take Fox – they won’t be on top forever. But the best thing that happened to Geoff Fox is that he had two sons who wanted to carry on. That has helped him and his business immensely. “We’ve had a lot of fun in this sport and it’s been a total adventure that’s taken us all over the world,” says Rita Gregory.

THE LEGACY JT had it all: the best riders, the best products, the best innovation, and most importantly, the best brand image. But somewhere along the way, the company ran off course. All things considered, John Gregory should be lauded for what he built. To many motocross enthusiasts, JT Racing will always be synonymous

with the sport in the 1980s. “Riding gear makes a big difference to a racer,” confirms Bailey. “I remember sitting with Ron Lechien in Japan. Ron looked at me and said, ‘You know what my favourite part of racing is? Getting dressed. You put all the cool clothes on, you go to the starting line, get the holeshot, and you’re the man! I would have ridden for JT for nothing.’” And to John Gregory, that should be the ultimate compliment.

BACK TO THE FUTURE If the journey had ended there, John and Rita could have been very satisfied with their lifetime’s work. But cool brands never completely die out, just get lost until their effect becomes too strong to just let it disappear. After the heyday of the '80s, it seems that there’s life in the JT Racing phoenix still. Shorty after John and Rita Gregory were induced into the Motorcycle Hall Of Fame in 2010, came the announcement of the rebirth of JT Racing. But this is no addriven ploy to cash-in on the heritage of JT. As the CEO, David Dray explains, “Even though John and Rita don’t have any direct dealings with the new JT Racing, they’re kept in the loop in regard to our designs and products – after all, without them, we wouldn’t have anything to take on. “The heritage aspect of JT is so strong that we’ve decided to revisit and modernise the items that made JT such a cool and in-demand product back in the day. We’re even taking the ALS-2 helmet concept forward with the ALS-02.” It’s now worth remembering that it was this helmet – the lack of industrystandard Snell-approval and the resulting legal issues from dealers not wanting to stock the lid – that is widely regarded as the point that JT Racing lost its way. And its cool. “We’ve continued the trend started by the original ALS-2 – the world’s first full-face motocross helmet – and now include a revolutionary venting system with 17 ports to keep the rider’s head cool,” Dray goes on to explain. The elasticated panels running down the side of the pant are back in the mix again. “With the growth of kneebraces, the idea behind the stretch panels makes more sense now than ever,” stresses Dray, adding, “Wear a Classick pant for two laps and you’ll be a believer, too.” If you think we’ll be missing out on new JT gear here in Oz, think again. As we go to press, we’re hearing of a deal to sign up a major Australian distributor. So perhaps the next Chad Reed will be thanking JT Racing on the podium! 87

HowTech To IN THE SERIES…

1 SINGLETRACK with AJ Roberts 2 HARDPACK with Jay Marmont 3 ROCKS with Antoine Meo 4 HILLS with David Knight 5 SUPERCROSS with Luke George RUTS 6 GNARLY with Stefan Merriman

7 JUMPING with Jay Marmont LEDGES 8 ROCK with Damian Smith

LOGS

with Josh Green

Enduro World Championship young-gun and renowned extreme terrain rider, Josh Green, explains the techniques required to clear logs of all varieties, the tricks to make the job easier, and a few Pro rider secrets for the really big, intimidating ones.

SAND 10 RIDING with AJ Roberts

Transmoto Expert

JOSH GREEN In 2010, the then 19-year-old kid from Soldiers Point on the northern NSW coast packed his bags and headed to the UK to ride for Team TM Electraction. Winning the EWC’s Junior class in Greece, Greeny proved he could do well in Europe, where extreme terrain is commonplace. That qualifies him to dish out expert advice on how to attack logs, from pesky little branches to trail-blocking monsters.

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Logs How to:

How to turn confidence-crushing logs into child’s play with Aussie EWC young gun, Electraction TM rider, Josh Green. IAN HANCOCK & JOSH GREEN

ogs ... they’re great for building houses, making woodchips and starting fires. But when Mother Nature decides to place a big ’un across a perfect section of trail, they can put the fear of God in the unsuspecting rider, or embarrass him in front of his mates. Even competent riders can come unstuck on logs, despite having

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all the basic skills necessary to clear them problem-free. Riding logs isn’t particularly difficult, but it does require you to gather a host of basic skills lurking somewhere at the back of your brain and apply them in a particular way, with a dash of confidence thrown in. EWC standout Josh Green has seen plenty of blokes falter

because they don’t know how to apply the basic techniques, so we asked the talented extreme terrain rider to run through the skills needed to clear any sort of log you might encounter on the trail. Over the next few pages, Greeny explains the fundamentals, offers tips on how to practise, and an insight into the techniques the Pros use.

How to:

FUNDAMENTALS...

Tech

Logs

hether you’re aiming to ride a piddly six-inch branch or an ancient six-foot Tasmanian hardwood, the core elements of log crossing technique remain the same. If you’re new to it, I’d recommend finding a nice, dry, even log in an open area and practicing the skills explained below until you have it down. Once you’re happy, they’ll easily translate onto the bigger slabs of timber that block your path. Even if you’re an experienced rider and can conquer most logs bulldogstyle with ease, it’s worth re-visiting the basics, as I’ll explain some trials techniques that will help when the terrain’s more slippery than a cake of soap after a six-pack of beer.

Vision

When out on the trail, you want to be looking as far ahead as possible, as the earlier you spot the log, the better you can set up your approach. It’s no good if you spot it at the last minute, as you’ll probably be positioned poorly, be in the wrong gear, and not have time to suss out what’s on the other side. If the log’s bigger than two feet tall or you can’t see what’s on the other side, it’s worth doing a sighting lap to check it out before attempting the crossing, as there could well be a hole or another small log on the other side. There’s no shame in doing this – even the top EWC riders do it.

Approach

The golden rule with log crossings is to hit the log as square as possible. A slight angle is okay, and I’ll cover techniques for this later, but aim to be as straight as the the section of trail allows. You’re looking for good traction on the run-up, a low-spot on the log, and a smooth line on the exit so you can get moving afterwards. Gear selection is important and depends on how fast you want to attack the log. If you’re confident to hit a small log at speed and jump off it, third gear is the go. If it’s bigger, go down to second, or even first, to ensure you have enough grunt to get the job done and prevent stalling. You want the bike to be fully settled, so nothing unpredictable happens when you commit.

Commitment

Despite most blokes being afraid of commitment (well, at least to their girlfriends), you need to be absolutely sure of your ability to 92

cross the log the moment you crack the throttle. A half-arsed attempt of decent-sized log could well see you slam the front wheel to a halt, sending you to hospital to have your testicles deflated, and your wheel to a wheel builder for what can be an expensive repair job. That’s why it’s so important to nail your technique on small logs before stepping up.

Body Position

Approach the log standing and in a central position, hugging the bike with your knees for stability.

You want to lift the front wheel up so it comes into contact with the top half of the log, so you’ll usually be pulling a wheelie between one and two metres away. Pull back hard on the bars to get the front wheel up, then start moving your bodyweight as far back as possible. The rear wheel hitting the log will want to flip the bike forward and throw you over the bars, so get over the rear guard to counter this force. You’ll occasionally come across logs on the way out of corners, forcing you to ride them sitting down, but this isn’t ideal.

Throttle Application Precise throttle application will get you over most logs. The first critical point is getting the front wheel up cleanly, so practice your wheelie technique if you’re not confident. Use the clutch to avoid wheelspin as it’ll keep the front wheel on the ground. The second critical point is when the rear wheel hits the log, when you need to chop the throttle and let momentum carry you over. Too much throttle here will cause wheelspin, which can flick the bike sideways.

Logs How to:

INTERMEDIATE...

LOGS ON ANGLES

As I said in Approach in the Fundamentals section, you want to be as square to the log as possible. Unfortunately, Mother Nature doesn’t always lay logs perpendicular to your path, so you’ll need to come up with a creative line to get square. Usually the quickest way is to use the rear brake to do a skid, bringing the rear around to the angle you require, then getting on the gas to clear the log. Simply pull in the clutch, apply the rear brake, and lean in the direction you want to go, while changing to an appropriate gear for the log crossing. You can control the skid to adjust your speed, using a bit of front brake if required. If this all sounds a bit daunting, practice your skids in an open area, trying different angles and speeds, until you are precise. As soon as you get off the rear brake, get on the gas and ride the log as you usually would, keeping your weight back to minimise wheelspin.

QUICK TIPS • Softer suspension will help you lift the front wheel and keep the bike settled as you cross logs.

FULL-BORE

If you’re in a hurry, it’s possible to attack small logs in third or fourth gear, even if they’re on an angle. The potential for things to go wrong is high, but the technique isn’t difficult. Approach the log in the attack position, then pull a wheelie – aiming to clear the front wheel, rather than tap it like

• Wet or slippery logs require much more careful throttle application – go gently!

you normally would. As the back hits, shut the throttle off to prevent wheelspin on the log. It’s important to squeeze the bike tightly, as your outside leg (the one on the side the log is pointing) is what prevents the rear of the bike kicking around. In this case, I’m squeezing the right side hard. How much you

need to squeeze is something that comes with practice, as bigger and more slippery logs require a tighter grip. Be extra cautious if the log isn’t firmly planted in the ground, as a loose log is more unpredictable. Once you’re clear, get hard on the gas immediately, as this’ll stand the bike upright and save

• Always keep a finger on the clutch to control the power. • Practice on small, even logs to hone your skills. • Tyre pressures of 12-14psi are the ideal balance between flat prevention and good traction.

OBSTACLES ON THE EXIT Occasionally, obstacles such as another log, hole or rock on the other side of a log crossings are unavoidable. The key is to judge whether it’s more or less than a bike-length away from the initial log, and manage your front wheel accordingly. If there’s more than a bike-length’s room between obstacles, bring the front wheel down, then wheelie using a bunnyhop-style motion as soon as the rear wheel hits the ground to get the front wheel over the second object. Practice this in an open area before trying it for real. If you’re in the unfortunate situation of not having a bike-length’s room between obstacles, try to carry the front wheel over the second obstacle. This isn’t easy as the front will always see-saw down as the rear wheel hits the log, but it can be done with careful bodyweight positioning and throttle use. 93

How to:

ADVANCED...

Tech

Logs

BIG LOG TECHNIQUES As with small logs, you want to be fully settled on your approach to a biggie, but it’s often a good idea to pre-load the front suspension to get more lift out of the front wheel. Then, rather than aiming to skim the log with the front wheel (as you would a small log), you want to aim lower, so the point of first contact is about two-thirds of the way up. Push hard forward on the bars to drive the front wheel into the log. As odd as this may sound, it’s done to lift the rear wheel up into the air before it contacts the log. This prevents it slamming into the log’s lower reaches and bringing you to a halt. During the sequence on the left here, my rear wheel is about six inches in the air when it comes into contact with the log, allowing me to maintain momentum. Then, lean back as normal to stop the front from diving. Ideally, at least one wheel will be in contact with the ground or log at all times, but the natural motion once the back wheel contacts the log is for both wheels to be thrown up.

MORE ONLINE... For footage of Greeny effortlessly clearing ridiculously large logs, check out www.transmoto.com.au

CHICKEN ROUTE If a log is huge, wet, has no way around it and if your confidence has deserted you, do what mountain bikers do and stack some rocks or smaller logs to form an upramp. The technique stays mostly the same, but there’s no need to wheelie the usual one or two metres away. Instead, apply the power as your front wheel approaches the ramp and roll up and over. Carry enough momentum to pull you over, and avoid applying the power while the rear wheel is in contact with the log. If you’ve found the need to build an upramp, it’s probably a good idea to make a downramp, too; otherwise, your front may fall away and flick you over the bars.

PRE-JUMP

If there’s a solid, burnt-out old tree stump, rock or mound, you can use it as a booster to get over big logs easier and faster. You’re usually looking for something about the same distance away from the log as where you’d usually initiate the wheelie. This makes it easier to get the front wheel up, and will provide a booster for the rear wheel,

meaning you don’t have to drive the front wheel into the log as hard. It also allows you to carry more momentum. The technique can make big log crossings much easier, and can save you time. However, it has the potential to go wrong if you hit the booster at the wrong angle or if the object moves, throwing you dangerously sideways.

On The Tools

FLAT-FIXING ESSENTIALS

The smartest approach to repairing and fixing flat tyres at home or in the bush. OLLIE SHARP

hen it comes to changing tyres or fixing flats on the trail, one man’s tried and tested technique is another’s worst nightmare. While techniques differ between racers, some advice is better left alone. It really is a matter of gathering the best tips from the most experienced riders, and sticking to that method until it becomes second nature. So what is the best technique?

Well, honestly, we could give you an opinion drawn from the handful of lads in the office, but we’d still be arguing about it now. The smarter option would be to draw upon the walking encyclopedia of tyre changing that is Mr Geoff Ballard. The Australian enduro stalwart is estimated to have changed well over 1000 tyres, with half of those under the pump in full-blown race conditions.

Qualified for the task? You bet. Seeing as a good 90% of you out there settle for inflating your knobblies with conventional inner tubes, we’ll focus on just that. The following four pages will provide you with the inside line into GB’s world of technique, tools, lube, racks and talcum powder. The rest is, as you would guess, practice, practice practice.

Tech

On The Tools

BUMBAG ESSENTIALS

ike any trade, practice or profession, there are a basic set of tools and prep required to get the job done. Doctors don’t perform brain surgery with a toothbrush, so there’s absolutely no excuse for trying to change tyres with a set of spoons. Most of the time you’ll be changing those tyres or fixing flats in the shed. In which case, most of the tools you use in the shed are too cumbersome to wrap up in the bumbag, and you’ll need to be prepared for the potentially day-ending flat tyre on the trail. The bumbag requirements GB carries around with him for a tube repair in the line of duty consists of:

O A tube repair kit that contains at least three CO2 canisters with control valve, rubber patches, vulcanizing liquid, valve tool and a rubber rasp O A couple of tyre levers O A lightweight 21” tube O 8mm, 10mm, 12mm (13mm if you ride Euro) spanners O Your favourite rag

PREP THY RIM

tock wheels from the factory carry a thin rubber strip that lines the inside of the rim-well to protect the tube from the spoke nipples. While it provides some protection, they’re usually the first things to get in the way when you’re finger-deep inside the tyre, trying to slide the valve stem through the rim. A much better alternative to the rubber strip is a roll of industrial duct tape set up the same way GB prepares his wheels. As well as replacing the rubber rim-tape, it’s also important to set the valve stem hole up in the right position to the rimlock. Bikes used to come with two rimlocks, but now one lock is considered more than enough for you to slowly and safely ride your bike home even on a punctured tyre. Remove the rimlock that sits on the far side of the rim (opposite side to the valve stem hole). If your wheel only has one rimlock and it’s on the other side of the rim to the valve stem, you will need to reposition it. This involves bringing out the power tools and following GB’s advice to drill a fresh hole while taking care not to drill through the rim’s joining weld. Changing the rubber strip to duct tape, and repositioning your rimlock will ensure the tyre changing process is as easy as possible in the future.

STEP 2 Grab a deburring tool or round file and gently smooth off the sharp edge left behind by the drill bit. Doing so will safeguard against the alloy slicing into anything soft. Then grab some contact cleaner and with a clean rag, wipe down the entire inner rim-well surface.

STEP 1 Remove the standard rubber rim-tape from the rim. Grab your power drill with a 10mm metal drill bit. Locate the valve stem hole and count four spoke nipples to the side (it can be either side). Locate the centre of the rim (both in the well and between spokes), and gently drill down until the drill takes a locating bite into the alloy. With the rim secured between your legs, drill as straight as possible through the rim.

STEP 3 With the rim-tape in the spares box, grab an industrial roll of duct tape. Carefully lay the tape into the well of the rim, pressing down as you go, and making sure the adhesive bonds tight.

STEP 4 Once you have laid the tape around the rim’s well, slice away the tape around the hole you have drilled for the rimlock and valve (which makes it easier to locate), leaving enough to cover the spoke nipples. You will also need to trim the tape around the inside of the entire circumference of the rim on both sides, just below the lip where the tyre bead sits.

STEP 5 Once you have trimmed the excess tape off both sides – leaving a smart-looking strip in the rimwell – grab a new rag and run it over the tape around the whole rim to put pressure onto the tape, making sure it sticks around and in between the spoke nipples. You should also put the rimlock back into the freshly drilled hole and cut the tape covering the hole where the valve stem will be inserted.

TUBE IT

ounting a tyre – new or second-hand – with a tube is actually relatively easy once you’re accustomed to a set regime. Often overlooked during this critical process is the attention to detail, such as when the tube goes into the tyre carcass, what to put on the tube for protection, always working on the brake disc side, and most commonly, the fatal mal-practice use of tyre levers.

STEP 1 Before you ease the tube into the tyre carcass, throw a good dusting of talcum powder all over it. This helps lubricate the tube and prevents chaff that can lead to weak spots and eventually punctures. Slightly inflate the tube, close off the valve and feed the tube into the tyre carcass. New tyres may benefit from a bit of product on the bead lip (eg washing-up liquid or WD-40).

STEP 3 With the right technique you can pull and push a warm tyre onto the rim, by working your way around until one side is firmly mounted.

STEP 4 With the weight of your body, stand on the tyre sidewall opposite the rimlock and work around from both sides to finish at the rimlock. As you work around the rim you’ll need to take progressively smaller bites with the levers as the force needed increases. Just as you’re flipping the last chunk of bead over the rim-lip, push the rimlock inwards to guarantee the tube is clear of the rimlock wing and well inside the bead wall. Geoff recomends 13 to 15psi for average conditions.

STEP 2 Locate the rimlock and insert it between the tyre’s sidewalls. Make sure to correctly place the rimlock wings between the bead wall and the tube. Also take note of where the tube’s valve stem is in relation to the correlating hole in the rim.

GEOFF BALLARD’S BEAD DIAGRAM

Before you wrench the bead off a rim, you must first push the bead on the opposite side down into the rim-well’s recess. This provides the minimal amount of lateral tyre movement needed in order to lever the bead on and off without damaging the bead or rim.

Tech

FIXING A FLAT ON THE TRAIL

hen you’re in the middle of nowhere and you suffer a dreaded puncture, a rider who is well set up and trained with the layout of his bumbag tools can use several techniques to get back on the trail in little time. Depending on what’s around you and the kit in your bumbag, there are several ways to remove the wheel from your bike in the middle of the bush.

THE MAKESHIFT MOTO STAND

It’s pretty simply really; big logs make great dirt bike stands. Drop the clutch on that big girl of yours to pop the front over the log and prop the lower frame rails on top of the log, thus providing either the front or rear wheels with ample height off the ground for easy access and complete removal.

WHEN NO LOGS CAN BE FOUND

he other scenario exists when you’re stuck in a relatively flat area with inadequately sized logs or stumps in the direct vicinity. A scenario like this is Ballard’s preferred emergency mid-trail work station. Following GB’s killer advice, simply lay the bike on its side and either work on the wheel still in the bike or remove it for access to the tube.

STEP 1 If you need to remove the rear wheel completely, lay the bike on the right-hand side in order to slide the axle out (conversely, for the front wheel lay the bike with the disc facing downward). But here we show you how to fix your puncture without removing the wheel from the bike. If you’re repairing a flat in the rear tyre, lay the bike on its left-hand side so that the brake disc is facing skyward. Doing so allows more room for the tyre levers. Be careful of the hot exhaust and disc.

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STEP 2 Unscrew the valve to release any air, break the bead by standing on the tyre wall (if it hasn’t been broken already while riding on the flat), grab your bumbag tyre levers and begin removing the bead, starting from one side of the rimlock and working around to the other.

STEP 4

STEP 3 Pull the tube out of the carcass, taking care to watch for the location of the puncture and its relation to the carcass. You will have to inspect the carcass for any foreign objects that may have punctured the tyre itself. Once you spot the puncture, pull out your tyre repair kit, then clean, rasp and vulcanize the area before applying a suitably sized patch.

On The Tools

Once the patch has set, feed the valve back through the rim and tighten the valve nut to keep it in place. Continue to feed the tube back into the tyre. Starting with the levers at one side of the rimlock carefully slide a tyre lever under the bead and along the rim to clear the tube. Lever the bead over the rim and repeat until the bead is completely remounted. Standing on the bead after each lever action helps to keep the tyre inside the rim-well to make the process easier and stops it from popping back off.

STEP 5 Inflate the tube until it seats fully on the rim. This will probably take two CO2 bottles but if you only have one, it will be enough to limp home carefully. Don’t forget to tighten the rimlock and pump the brake lever to push the pads back onto the disc.

TUBE VS MOUSSE QUICK TIPS

or the majority of punters, sticking to conventional tubes is the easiest and most cost-effective option. Although when the trail gets rocky, mousse tubes offer a clear advantage. Getting set up for riding on mouse tubes requires an entirely new approach, technique and investment into tools for the job. Head over to www.transmoto.com. au for Geoff Ballard’s web feature detailing the intracies of changing with mousse tubes.

• One 16g CO2 bottle fills a flat rear tyre to 5psi. Two CO2 bottles will fill a tube to 12.5psi. • One 16g CO2 bottle fills a flat front tube to 14psi. • Get in the habit of using your bumbag tools to repair as much on the bike as possible so that you are completely aware of what you can do with what’s on hand. • If tubes are your thing, run a 19” rear tube in place of an 18” tube. The smaller profile 19” tube will be less prone to pinching when fitting.

RUBBER TUBES ADVANTAGES

DISADVANTAGES

Slightly less harsh feel

High risk of pinching the tube when fitting

Cheap to replace

High risk of flats in rocky conditions

Plusher on the trail

Have to carry a spare tube

Pressure can be adjusted for the conditions

Always need to carry a fully equipped bumbag

MOUSSE TUBES ADVANTAGES

DISADVANTAGES

Never get a flat again

Cost of set-up needing extra tools and lubes

Don’t have to carry a spare tube or pump it up

Is usually a messy process

Ride through any conditions with complete assurance

Needs proper storage when not being used

Bumbag is lighter without levers, wheel spanners and pump

Harder to fit

• Lightweight tubes are more commonly made out of real rubber, that is actually more pliable. Heavy-duty tubes (4mm plus thick) are typically a synthetic mix and don’t tend to provide the same ‘feel’, let alone last as long. • If a spare tube is needed in the bumbag kit, always carry a lightweight 21” front tube. It can be used in both the front and rear tyres in an emergency. • To save on space in the bumbag, consider welding an axle spanner onto the end of one tyre lever. • At no stage should changing tyres be so difficult that you’re bending levers. If it is, chances are you have jammed the bead or the rimlock hasn’t been properly released.

MORE ONLINE... Head to www.transmoto. com.au for a quick video on the correct tyre lever wrist action. You can also catch a video of where to hit the bead with a rubber mallet, and GB’s mousse changing feature!

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On The Tools

PACKING THE RIGHT TOOLS FOR THE JOB Don’t carry too much or too little on your next ride. Transmoto shows you exactly what you need in the bag on your waist to keep going forward.

MARTIN CHILD

TONY NOLAN

omething magical each suspension Your vice – your best friend in – soShowa many agoraphobia make a a Prison Break The world’s twohappens biggest companies and KYB –andhave shared time you wheel your bike out of bracket -persuading scenarios – sits for the great outdoors, no amount history owes toonJapanese than product. the garage and off that on a ride. The more quietly the bench, thebusiness toolbox – culture of liquid metal, zip-ties or boy scout

adventure begins as soon as you load your clean and prepped ride and head off to discover the trail, the track and yourself. All the evenings working on and cleaning your machine are quickly forgotten as she sits there idling and begging for a thrashing. What could possibly go wrong? Hopefully nothing, but an essential lifeline gets severed the moment you close the garage doors behind you.

made up of years of ‘special’ tools that make hard jobs easy – sleeps in the darkened space. The pressure washer has a day off from drinking too much and spewing out water. You’ve basically shouted ‘later’ to your normal bikemaintaining environment and ‘hello!’ to the wilderness workshop. So you’d want to be prepared for whatever might happen. Obviously, if your conrod decides to get over its

training will see it back home. But it’s amazing what bush-mechanicing you can do with a few basic tools. So the question is: what tools do you really need to get you out of the brown stuff without having a bumbag so big, your mates start calling you Beyonce? We’ve complied the essentials for your ride, whether that be a two-hour blatt in the bush or a seven-day sojourn to the middle of nowhere and back.

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Tech

HALF-DAY BAG

TOOLS

RAG

Take only enough, using multi-tools where you can. Don’t forget the tyre levers.

Can be used to wipe the bike’s big-end or your own.

CO2 BOTTLE

2-STROKE OIL

Feeling deflated? This will see ya right without the arm workout of a pump.

For many years, the CR125 was KYB-shod, the CR250 wore Showa and the

GOGGLE WIPE

t all begins here – a simple, two-compartment bumbag that will easily carry enough tools and supplies for a few hours. Go for a bag with a wide strap, chunky buckle and zips that can be used with a gloved

hand. Take time to group internal items so there’s less hunting when out on the trail. Essentials like food and goggle wipes should be the quickest items to lay your hands on. So let’s stuff this baby full...

DAY BAG

In wet conditions, this will make you the most valuable rider on tour.

Only needed if your bike smokes like a sailor. But then you knew that. Didn’t you?

SPARK PLUG

BOG PAPER

Because an hour into the ride isn’t the time to discover your plug’s fouled.

It’s not only bears that shit in the woods – ‘Job’s not finished till the paperwork’s done’.

PUNCTURE REPAIR KIT

SAFETY GLASSES

A useful back-up to the spare tube on your fender. You do have a spare tube, right?

Often a better alternative to goggles when its piss-sistently raining.

PUMP

TORCH

ow we’re getting a bit more serious. This bag has all the items of the Half-Day bag and these selected extras. With the belt pockets, you’ll easily fit everything in as these additional items are light and not bulky. A good tip is to standardise the bolts throughout your bike as much as possible, therefore cutting down on both the spares and tools you need to carry with you.

MULTI-DAY BAG W

elcome to the ‘John Wayne’ of bumbags, an essential survival aid that will see you through just about any situation. In this fabric mothership goes the entire contents of the Half-Day bag and theDay bag. You’ll probably need to train harder to pick this fully-loaded tardis up, but come crunch-time, you’ll elevate yourself to legendary mechanic staus. Now go be that hero! 104

Useful back-up for when the CO2 bottles run empty after the 15th flat.

EARPLUGS

Worth their weight in gold when Fat Bert pulls the nasal express out of the station at night.

Essential for those ‘No, it really is a lump of piston in there’ moments.

TAPE

ZIP-TIES

LICENCE

TRAIL TALES We spoke to two of the country’s leading bushmen about times when having (or making) the right tool has got them out of a tricky situation.

Plastic and sticky, it’ll patch you out of many a tight situation.

For professional-level bike repairs, the humble zip-tie has no peer.

Fend-off the fuzz with the worst picture you’ll ever have taken.

MONEY

SPARE KEY

BUSH TUCKER

Men will repair your bike for it, some women will ease your aches for it.

You’ll never know where or why, but losing your key is like your bike losing a wheel.

For many years, the CR125 was KYB-shod, the CR250 wore Showa and the

VALVE-CORE REMOVER

PHONE

LYNDON HEFFERNAN Detour Trail Tours

Will help with tyre changes and make the (w)hole process quicker.

If nothing else, you can improve your Pacman score while waiting for assistance.

Drinking water is a no-brainer while riding but an energy bar can do wonders when you’re tiring.

PLASTIC GLOVES

WIRE

SPRAY LUBE

Go plum-deep in oily innards and ride off squeaky clean.

The original bush mechanic’s best friend and so light and easy to carry.

The smallest can that can. It’ll get you out of any tight spot you can think of.

FIRST AID KIT

NUTS & BOLTS

LENGTH OF TUBE

It’s only blood and bone! You’ll need a bigger bag for the optional nurse’s outfit...

In some pubs the nuts are complimentary – out in the bush, they’re not.

Petrol tastes horrible, but being stranded without it is worse.

ZIP-LOCK PLASTIC BAG

MEDS

EYE DROPS

“I was out with a group of riders that included a bike shop owner on a Husaberg. The bike had been prepared by the shop’s mechanic – who had set the wrong valve clearances. The owner stopped to check the clearances, left the rocker cover bolts loose and ended-up stopping again, covered in oil and minus the cover. We fashioned a new one from a Coke can that lasted for a while but, in our haste, we didn’t leave enough clearance and the valve got damaged. Without tools and lateral thinking, he’d still be pushing!”

GEOFF BALLARD Enduro Legend

Like a little wetsuit for anything paper, the bag will also keep your bog roll fluffy.

Shit in your eye? Perhaps use the toilet next time? Riding’s no fun when you can’t see the trees.

PLASTERS

LIGHTER

For taping palms and bannishing blisters from ruining your riding.

Take the pain from the game with a hug of this drug.

How else are you going to keep warm and feed yourself when lost in the middle of nowhere?

“I’ve fixed burnt-out clutches on the trail by taking it apart and breaking a couple of the fibre plates into quarters. If you put the plates together they give you enough thickness to compensate for the wear of the originals, however this will leave you with no control of the clutch. That’s better than walking, though. “I’ve also been with a rider that needed to get the barrel off his two-stroker (to get to the piston port reed-valve). He didn’t have the right spanner so he took the kickstarter off to use as a hammer to break the plastic handle off a screwdriver. He then used this combo to chisel-off the nuts. Not pretty, but effective.”

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Off the Bike

TechTHE

R A E D G O O G If your gearbag came from the ‘$2 washbag’ shelf, it might be time for an upgrade. From a duffel bag that holds your basic kit, to the cavernous, tardis-like motorhome of fabric, metal and zips that’ll hold your kit and caboodle, the choice is endless. Now, “How would Sir like to pay? Cheque or savings?”

SCOTT LARGE DUFFEL Universal design means this bag could be used for more than just carrying your stenched-up moto apparel. You might want to wash it first, though... RRP: $179.95 More Info: www.scott-sports.com

O’NEAL ROLLING GEARBAG If you prefer a bit more stealth from your bag, take a look at this subdued number from O’Neal that’ll keep all your kit togther in one styling package. RRP: $149.95 More Info: www.oneal.com

FOX SHUTTLEBAG A more refined version of the classic moto gearbag. Large pockets each end, goggle compartment on top. You get the picture. RRP: $199 More Info: www.foxracing.com

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ALPINESTARS XL TRANSITION Plenty of cool features – such as the separate bag for boots and fleece-lined helmet bag – combine in this new offering from the Italian boot masters. RRP: $279 More Info: www.alpinestars.com

OGIO ROLLER 7800 If Ogio’s 9800 is too much for your budget, take a look at the shy and retiring 7800, the entry-level offering from the coolest brand in bags. RRP: $134.95 More Info: www.ogio.com

OGIO RIG 9800 VOLTAGE LE If James Packer rode moto, then this would be his gearbag. Eye-catching design means you won’t miss it on the airport baggage carousel, either. RRP: $329.95 More Info: www.ogio.com

M2R GEAR BOX

AXO TANKER TANKER

Australian-owned M2R’s bag is big on pockets, vents and style. Its lightweight construction belies a monster carrying capacity. RRP: $199 More Info: www.m2r.com.au

It’s called the Tanker for a reason. This bag stops short of room for your bike, but not much else. If you fill this monster up, you’ve got too much kit! RRP: $279.95 More Info: www.axo.com

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Th Inde orough p Relevendent Practant & ical!

Rated How We Test

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

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

OUTSTANDING A must-have – this will change your riding forever.

VERY GOOD This product is well

above average and a sound investment.

GOOD The product does everything they say it does, and does it well.

TCX PRO 2.1 BOOT RRP $549 | www.mcleodaccessories.com.au

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

BAD Don’t even open your wallet.

Look Out For:

Just In...

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

Still Floggin’...

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

v Note: All quoted prices are RRP, unless stated otherwise. 110

WHAT IS IT?

Heel-Clicker

Called Oxtar TCX boots until Alpinestars successfully claimed Oxtar was riding on their name a few years back, the Italian company changed its name to TCX. They’ve recently upgraded their Pro 2 boot with the top-of-the line, CE-certified Pro 2.1. The Pro 2.1 comes with an updated inner bootie, a Torsion Control System (a trio of rigid sections connected via a series of slots and lugs), and a new liner and buckle system. Its traditional-type sole is replaceable.

Motocross riders will like the idea that the heel of the left boot has a purposebuilt moulded gear-shift lug, which works a treat out of the gates. The entire heel area gets beefed-up PU plastic protection.

WHO’S IT FOR?

Having the top-three finishers at the 2011 Dakar in a pair of Pro 2.1s is certainly a solid endorsement for the boot’s durability and comfort. The TCX is for riders who like the idea of a tough, protective boot that can be used for trailriding or racing.

Verdict Inner Bootie The inner bootie is a simple, tongue-less design with gel inserts for added ankle protection. It’s less bulky than the average bootie, so you don’t have to remove them before putting the boots on. Handy!

PERFORMANCE VALUE A comfortable, durable, protective and element-proof boot with a great sole, and a less restrictive feel than most top-end boots that come with an inner bootie.

Still Floggin’

SCOTT AIRBORNE HELMET & BAG $399 | www.candr.com.au WHAT IS IT?

Ballard’s Offroad Tuffjug

Buckles & Sole The new and improved four-strap buckle system is simple and effective. Tough alloy buckles snap down positively and yet remain easy to undo, while straplength adjustment is easy. The dual-compound soul offers lots of grip on the footpegs, and is proving to be very durable.

Once you use a Tuffjug, you’ll never go back to the awkward old jerry cans or fuel drums. Tuffjugs take a lot less grunt-work, they fill the tank quicker, and a couple of recently released accessories add to their versatility. The tapered nozzle spacer is now available for shallow fuel tanks and costs an additional $6.95. This improves the seal and minimises splashback. Also available is a “Car Spacer” stepped snap-on nozzle extender for an additional $6.95, which allows you to dump that old, stale fuel into the wife’s car or the lawnmower. Tuffjugs are, however, best to use with clear tanks (and/or frequent progress inspection), as a fast flow-rate can wreak petroleum havoc if you’re not super-careful when filling.

The Scott Airborne is a lightweight Pro-inspired helmet featuring a carbon fibre shell and tri-density EPS liner. It makes Austin Stroupe look fast, so it’s got to be worth 10 seconds in the pits. And that’s before you factor in the helmet bag – which, for all intents and purposes, adds another 30 seconds to your pit speed factor.

WHO’S IT FOR?

With Pro-racer written all over it, the Airborne helmet is aimed at any off-roader looking to mix style with high-end safety features on a savvy budget. It’s made out of the trickest products and is one of the most stylish lids currently available. In fact, don’t be surprised if you see every weekend warrior owning two each for ultra Pro factor impact.

PROs It’s lightweight, which is great news for your neck over tough motos or for long trailrides. The removable liner is a plus for final moto wash-down and sweatstench avoidance. There’s trick graphics available in various colour options. The helmet bag even has a mesh section for airflow, and plenty of padding to help protect your investment.

CONs The helmet bag could do with a handle on the top instead of the bottom.

RRP $59.95 + extra nozzles www.ballards.cc

PROs Comfort – The inner bootie and internal padding make for a plush fit for your foot and leg, while the waterproof flap and rubber gaiter are both super-effective at keeping the elements out.

CONs Lateral flex – the torsion control system seems to offer less initial support to prevent your ankle rolling in the boot. The idea, however, is that the boot’s lateral flex stops before your ankle’s natural range of movement does. The squeak – like most boots with a hinged ankle arrangement, you won’t be able to stalk deer in these things. Application of silicon spray will soon sort it, though.

PERFORMANCE VALUE A reasonably priced, lightweight and well-finished tri-density construction helmet with great graphics and a practical and protective carry bag.

Protection – there’s plenty of well-placed PU plastic protection on the toe, heel and other vulnerable areas of the foot, shin and calf. Feel – for a boot with an inner-bootie and lots of external protection, the TCX Pro 2.1s have negligible break-in and offer immediate feel for the pegs and controls.

Verdict

Spy Shot

KTM Bar-mounted Dual Ignition Curve Switch Recently spotted on the bench at the Team JDR Motorex KTM workshop, is this bar-mounted dual ignition curve switch for KTMs. The alloy-milled unit replaces the clutch perch’s upper clamp and, in the process, immediately de-clutters your bars. The switch itself is virtually ‘knock-proof’ and clearly indicates which map is selected. It’s strong, sleek-looking, versatile and tidy; a must-have for any KTM owner wanting to ultilise the dual-map curve option already built into his EXC.

RRP $180.95 www.ktm.com.au

OGIO FLIGHT VEST From $184.95 | www.lustyindustries.com Throw away that old bumbag and hydration system; Ogio’s Flight Vest is the answer to it all. No matter whether you’re a rider, mechanic, photographer or videographer, this vest comes fully tanked for that moto-assault - it’s got a a 2-litre bladder, eight pockets on the front and four more on the rear (all secured with either a zip, velcro or buckle), two D-rings, four elastic mounts, and the ability to fit most adults by adjusting the seven fitment buckles.

Verdict PERFORMANCE VALUE It’s the ultimate storage/hydration pack with more nooks and crannies than your local red light district.

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Instant Tech Tool Board

Minute Fix

Quick Tips...

...easy done

Problem It’s a fact – without tools, there is no maintaining your bike. So you buy yourself a socket set but still spend half the day looking for the 13mm spanner. “Honestly, I put it there. The little bugger must have legs,” we hear you cry. “If only there was a quick-fix to my situation; maybe one that took less than five minutes, a couple of screws and was simpler than breathing.” Fret no longer, our vision-impaired friend, we have the solution…

Easy-close Buckles The anticipation of a great ride starts the moment your gearbag gets unzipped and you go through the process of kitting-up. But there’s always one buckle on your boots that refuses to close properly – maybe because of poor cleaning or bad alignment. Solve these woes with a quick squirt of silicon spray. It’ll help clean and free up the buckle and have you out on your bike quick smart.

Solution This is as simple as it is sweet, squinty. Find a wall (simple - just walk until your nose hurts) and hold the socket set up to it. Then just drill and screw it to the wall. Hopefully that’s all you’ll need to have the tools on display and, more importantly, the missing tools will stand out like tits on a bull. Now when you lose the 13mm, you’ll at least know where it should be…

Sun Shade

Emergency Blade

Problem With winter approaching and the evenings drawing in, the sun can be at an awkward angle for anyone enjoying a spot of late afternoon riding. Short of going the tinted lenses route – guaranteed to be a hindrance under the cover of the canopy – or riding with your head down and pinballing off every tree, your options are limited. Here’s a simple tip that is as easy to perform on the trail as it is in the garage.

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Solution As brilliant as it is cheap, this tip from enduro overlord Geoff Ballard solves the problem in double-quick time. Get the peak of your helmet and run tape around the edge so it hangs down into the aperture. Then strengthen it by adding another strip on the inside. Easy done!

Unexpected dramas always seem to come up and bite you when you don’t need them. And there are plenty of times on a ride when the unpredictable can occur. Here’s a method of easily carrying a tool that could get you out of a tight spot. Simply tape a razor blade to the fork tube (tape the fork first and then sandwich the blade in) so that you always have an emergency cutting instrument. You might never need it, or it could be an absolute lifesaver on your next blatt.

Got a smart 5 Minute Fix?

Then send your words and pics in to us at Transmoto Magazine. Email: editor@transmoto.com.au And you could WIN A FREE SUBSCRIPTION!

REGULAR LETTERS

WRITE TO TRANSMOTO...

IN APPEAL, ANGER OR APPRECIATION BIKE HEAD-TO-HEAD

1981 490GS

MAICO

“

t’s like a horse; it knows when you’re scared.” Not the sort of conversation we normally overhear on a Transmoto test, but these spoken words have just brushed the bristles of one of Australia’s most famous moustaches – but this one that hasn’t tried to blow-torch the soles of your feet or throw a cricket ball square at you. Geoff Ballard, master enduro rider and custodian of the said ‘thirdeyebrow’, has the beginning of a rye smile forming on his face. The words are aimed at the rider trying to start the bright-red 1981 Maico 490GS. Damian Smith, one of Australia’s most capped ISDE riders and the kind of guy that wouldn’t sweat in a sauna, looks the most flustered I’ve ever seen him. It takes Ballard, casually sauntering over in what can only be described as ‘sporting clogs for the older gentleman’ two prods to fire the Maico into a barkingly smokey existence. Now let me set the scene further. We’re at Ballard’s Ranch, on the outskirts of Sydney, and there’s more enduro talent on this small paddock than perhaps anywhere else in the world right now. The 2011 race team has just been on a photoshoot and I’m recognising dirty – but famous – faces everywhere. Stefan Merriman mingles with Chris Hollis, Matthew Phillips talks lines with Jess Gardiner, while ISDE veterans Laurie Alderton and Ballard are talking previous victories riding Maicos in the ’80s. But all the laughter and chat stops with the metallic zing of the old girl filling the air. Such is the mystique of the grand old Maico. In contrast, I count eight, 2011-model WR-Fs that are waiting for a nappy change, but ignored as the fridge in your kitchen. The Maico 490GS and Yamaha WR450F are both iconic bush bashers. Separated by three decades, the Maico’s air-cooling, twin-shock suspension and blockey European styling has given way to the latest Japanese technology and fashion. But does that mean the Yamaha is indistinguishable from its older brother? I guess riding the pair over the next 12 hours will tell. “

F 2011 WR450

TIME MACHINES

YAMAHA

Transmoto tests two enduro icons – separated by three decades – to see if the future has brought us the bike we really need. Or have style and personality become overlooked commodities? MARTIN CHILD

iKAPTURE IMAGES

MAICO MAGIC #1 I saw the mag tonight and laughed out loud a dozen times as I read through the Yamaha versus Maico article. Good job, guys. It’s a fun article. I loved it! Geoff Ballard, Springwood, NSW GB, glad you took the “gentlemen’s clogs” jibe in good humour.

MAICO MAGIC #2

bikes separated by three decades – the Maico and Yamaha – in Issue #8 was comedy gold. A great read. PS: I wasn’t surprised that the WR450F weighs more, considering it has a starter motor, battery, camshafts, valves, Barkbusters, indicators, bashplate, rego plate, radiators, water-pump, cooling fluid, etc ... you get the picture! Sean Hawker-Goldhawk, Yamaha Australia The Yami’s wheels were much lighter though. And unsprung weight is all that matters, right?

professional the Aussie team is. JDR has plans to set up in Europe for the GPs, too? Wow, the world’s first multinational motocross team! Tony Brkic, email The JDR KTM boys might be relatively new to the game, but there seems to be no limits to their aspirations in the years ahead, no matter what continent.

FORD FAUX PAS! In a recent of Transmoto, I spotted

“The JDR KTM team has plans to set up in Europe, too? Wow, the world’s first multinational motocross team!”

That article on the two iconic enduro

COFFEE TABLE TREAT

ADDRESS You can send your questions through to: editor@transmoto.com.au or: Transmoto Dirt Bike Mag 681 Barrenjoey Rd Avalon, NSW 2107

FACEBOOK Become our Facebook fan www.facebook.com/transmoto

TWITTER Follow Transmoto on Twitter @TransmotoOnline

I bought the latest Transmoto yesterday. I guess you know a few typos are slipping through. There was a big one in the Editorial about the 12-Hour (spatula was spelt ‘spachelor’). Never mind, mag looks opulent. Its bigger page size is a definite bonus … very ‘coffee table!’ I know you’ll ask me, ‘Since when can an artsy type spell?’ Well, I was a journo for several years, until my editor blackmailed me into doing a drawing for an article she’d written ... circa 1989. Roger Harvey, Sydney, NSW Typos are embarrassing, so we spend an arm and a leg on worldclass photography in a frail attempt to distract the reader’s attention. As for ‘spachelor’ ... yeah, that’s a bachelor’s spatula. Get with it!

JDR PIECE Good story about the JDR KTM team in America a few issues back. When I watch the AMA Supercross on TV, I’ve heard the announcers say how

something that stopped me in my tracks. Unfortunately, I was eating at the time I saw this glaring error and subsequently returned my food to the plate from which it came. The error in question relates to a world-renowned engine designed and built by the famous Chevrolet Motor Company. Apparently Mr Lyndon Heffernan does not know that the 350 engine was in fact an outstanding Chevrolet product, not a Ford product. I believe he may have been referring to the Ford 351, which is regularly used by boat owners as an anchor. The 350 Chev is listed in the top-ten engines of the 20th Century and has won more motorsport races than any other engine ever built. Over 90 million of them were produced. So to say that this engine is a Ford product is sacrilege! The main reason the Chev engine was built was to demoralise the Ford motor company, which it did to great effect. I would ask that a full apology and proper retraction be printed. David Woodward, KTM/Husaberg Australia Dear Mr Woodward, we’ll pass that straight over to Mr Heffernan: “He is 100% correct. It really should

have been a 351, as the obviously well-educated Mr Woodward so eloquently points out in his letter. I could blame a few things here – a total disregard for V8 knowledge, or my poor typing skills when I’m on some cheap cask-red.” From us, Woody: okay, someone owes you a cubic inch. That enough of an apology and retraction for you?

LETTER OF THE MONTH CONVENTIONAL FORKING I had to fly interstate the other day, so I was pleased to see Transmoto on the airport newsstands. Excellent mag. Love the Maico and WR450F story. I found the exact same points of difference when some mates and I rode old RMs, CR500s, and a CanAm 400 at the Classic Dirt 6. The big standouts on the older bikes were the light steering, soft seat, and how nice the conventional forks felt. So much so, I convinced a mate to buy two sets of ’98 RM conventional Showa forks for his Berg 570 as a project. Steve Burke, Lidcombe Thanks, Steve. Love the idea of a conventional fork fitted to an unconventional bike. And congrats, mate. As our Letter of the Month, you’ve won the Nitro Circus Ultimate Collection – a seven-DVD set that comes in its own helmet, and is worth $149.95.

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COLUMN OFF-ROAD

THE AJ ROBERTS COLUMN Crunch-time for the AORC, and refinement is in order.

o what can we expect from this season’s Australian Off-Road Championship (AORC)? Well, after competing in the opening round at Bulahdelah, I think it was a great success. Many individuals from the host motorcycle club (Central Coast Dirt Riders) and Motorcycling Australia contributed stacks of hard work. There was an impressive 300 entrants, 100 of which were Juniors, and the entire event went off with a bang. By combining the AORC with state rounds, the increase in entrants creates more exposure for event, team, and rider sponsors. And the AORC has become more accessible to grassroots riders, which saves them travel and accommodation costs, plus reduces time off work. And rebuilding entry numbers is critical at this point for the AORC.

The PA system needs to be good. It’s loud and difficult to hear in the pits over the sound of 300 bikes, generators and whatnot, so a good PA is imperative for announcing to riders the start of each class’ loop. As good as some organisers’ set of lungs are, it’s not enough, as the consequences of not hearing your call to the startline can lead to problems with riders’ seeding position. That can create a disadvantage, which should not happen at a national event. A good PA system is also a must for a decent presso at the end of the day. What’s the use of thanking sponsors and giving an insight into the weekend’s racing if no one can hear what you’re saying? From the first round of the AORC, it was also evident that the pit set-up needed to be more structured. It was a bit of a safety issue

“By combining the state and the national series this year, the AORC has become more accessible to the grassroots rider.” because, to get to and from the start/finish line, riders had to weave through tent city. Yes, there was a pit lane for the Pro teams, which allowed good access for spectators, yet the other 250-odd competitors were left to make their own way. Finally, I think that adopting Glenn Kearney’s suggestion of having a grid pick for the cross-country rounds – rather than the current first-in, best-dressed ‘system’ – would improve things for everyone considerably. Given GK’s international experience in the American GNCC, his input should be highly valued. It will be interesting to see what other ideas Glenn’s time overseas could bring to improving our cross-country events. That said, I don’t agree with his suggestion that the ban on tear-offs should be removed. Well, not until cow-friendly, biodegradable tear-offs hit the market! All in all, the first round of the 2011 AORC was well orchestrated, and the tracks were challenging and engaging. There was lots of action, surprise results and unexpected happenings. And the mixed results from the first two rounds has created a whole lot of anticipation for what the rest of the season will bring.

MORE ONLINE…

BIO

Spawned from several generations of racers, the 27-year-old Queenslander was born in Darwin. He won two Junior Aussie MX titles, rode NT’s notorious Kamfari mud race at just 15, and at just 17, he became the youngest rider to ever compete in the Australasian Safari – his first involvement with enduro. In the years since, he has represented Australia seven times at the ISDE and won the AORC Outright title three times. He currently rides for the Force Honda Thor Off-Road Team.

Got questions or suggestions for AJ? Send them through to editor@transmoto.com.au 117

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The opportunity for a local club to run a national round presents a great opportunity for the club itself and the community. In addition to the experience the club gains in running a national-level event, there’s increased tourism and spending in their local community – the local bowls club for a parmie, chips and salad; not to mention a cold beer and plenty of petrol and Gatorade from the servo. When local clubs are involved in organising and running events, you can see the pride they have in promoting their little patch of dirt and showcasing it to a wider market once a year. They tend to be really well run, and that sees riders anxious to head back for the next round or event at that venue. And then there’s the satisfaction and recognition the club gains in representing the state by hosting a national event. But to protect the integrity of the AORC, we need to ensure that all state-organised events are run to the same high standard. It may be ‘piggy-backing’ on the state round, but all AORC events need to exude an air of professionalism. So where do I think we could see improvements for the rest of the year? Glad you asked...

COLUMN MOTOCROSS

THE JAY MARMONT COLUMN What MX Nats’ sprint formats mean for riders, teams and race fans.

BIO

Hailing from Wollongong, NSW, the 27-year-old CDR Rockstar Yamaha rider comes from a motocrossmad family, and has earned a reputation as one of Australia’s most determined motocross riders. Jay clinched an unprecedented third consecutive Pro Open-class Australian Motocross title in 2010, as well as finishing runner-up in the Super X series. Fitter and more focused then ever, he’s intent on more MX and SX silverware in 2011. 118

oming into a season with 36 motos and 900 points on the table, I knew preparation and strategy would be key. To prepare myself for the shorter motos, I changed my training up drastically. Whether on or off the bike, I made sure everything I did had the sort of explosive intensity that’d pay dividends this season. My fitness was better than ever, but I think we came into the season a little under-prepared with the bike. And it was a bit of a reality check after the opening round. As a team, we realised we weren’t properly ready to tackle this championship right off the bat. With the four back-to-back motos at the season opener, not having the chance to go back to the pits puts a massive emphasis on getting the bike set-up right for the first one. There’s very little you can do there on the startline. That’s why I don’t agree 100 percent with that format. If your bike set-up is wrong, you can’t go back to the pits and regroup as a team. Which is pretty silly, really. What’s the point of having a fancy truck and big team behind you if you can’t use it? At that first round, we got it wrong and had to suffer with a poor set-up for the rest of the day. So aside from all the team resources being put to waste, it can be a safety issue for riders, too. To Williams Event Management’s credit, they listened to the complaints after that first round and modified the format so there’s a break between each set of backto-back motos. That decision wasn’t just about the factory teams. WEM realised that, if they didn’t change things, we’d have no privateer riders left at the end of the season. Aside from giving riders and teams the chance to regroup and alter set-up, the break also gives the fans the opportunity to go into the pits and check

out what’s going on. They can watch what the teams are doing with bike setup and observe whether riders are happy or angry. Fans can talk to the riders and have posters signed. That, to me, is all part of the sport and fans should be able to experience that. The sport has come a long way from the Mister Motocross series where the four-moto sprint-format was used, and we need to give fans the chance to interact with the riders. That also offers more value to team sponsors. Now that we’re a few rounds into the series, we’re learning to focus more energy on the starts. After the first lap, we’ve noticed that positions don’t change a whole lot in 10-laps motos. For example, we’ve compromised on tyre selection for the whole track to run one that suits the dirt on the start straight better. We’ve also made some mods to the way our race bikes deliver their power. And that stuff has worked. I’ve struggled to find a rhythm so far this year. If you look at the lap times, the top guys are doing the same intense, flat-out times the entire race – for 20 minutes. You then get a five-minute break and do the same again, and then repeat the process an hour later. That’s actually harder than doing a 30-minute moto with long gap before the next one. These formats mean you’ve always got to think ahead and make sure you don’t crash and write yourself off for the next one. I’ve tried to go out and make an impact in the opening moto, but that just hasn’t worked for me yet. Okay, I’m up there at the end. And if you look at every championship I’ve ridden since 2007, I’ve been in the top three. So my strength is consistency and always being there in a position where I can pounce when the time is right. That time is coming.

I’d like to say something briefly about Paul Broomfield, who passed away on April 13. When I was a privateer, I grew up racing with Broomy and I looked up to him for many years. Later, as professional riders, we had our helmet-throwing competitions. He was an awesome guy, and my heart goes out to his family. We’ll miss you forever, Broomy. MORE ONLINE…

Got questions or suggestions for Jay? Send them through to editor@transmoto.com.au Check out www.transmoto.com.au for aupdates on the 2011 MX Nats.

iKAPTURE IMAGES

OVER $1,600 WORTH OF PR IZES

TO BE WON!

READER SURVEY EY Y W

e’ve just published our ninth issue, we’re celebrating our first anniversary, and we’re about to go monthly. So it’s time for us to find out what you, our readers, think of our magazine and website. Promise, it’ll only take you five minutes to fill the survey out. It will also give you the chance to let us know what you think we are doing right, and where we could improve. C’mon, you can shape Transmoto’s direction in the years ahead.

1. THE MAGAZINE 1. Have you ever purchased Transmoto Dirt Bike Magazine? T YES T NO 2. If YES, go to Question 3. If NO, please tell us why, then go to Question 12. T I wasn’t aware it existed T I couldn’t find it at my local newsagent T I don’t read magazines – I get all my dirt bike info online T I saw it but it did not appeal to me T I was given a copy, read it but did not enjoy the read T It is too expensive/not good value T It didn’t have a gift T I am a regular reader to another magazine T Other (please specify)

3. How did you find out about Transmoto?

T Word of mouth T I was given a copy at an event T A mate lent me his copy T I use the website and decided to buy the mag T Facebook (I liked it) T Google Ads T I spotted it at the newsagent T I read about it on a forum T Other advertising (Ad in an other magazine, web banners, TV) T Other (please specify)

4. How often do you purchase Transmoto? T Every issue T Almost all issues (between 6 and 8 issues) T Every second issue (between 3 and 6 issues) T Occasionally (less than 3 times)

Fill out our Reader Survey for your chance to win one of five top-shelf Ogio 9800 Voltage LE gearbags, valued at $329.95. THERE’S 2 WAYS TO ENTER: 1. Just fill out the survey below and mail it to: Transmoto Dirt Bike Magazine 681 Barrenjoey Rd Avalon NSW 2107 2. Fill out the survey online at www.surveymonkey.com/s/transmoto2011

5. Have you ever purchased any of these magazines? (1= Every issue, 3= Read it occasionally, 5= Never read a copy) 1 2 3 Freerider MX .................................................................. T T T Australian Dirt Bike ..................................................... T T T Dirt Action ...................................................................... T T T Trailbike Adventure ..................................................... T T T Trailrider ......................................................................... T T T Stroke .............................................................................. T T T Trailzone ......................................................................... T T T AMCN ............................................................................... T T T Cycle Torque ................................................................... T T T Two Wheels .................................................................... T T T Other (please specify)

6. How many other people read your dirt bike magazines other than yourself? T None T 1-3 T 3-5 T 5-7 T 7+ 2. MAGAZINE PREFERENCES 7. What is your favourite aspect of dirt bike magazines? (1=favourite, 3=least.) 1 2 3 Escapism/inspiration ................................................. T T T Technical how to’s ...................................................... T T T Bike reviews ................................................................. T T T Shootouts/comparos ................................................. T T T Where to ride ............................................................... T T T Race reports ................................................................. T T T Pictorials ....................................................................... T T T Sport heritage ............................................................. T T T Interviews ..................................................................... T T T Product reviews and information .......................... T T T

8. What are your favourite Transmoto articles? (1= Favourite, 2= I read them, 3= Least favourite) 1 2 3 Framed (pictorial) ....................................................... T T T The New ......................................................................... T T T New Products ............................................................... T T T Pipe Up! .......................................................................... T T T Expertalks ..................................................................... T T T 5 Reasons Why ............................................................. T T T Ripping Yarn ................................................................. T T T 3 Prized Possessions ................................................. T T T Standalone bike reviews ........................................... T T T Bike comparos ............................................................. T T T Technical articles ........................................................ T T T Riding How-to’s ............................................................ T T T Product reviews .......................................................... T T T Adventure stories ....................................................... T T T Event coverage ............................................................ T T T Pictorials ....................................................................... T T T Race coverage ............................................................. T T T Other (please specify) 9. Tick the relevant critiques of Transmoto T Not enough bike tests T No bike shootouts T Not enough MX content T Not enough Enduro content T Not enough Trail/Adventure content T Not enough FMX content T Too wordy T Too many pictures T Not enough ads T Not enough DVDs T Not enough babes T Give us your own critique

10. What influences you to purchase a dirt bike magazine? (1= Influences the most, 3= Influences the least) 1 2 3 The cover price ............................................................ T T T The cover image ......................................................... T T T The coverlines/features in the magazine ........... T T T Covermounts or the gift with purchase .............. T T T I trust Transmoto more than the others ............. T T T Convenience. It’s easy to get my hands on ........ T T T The thickness/number of pages in the issue ..... T T T The columnists ............................................................ T T T The style of writing .................................................... T T T Quality of the pictures .............................................. T T T Other (please specify)

11. Would you base your magazine purchasing decision solely on the covermount/gift? T YES T NO 3. THE WEBSITE 12. Do you browse/visit transmoto online (www.transmoto.com.au)? T YES T NO 13. If YES please go to question 14, if NO please tell us why and then go to question 14? T I didn’t know Transmoto had a website T I don’t have internet connection T I don’t go online for dirt bike news T I am not a fan of the content T Other (please specify) 14. Have you ever visited? (1= All the time, 2= Occasionally, 3= Never been there)

READER SURVEY CONTINUED

Videos ............................................................................ T T T Slideshows .................................................................... T T T Additional content from the magazine ................ T T T Race result .................................................................... T T T Online polls ................................................................... T T T Blogs from magazine staff ...................................... T T T Blogs from racers ....................................................... T T T Webcasts ....................................................................... T T T Forum ............................................................................. T T T Wallpapers .................................................................... T T T Fantasy league ............................................................ T T T Desktop widgets .......................................................... T T T Riding weather ............................................................ T T T Online store .................................................................. T T T Club race results ......................................................... T T T A digital preview ......................................................... T T T 20. Were you aware many Transmoto magazine articles have additional online content available (videos, additional pictures, interviews)? T YES T NO T If NO, please tell us why?

1 2 3 RacerXonline.com ........................................................ T T T Adbmag.com.au ............................................................ T T T Dirtaction.com.au ........................................................ T T T Freeridermx.com.au .................................................... T T T Fullnoise.com.au .......................................................... T T T Motoonline.com.au ...................................................... T T T Mcnews.com.au ............................................................ T T T MXLarge.com ................................................................. T T T Supercross.com ............................................................ T T T Motorcyclenews.com .................................................. T T T Dirtbikeworld.net ......................................................... T T T Other (please specify) 15. How often do you view your favourite websites? T I live on them T Few times a day T Once a day T Every few days T Weekly T Rarely 16. Do you view websites on your mobile?

T YES T NO 17. Have you ever viewed a digital magazine?

T YES T NO

21. Would you pay a minimal fee for extra content?

T YES T NO 5. RIDING HABITS 22. How often do you ride your dirt bike? T Two or more times a week T Once a week T Once every few weeks T Monthly T Less than once a month 23. How would you describe your style of riding?

T MX racer T MX fun casual T Enduro racer T General trailrider T Adventure riding T Freestyle T Trials T Other

T 55-59 T 60-64 T 65+

26. My marital status is...

T Single T Married T De-facto T Separated/Divorced 27. My current employment status is...

T Full-time/self-employed T Part-time T Student T Retired T Not employed 28. Do you work in the dirt bike industry?

T No T Yes (please specify) 29. My occupation is...

T Professional/Manager T White-collar worker (office, sales, teacher) T Skilled-worker (mechanical, tradesman) T Semi-skilled worker (factory, labourer) T University student T High school student T Other (please specify) 30. My personal income is...

T Under $25,000 T $25,000 - $39,999 T $40,000 - $59,999 T $60,000 - $79,900 T $80,000 - $99,999 T $100,000 - $119,999 T $120,000 - plus T Prefer not to say 31. Finally, for your chance to win one of our great prizes, tell us in 25 words or less: What is your ultimate dirt bike experience and what bike you would be riding for it?

6. YOU Tell us a little about yourself. 24. I am...

18. Would you prefer a digital version of a magazine over a paper version? T I’m digital all the way. T Paper only please. T I’m happy to consider either. 4. ONLINE PREFERENCES 19. What do you feel is most important in a dirt bike website? (1= Got to have it, 2= Any good site should have it, 3= Don’t care) 1 2 3 News ............................................................................... T T T

T Male T Female 25. My age group is...

T under 14 T 14-18 T 19-24 T 25-29 T 30-34 T 35-39 T 40-44 T 45-49 T 50-54

32. Please provide us your contact details so we can send you one of the Ogio gearbags (if you win). Name: Phone: City/Town: Post Code: Email:

REGULAR LETTERS

YOUR QUESTIONS...

EXPERTALKS ANSWERED BY TRANSMOTO EXPERTS

FILTER OILING I’ve been buying pre-oiled air filters since as long as I can remember with no issues. I recently ran into a bloke on a trail tour who, when he saw me de-bag my spanking new filter one morning, proceeded to tell me that they’re really bad for my bike and not suitable for Australian conditions. Can you set me straight

about what’s the best way to go? Dave Smithurst, Adelaide, SA There’s no problem with using pre-oiled filters. The main thing to remember before taking them out of the bag is to massage the oil through the filter again. When a filter is pre-oiled in a bag, the oil can build up in one part of the filter over time. Also, note that some alcohol- and synthetic-based filter oils tend to dry out over time. So, when pre-oiling filters, it’s best to use mineral-based

You can send your questions through to: editor@transmoto.com.au or: Transmoto Dirt Bike Mag 681 Barrenjoey Rd Avalon, NSW 2107

FACEBOOK Become a fan Transmoto on Facebook at www.facebook.com/transmoto

TWITTER Follow Transmoto on Twitter with username TransmotoOnline

I’m confused about the codes used to categorise motorcycle chains. I get the difference between an O-ring, X-Ring and U-Ring, but what exactly does 520 mean when I buy a 520 120-link chain? Phil Higgins, email The chain length required on dirt bikes varies widely between models and is obviously affected by sprocket size when gearing is altered. A 520

“The old man and I have come to the conclusion that I’ll be getting a CRF250X, mainly due to its versatility.” filter oils, which are more suited to Australia’s fine dust. They tend to soak into the dust and keep working when the others can dry out, leaving areas where dust can get through. Myles Gooch, Unifilter Australia

ADDRESS

CHAIN CODE?

chain for full-size dirt bikes will typically be a 110-, 112-, 114-, or 116link. Most dealers like to stock 120link chains, as they can be shortened to suit most bikes. There are very few models which actually take a 120-

link 520 chain, but that is D.I.D.’s most popular length by far. The ‘520’ refers to chain sizing. Basically, the first digit of the threedigit code indicates the pitch of the chain in 1/8-inch increments. The ‘5’ in ‘520’, for instance, means it’s got a 5/8-inch pitch. That much is the same as industrial chain. But, when it comes to motorcycle chains, there are two more digits in the code, which usually ( but don’t always) describe the width of the chain in 1/80-inch increments. So the ‘30’ in ‘530’ equals 30/80, or 3/8 of an inch wide. And the ‘20’ in ‘520’ equals 20/80, or 1/4 of an inch wide. So, a 415 chain is 1/2-inch pitch with a width of 15/80 of an inch, or 3/16. There are some exceptions to the rule, of course. Roller diameter is usually set in proportion to the other dimensions. But if this varies, the last number changes to indicate the variation. For instance, a 532 chain would have the same pitch and width as a 530, but would come with larger-diameter rollers. Barry Suna, D.I.D. Australia

LETTER OF THE MONTH CRF ALL-ROUNDER I’m 15, currently flogging the guts out of a CRF230F, and in the market for a new bike. The old man and I have come to a conclusion that I’ll be getting a CRF250X, mainly due to its versatility. I will be able to register it, ride it on trails, and still be competitive on a motocross track. I’m planning on making drastic mods to ensure its ability on a track as well as being road-legal. I’m going to take off the lights, etc, as they will be able to be changed over with ease. The old man has built a battery charger and I will be hooking up the lights using the same connections. The lights will be replaced with a stadium plate on the front and new plastics at the

back. What else do you think I should do and will this still be road-legal, providing I put the lights back on? Nick Orman, email I have a question. What makes you think the bike needs “drastic modifications”? The 250X is closer to an MX bike than the WR-F. When you buy it, Honda supplies you the skinny little wiring harness to just run the headlight and tail-lights and still retain the charging system for the battery. Even if the battery goes flat, it’s no different to kicking an R. Slap a pipe on it, leave the plastic headlight and tail-light on, and go club motocrossing. Get a Hot Cam and do the suspension if you get more serious. Nick Dole, Teknik Motorsport

Nick, as Tech Letter of the Month, you’ve won a Thor Sentinel Protector worth $159. – Ed

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RANDOM REGULAR EXPERTALK 5 REASONS

The World Motocross Championship is still relevant. GEOFF MEYER

THE HISTORY Back in the early 1970s, riders such as Joel Robert and Torsten Hallman visited the USA to promote the sport to the American public. The Euros won everything they entered and they brought a new level of professionalism to the American riders; just as Roger DeCoster and Joel Robert had done in Australia in 1972. It was the catalyst for the sport to take off in both countries. Even America’s first ever SX champion was Dutchman Pierre Karsmakers. Soon after that, American riders such as Brad Lackey, Danny LaPorte, Donny Schmit, Trampas Parker and Bobby Moore ventured to Europe to battle for a World MX glory. History is important, and so is the part Americans played in it.

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TOUGH GUY NURSERY If it wasn’t for the riders who travelled to America from the FIM World Motocross Championship, some of the best eras in the sport wouldn’t have seen the light of day in America. AMA Champions Jean-Michel Bayle, Grant Langston and Greg Albertyn all came from the GPs. David Vuillemin, Mickael Pichon, Sebastien Tortelli, Ben Townley, Christophe Pourcel, Tyla Rattray, and of course Chad Reed and Andrew McFarlane all learnt to race at a higher level in Europe. It’s a breeding ground for future AMA heroes; an important stop on the way to America that makes sure these guys last more than one year in the major league – unlike so many of the frail young American riders.

MOTO MIRROR The biggest and most important race of the year remains the Motocross of Nations. Every year, the best AMA riders line up against the best FIM riders to shoot it out for the sport’s ultimate moto bragging rights. So, in many ways, European MX actually legitimises the AMA series as being of a world-class standard. While Team USA often comes up trumps with their stronger MXoN rider line-up, the individual honors are always shared between riders from America and Europe. Be it Carmichael, Everts, Stewart, Smets, Dungey, Villopoto, Cairoli, Reed or Roczen, there is seldom anything separating the results of the individual classes. Are American riders faster? The individual results generally say no.

NOT SO SUPER AMA Supercross is the pinnacle of the sport for most American riders. But in Europe, supercross fails to generate much interest at all from a majority of riders or race fans. Motocross is at the core of the Euros’ passion. It’s the sport’s spiritual home. When did you last see a Belgian, Italian, Swede or Dutchman race a round of the American Supercross Championship? You’ll need a good memory to recall 10-time World Motocross Champion Stefan Everts in a Supercross race in the early 1990s, and it was a decade ago that three-time World Champion Alessio Chiodi (Italy) did some supercross races in America. Europeans need their own series to race, not an American series.

RIDER SALARIES Let’s face it – the sport in general in both America and Europe is on its knees at the moment. Thanks to the GFC and a slump in bike sales, manufacturers have withdrawn large slabs of their support for teams and riders. But with the hands-on support of its promoter, Youthstream, the FIM World Motocross Championship has bucked the trend. It has actually grown bigger and attracted major sponsors over the past two seasons. Meanwhile, Euro riders’ salaries have remained respectable. The GP riders haven’t seen the salary slashes AMA riders have had to stomach. Why do you think a guy of Ben Townley’s calibre is being lured back to race in Europe again?

REGULAR RIPPING YARN

STORIES OUR SPORT WAS BUILT ON

RIPPING YARN The closest finish in the history of the Australasian Safari. PETER WHITAKER

THOUGH NO ONE REALLY SAW IT COMING, THE TURN OF THE Century marked the beginning of the end of an era in cross-country racing, simply because the KTM 660 Rallye had become indomitable in the FIM Cross-Country World Championship, the Dakar and, of course, the Australian Safari. But within a decade, a new evolution

HAVING DOMINATED THE 2001 SAFARI – the last event held in the wide open spaces of the Northern Territory – where his KTM 660 Rallye enjoyed a 15km/h top-speed advantage over the GHR Honda XR650s, Andy Caldecott went on to win the first all-NSW Safari in 2002; an event that incorporated the steeper, tighter tracks on the western slopes of the Great Dividing Range. And, despite serious competition from internationals such as Alfie Cox and PG Lundmark – in addition to previous winners, Andy Haydon and Stephen Greenfield – it was Condobolin’s favourite son, Honda-mounted Paul Sinderberry, who took second step on the podium on both occasions. Come 2003, the Europeans had all but given up on the Safari, but Dakar regular, Frenchman Jean Brucy, fronted. As did amiable Californian, Casey McCoy. Chilean Carlo De Gavardo filled out the international ranks while young gun Jamie Cunningham was expected to keep the leaders honest. But the big money was on Caldecott, who was tipped to keep Sinderberry in his dust and take an unprecedented fourth win on the trot. However, there was no dust. As riders left Bathurst, the temperature dropped dramatically and sheets of rain plastered the rocky hills around Turondale, causing flash-flooding in every dip and gully. The notorious ‘Root Hog’ crossing at the bottom of the ‘Bridle Track’ is a triple caution at the best of times, but with the Macquarie River rising quickly and running swiftly, Caldecott dropped his KTM in crotch-deep water. He lost 15 minutes dewatering the beast.

CROCODILE PRESS

of compact, high-revving powerplants would provide similar power-to-weight ratios in lighter, better-handling packages. The new wave was endorsed when both the FIM and the ASO agreed that competition would henceforth be limited to 450cc. But 10 years ago, big bores ruled...

That day’s third stage became a test of how many riders could survive the ride to Naromine without drowning. Most of the Western Plains had been inundated, so the officials had no alternative but to transport the entire circus to the scheduled overnights in Bourke and White Cliffs before reassessing the situation. The Yamahas of New South Welshman Jason Cater and Stuart Morgan had topped the charts ahead of the internationals and veterans, such as Dave Schwarz and

tracks from bore to fencepost, then past the same windmill poopteen times. But Caldecott was determined to find the fastest way there, making up a few seconds and more on every stage. Perhaps Sinders wasn’t overly concerned at this juncture – after all, there’s hundreds of seconds in 10 minutes. But Caldecott was relentless. And somewhere out in the hills between Balranald and Condobolin, the tables turned; Caldecott had reversed the deficit into a five-minute credit. What made this worse was that most of this credit was a gift from Sinders. On a day he’d rather forget, Sinderberry lost valuable minutes stopping to dislodge a stick wedged between footpeg and kickstarter in the forests beside the Murrumbidgee. Then on the transport section heading north of Rankin Springs, he took the wrong road out of town. “I drive there every other week,” explains Sinders, “and somehow just fell into automatic. By the time I realised and had to backtrack like buggery, I ended up with three minutes late-time – the only penalty I’ve incurred in five Safaris!” With two days remaining, Coaker was still hanging in for a podium but, barring catastrophe, the two hotly contested top steps were spoken for. And, of the eight special stages remaining, it was fourall, with never more than a few seconds separating the two champions. Sinderberry managed to cut into Calde’s lead, but as the final chequered flag fell, it was Caldecott by a margin of 2 minutes and 58 seconds – his fourth win in a row and the closest result in Safari history.

“On the edge of the Strzelecki Desert, on the run south to Broken Hill, competitors got their first real taste of the desert and Caldecott responded to the challenge.”

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Andy Coaker. Caldecott was back in 25th place. Then, on the edge of the Strzelecki Desert, on the run south to Broken Hill, competitors got their first real taste of the desert and Caldecott responded to the challenge. The 450cc machines of Cater, Morgan, McCoy and De Gavardo simply couldn’t match the mumbo of the big thumpers, Brucy DNF’ed after a big get-off, and Cunningham lost over an hour after running out of fuel. Just as the pundits had predicted, it was now a two-horse race – but with Sinderberry holding a 10-minute advantage over Caldecott. It’s a long way from Broken Hill to Bathurst; even longer when you have to find your own way over 16 of the snottiest

In Caldecott’s last Safari in ’04, an engine seizure put paid to any chance of a fifth consecutive win. In 2006, the great man was tragically killed at the Dakar Rally.

CALDE’s TAKE…

“I knew shooting for four wins on the trot would always be tough. And chasing after a Day 1 river drowning made the win seem almost impossible. A little luck, some hard charging and sensible riding slowly clawed me into the lead and the final result was the closest in Safari history. I wasn’t paid in any way, but KTM was very supportive and the race didn’t really cost me much.” – Andy Caldecott, 2005

RILES & SINDERS

Like Steve Riley before him, Paul Sinderberry couldn’t parlay success at the Condo 750 and countless two-day rallies into a single Safari win. Despite many victories at Condo between them, the pair racked up nine second places in the Safari. Riles has since turned to four wheels, but Sinders still punts a moto quicker than most and trains with Condo’s other favourite sons, Todd and Jake Smith.

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REGULAR 3 PRIZED

PRIZED POSSESSIONS Laurie Alderton ANDY WIGAN

f you were to ask people at an Aussie off-road event who most epitomises the sport’s heart and soul in this country, the majority would refer you to a bloke called Laurie Alderton. “Aldo” was a trials champ in the mid-1960s, a Scrambles front-runner in the late-’60s when the sport took off, and one of the first Aussies to race an ISDT in 1973. And he’s held a competitor’s licence since 1950, without ever letting it lapse! Inspirational, modest, laconic and famous for some of the best one-liners in the business, the 73-year-old is still an integral part of the Australian off-road scene. He might shun the spotlight, but we chased him down and pressed him to reveal the three things he treasures most ... aside from his beloved wife, Judy, that is!

The “GELAA” In 2008, when you Transmoto blokes were at ADB magazine, I won the Geoff Eldridge Lifetime Achievement Award (GELAA) at the ADB Awards night. It was a shock that people thought highly enough of me to formally recognise what I’d done in the sport over the years. I always thought I was just having fun and meeting lots of terrific people. As my racing tapered off over the years, I never became an organiser, but I was always around to help. And I suppose I still do that. I get a kick out of being there. That award was also special because I was mates with ADB founder, Geoff Eldridge, who is pictured on the award itself.

iKAPTURE

Six-Days Medal I always wanted to race the SixDays, but didn’t get the chance until 1978, when I was over the hill in a sense. I was right on the edge of getting a gold medal that year in Sweden, but I lost four minutes late in the event and ended up with a silver. My wife now wears the medal on a chain around her neck on occasion. She says it’s the most expensive piece of jewellery she’s got. I entered the next Six-Days, knowing I could get a gold, but in the meantime, the FIM changed the rule from 15 to 10 percent behind the class leader for the gold, and I got another silver.

Sailing Trophy In the late 1970s, I realised I couldn’t keep riding motorbikes forever. I had a bit of a leaning to sailing, and it turned out that Geoff Ballard’s dad had built a boat – a ‘Lazy-E’ class sailing boat. I got into racing them, entering the state championships at Lake Illawarra in 1980, where my daughter and I came secondlast. After that, I bought my own boat and decided to get serious. We gradually got closer to the top of the class and eventually, with my son David, we won the national championships in 1985. David and I went on to win the national titles four times, but the trophy for that first win was something pretty special.

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