Cycle Torque May 2013

ALSO RIDDEN:Husqvarna TR 650KTM 500 EXC/350 EXC-F

FEATURES: Cycle Torque does Cambodia PT IIAdrenalin GenerationsQuad Torque Rapid

Transit2013 Yamaha FJR1300A

WASSER BOXER2013 BMW R 1200 GS

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EEMAY 2013

CYCLE TORQUE MAY 2013 - 2IN THIS ISSUENEWSLETTER

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THIS issue of Cycle Torque features the new R 1200 GS – BMW just keeps making its class-leading adventure bike better and better. It’s now 30 years since the first GS model and they really do suit Australian conditions so very well.

Along those lines of providing a great ride on bad roads, Husqvarna’s new TR650 Strada and Terra are well designed for Australia’s appalling roads with long travel suspension and a good dose of fun.

Also updated is Yamaha’s venerable FJR1300. The big tourer from the tuning-fork brand has taken many riders on many long-distance tours right across the world, and this new model will see riders doing so for many more years into the future.

Getting seriously dirty this month is our look at the KTM 500EXC and 350EXC-F. The latter is KTM’s best-selling machine, and we know why…

Of course Cycle Torque isn’t all about bikes – we’ve got the second instalment of our Cambodian Tour, Quad Torque and lots more from Smarty, Flack and Guntrip.

Lastly, my thanks to those who’ve supported our Isle of Man video project - if you missed it last month, we’re trying to raise funds to make a video about a father-and-son team racing at the Isle of Man in August.

It should be an awesome video of racing and emotion.

Please check out the link. If you can pledge some support you can receive rewards like T-shirts, Team Jackets and, of course, copies of the final DVD. The crowdfunding campaign only runs for a couple more weeks, so please check it out now.

– Nigel Paterson Publisher

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CYCLE TORQUE MAY 2013 - 3

CYCLE TORQUE RIDES CAMBODIA

MANX GP UPDATEQUAD TORQUE

NEWS

DIRTY TORQUE

PIT BITS

SMALL TORQUE

USED & REVIEWED

TORQUE BACK - LETTERS

GUNTRIP

MARKET TORQUE

BIKE STIFF

BOOK SHOP

EDITORIAL

RACE TORQUE

REGULARS

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CONTENTS

5

15

17

20

22

24

25

67

68

70

74

81

54

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32

FEATURES

COVER PHOTOS BY: BMW BY JEFF CROW, YAMAHA BY KEITH MUIR60 7876

2013 BMW R 1200 GSLAUNCH

HUSQVARNA TR650 TERRA AND STRADALAUNCH

KTM 500 EXC & 350 EXC-FTEST

2013 YAMAHA FJR1300ALAUNCH

R4

R2

R1

PNews

PGuntrip

PSmallTorque

PSmallTorque

PUsedAndReviewed

PUsedAndReviewed

PRaceTorque

PRaceTorque

PLetters

PLetters

PEditorial

PDirtyTorque


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CYCLE TORQUE MAY 2013 - 5NEWS TORQUE

Ninja breaks land speed record

THE Kawasaki Ninja ZX-14R has reinforced its title of “the world’s most powerful production motorcycle” by setting a new Australian Land Speed record (Production class – Outright) at Lake Gairdner, SA during the recent DLRA Speed Week.

The Dry Lakes Racers Speed Trials have been running since 1990 and attract competitors from all over the world. The expansive salt lakes of outback Australia have proven to be some of the best available anywhere and frequently host land speed world record attempts.

Kawasaki Australia supplied the Ninja ZX-14R to rider Ralph Nicholls and his team with the only modifications being gearing and tyre changes as well as having the speed limiter removed. The near stock Ninja set a phenomenal top speed of 208.153 miles per hour (334.99 km/h), setting a new Australian Production Frame-Production Engine (P-P) 1650cc class record which is also the fastest speed any Production P-P bike has travelled to date.

To put this in perspective, a 2010 Aprilia RSV4 ridden by Chris Browne in the same class clocked 180.92 miles per hour. Grant Schlein clocked 203.5 miles per hour on his 2003 Suzuki Hyabusa.

For rider Ralph Nicholls, it was particularly satisfying to achieve all this in what is the team’s first campaign on the salt flats.

“We went to Speed Week with fairly large goals to fulfil and we achieved them all on the Kawasaki. We’re so thrilled!”

It was hard work in extremely hot and hostile conditions. Over the week we progressively refined our approach to this unique form of racing and on the final day of racing on what was to be the Ninja’s final run of the meeting we set the record. It was an amazing feeling to travel at that speed. I was literally skipping along the salt. It was certainly a life experience I’ll never forget.” n



It’s not where you’re going, It’s how you get there!

NEWS TORQUE

DUNGOG Mayor Harold Johnston is calling for a race track to be built in the council’s area, about an hour north of Newcastle in NSW. He believes it would be a major boost not only for the shire, but motorsport enthusiasts in general.Johnston says the race track could cater for everything from race meetings to commercial testing and weekend hobbyists, bringing an influx of funds into the areaHe says while the council is yet to secure a site and the millions needed for construction, the idea is gaining momentum.“There are sites available and as far as financing goes, nope, we don’t have that either,” he said.“But we are slowly getting together a business plan and that will show this is well and truly worth doing.“For Dungog (it’s) worth doing because of the employment opportunities.”The Mayor estimates the racetrack could bring up to a thousand visitors each week to the town, which is not an unreasonable idea seeing the closure of Oran Park in Sydney has reduced the number of road race tracks in NSW to only two, that being Eastern Creek in Sydney and Wakefield Park in Goulburn. A private firm plans to build a race track in Wagga Wagga and is currently

going through the council approval process, so that would make three venues if that gets to go ahead.He estimates it would cost about $7.5 million to build, but would bring in much more.“It gives the opportunity for other businesses to spring up, for tourism, for the restaurants and all the rest of it, there’s enormous opportunity.“For the benefits to the whole shire $7.5 million is not a big ask.“I mean it’s more than I could afford but it would be an incredible investment for some level of government.”In Victoria there is the state owned Broadford Motorcycle racing complex which is popular with club racing enthusiasts and caters for road and dirt motorcycle racing.Motorcycling NSW issued a press release in 2012 that it was involved in building a road race track in the Shoalhaven area, south of Sydney but we were unable to get a comment on the current status of that venue as we went to press.A consortium tried to get a race track, including

drag strip, built just north of Newcastle (a different council shire than Dungog), and despite all attempts to appease both some members of the council and a minor number of local residents the idea was aborted.Cycle Torque finds this type of narrow minded approach simply astounding, with the benefits for the local area far outweighing the negatives.We hope a track in Dungog gets the go ahead, as well as the two tracks slated for the Shoulhaven and Wagga Wagga. n

Council calls for race track

Wakefield Park near Goulburn in regional NSW is a race track success story.


YAMAHA has unveiled the new TMAX 530 scooter for 2013 showing off a sportier style and plenty of updates. The most noticeable change is an increase in engine capacity from 499cc to 530cc which Yamaha says was made possible by using lighter more efficient components. The CVT unit has also been redesigned along with a lightweight belt drive and aluminium swing arm which is said to increase drivability and torque.Overall, the new model has a significant weight saving of almost five kilograms.The new TMAX looks to have borrowed styling cues from their sportsbike range, with reshaped mirrors and LED tail light on show. Other practical new features include a 2-step adjustable windscreen and a new dashboard with digital and analogue display.The TMAX 530 is available at dealers now at a RRP of $12,999 inc. GST.The FZ8 has also come out with some minor refinements this year with both the half faired FZ8S and the naked FZ8N now being released with adjustable front and rear suspension.The exhaust note is also said to be improved with a redesigned muffler apparently making a sweeter note.The other main change comes in the way of clear indicators giving it a more current look.The 2013 FZ8’s are available now in either white or black. The naked FZ8N comes in at $12,990 and the half faired FZ8S $13990. n

Yamaha updates TMAX and FZ8


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H-D’s 110thHARLEY-Davidson Australia celebrated 110 years of H-D in Williamstown Victoria recently.

Over the weekend of April 12-14 huge numbers of Harley-Davidson owners and aficionados turned up to the Seaworks Maritime Precinct to check out the celebrations.

Jimmy Barnes headlined the entertainment with an exclusive performance on Saturday, with help from supporting acts as well.

In addition to the live music, enthusiasts got to test current H-D models, have a go on the Harley-Davidson Dyno drag race simulator, and go back in time with the classic bikes on display.

Don’t think it’s just happening in Australia though. Harley-Davidson’s 110 year anniversary celebrations are being carried out all over the world, and for H-D USA it’s a year long thing. n







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TRANSPORT for NSW has released a new Motorcycle Safety Strategy to help reduce death and injury among motorcyclists.The strategy, developed by the Centre for Road Safety in consultation with the motorcycle riding community and other stakeholders, identifies safety issues confronting motorcyclists.“It contains a number of actions to be delivered in the next three years and longer term initiatives for the next 10 years,” Centre for Road Safety General Manager Marg Prendergast said.Some of these initial actions include safety improvements on popular motorcycle routes as well as options for catching more speeding riders.Licensing arrangements will also come under review both for new and returning riders. New restrictions being proposed include imposing a minimum time someone has to have held a car licence before applying for their bike licence.Already underway in the Sydney CBD is a trial of lane filtering until April 30.This will allow motorcyclists to travel between stationary vehicles at intersections to test if it helps ease congestion.“It’s the first such trial ever conducted in Australia,” Ms Prendergast said. “If this works for all road users and doesn’t compromise safety it will be a good outcome for the motorcycling community who want to move through the city more efficiently.”

Other actions include an Impact Study to consider making ABS brakes compulsory on all bikes as well as developing a national helmet assessment program to help stimulate market demand for the safest, most modern helmets and other equipment.Audits have already been conducted on a number of routes and safety improvements have been identified for the Oxley Highway, Bruxner Highway, Summerland Way and Thunderbolts Way.The NSW government has already claimed that recommendations from this report has seen an increase of seven million dollars in funding to fix known trouble spots.Plans are also in place to further review a number of popular motorcycle routes including the Old Pacific Highway and Putty Road.One of the actions listed in the report for the longer term is the introduction of motorcycle black spot programs funded by a levy on compulsory third party injury insurance for motorcyclists, although when contacted for comment a Transport for NSW spokesman said this definitely was not the case, and no levy was being considered.The link to the full strategy is on our website at www.cycletorque.com.au/more.Also check our ‘More’ page for links to groups that can help you have your say on the matter. n

NSW government releases Motorcycle Safety Strategy

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JOHNNY PAG has returned to Australia and is already on dealer floors now, but they’ve already produced a special edition of the Malibu with a 40-degree raked front end.

All Johnny Pag bikes come from the factory standard with Billet 6061 forward controls, Billet 6061 triple clamps and hubs as well as 21” and 18” stainless spoked wheels.

The handlebars are full stainless as is the exhaust.

The 350cc engines have a brand new counter-balanced crank and there’s a 400cc in the works as well.

The liquid-cooled four-stroke motors have programmable Delphi fuel injection and are, of course, LAMS approved.

Not only do they come with a full two-year warranty but there’s also a 12-month Roadside Johnny Pag Assist package.

Look out for future editions of Cycle Torque for a full test on the new Johnny Pag Malibu 320iX.

The standard Johnny Pag Malibu is priced at $6190 plus on-roads (which may vary slightly between states).

For more information about all the Johnny Pag models contact the importer SJ International Pty Ltd on (03) 9078 8050 or check out www.johnnypag.com. n

Johnny Pag’s new Malibu

www.johnnypag.com


EWAN McGregor has starred in a campaign for the new Moto Guzzi California 1400, titled ‘My Bike, My Pride’. This is the first time that a Hollywood star of this calibre, one of the most beloved on the silver screen, has joined forces with a motorcycle manufacturer for an advertising campaign.

The relationship between Moto Guzzi and the Scottish star is an authentic one and it comes naturally out of McGregor’s passion for bikes and in particular for the “eagle brand”.

McGregor is a Hollywood actor with true motorcycling credibility, saying ”I’m proud to have starred in this advertising campaign. I think we have really done something unique and great. I liked the new California 1400 straight away, from the first time I saw it. Then it surprised me when I rode it. It is from another planet... truly surprising! And this is coming from someone who knows Moto Guzzi, if you consider that my ten Moto Guzzis include models like the 1971 V7 Ambassador, the 1972 V7 Sport, the 1974 V7 Eldorado, the 2000 V11, the 2001 V11 Tenni, the 2009 California Vintage with a sidecar... and very soon a California 1400 Custom!” n

Ewan McGregor stars in Moto Guzzi campaign

CYCLE TORQUE MAY 2013 - 12NEWS TORQUER.I.P Tyrone GilksPROMISING freestyle rider Tyrone Gilks passed away on March 21 while training for a long distance motorcycle jump.

The 19-year-old from Newcastle failed to make a 90 metre jump at Maitland Showground and was rushed to hospital with critical chest injuries. Sadly, Tyrone died during surgery.

Tyrone had a huge career ahead of him, having already broken 65, 85 and 125cc world records.

When he crashed Tyrone was actually practising for an attempt on Robbie Maddison’s 250cc world record, a distance of an incredible 94.61m.

Tyrone had many fans both in Australia and worldwide, and there has been an outpouring of grief for the young rider who has been taken from us so early.

Cycle Torque offers its condolences to Tyrone’s family, friends and fans. n

Darcy Ward suffers injury setbackAUSSIE Speedway GP star Darcy Ward has suffered a setback after being thrown over his handlebars and landing awkwardly after his rear sprocket detached from his bike in a Speedway League Match at Wimborne Road, where he was racing for the ‘Poole Pirates’ team.

The crash follows the Aussie’s encouraging debut in the New Zealand SGP round where he picked up 12 points and sits 4th in the championship.

He underwent X-rays on his left hand at Wimborne Hospital on Thursday morning, where it was confirmed he suffered no broken bones.

Ward’s team mate at the Pirates team is current World Champion and fellow Aussie Chris Holder was quick to point out how lucky his SGP rival was to escape without more serious injury, saying that dropping the rear sprocket like he did would have been like hitting neutral. n

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LARO Motorcycles has announced a new corporate partnership with the NRL’s Canterbury Bulldogs. To celebrate this new and exciting partnership, Laro Motorcycles together with the Canterbury Bulldogs are giving supporters the chance to win a special edition ProStreet 350 motorcycle.

With the handy work of Mayhem Motorcycles and Customs this one of a kind LAMS legal motorcycle is completely styled in blue and white Bulldogs livery.

Doggies fans can view the Laro Bulldogs ProStreet up close and personal at the following participating Laro Motorcycle dealerships:• April 27 - May 2nd - Mayhem Motorcycles and Customs, Wetherill Park• May 4 - May 14 - Inner City Motorcycles, Annandale• May 15 - May 23 - Motorino, Homebush• May 25 - May 30 - Aitkens Bike and Power, Campbelltown

Bulldog members will also be entitled to a generous discount off the purchase price of any new Laro Motorcycle, when presenting their members pin to any one of the above mentioned Laro Dealers.

The bike will also be on display at home games played on:• May 3 - ANZ Stadium, Homebush• May 24 - ANZ Stadium, Homebush• May 31 - ANZ Stadium - GIVEAWAY, Homebush

Details of how to win this one-off Laro Bulldogs ProStreet 350 can be found on the official Canterbury Bulldogs homepage.

The Laro ProStreet will be given away on May 31 at ANZ Stadium at the Canterbury-St George game.

But don’t be upset if you miss out on the Bulldogs ProStreet because you can win another Laro ProStreet through a special promotion being held at the Ettalong Bowling Club, 103 Springwood Street, Ettalong, NSW on the Central Coast.

The bike will be on display for approximately seven weeks and will be drawn on Wednesday 5th June, 2013 at 7pm. To enter the competition members simply swipe their membership card at the kiosk in the foyer and a ticket goes into a barrel which will be be in the draw to win the bike. n

Laro teams up with Canterbury Bulldogs


VICTORY CELEBRATES ITS 15TH BIRTHDAYVICTORY Motorcycles is celebrating turning 15 by releasing the 15th Anniversary Cross Country Tour Limited Edition. This bike has it all, shod with custom Billet wheels, GPS, a massive 155 litres of storage and loads of chrome. Even the stereo is upgraded with Kicker premium speakers and an iPhone / iPod cable to connect your favourite tunes. The exclusive look is finished with custom cut and stitched seats and a 15th Anniversary stitched backrest. The red and black paint with gold pinstriping replicates the first Victory motorcycle to roll off the assembly line on July 4, 1998.There will only be 150 of these 15th Anniversary Cross Country Tour Limited Editions produced worldwide - Australia will be allocated just four. There is even a 15th Anniversary numbered badge fitted to the dash.The bikes arrive in dealerships in June, be quick to register your interest if you are a Victory fan.

DUCATI GAINS TWO FIT NEW RIDERSDURING the year you may have seen photos doing the rounds of Ducati making a presence at Surf Lifesaving Ironman and Ironwoman events, especially the podium shots at the end of the day with the prominent Ducati logo. The involvement certainly attracted a lot of interest and saw Ducati travel around Australia to Perth, Newcastle, Portsea, Surfers Paradise, Coolum and Noosa Heads. The sponsorship with the series also saw the winners of both the mens and womens events to not only win cash prizes, but they would also ride away with a new Ducati Monster 659.Ducati Australia handed over the keys for two red Monster 659 to Kellogg’s Nutri-Grain IronMan Series winner Shannon Eckstein and Telstra IronWoman Series winner Courtney Hancock when they visited Gold Coast Ducati

last week.“It was awesome to receive my Ducati, it was the icing on the cake to top off my win! They are a great brand and produce great looking bikes,” says Shannon“I’m very excited to win my second Telstra Ironwoman Series, after snapping my board in half at the Surfers Paradise round my Series wasn’t looking great, but I found that inner strength and was able to finish on top, not only with the crown but also a new Ducati! So many people have told me how thrilled they are to have Ducati as a Series sponsor. Thank you Ducati for such a great prize!” exclaimed Courtney.

$100K FX 500 TAKING SHAPE FOR NOVEMBERIN A bid to inject interest back into local road racing, a group known as Australian Road and Track Rider Promotions have released more details about their bold day/night race to be run on November 16.Up for grabs is $100,000 with the winner taking all - the catch is you have to race in at least two of the FX Superbike rounds. This requirement has been reduced from the previously stated three rounds, as some competitors ran into trouble with ASBK date clashes. Any graded domestic rider can enter and there will be spots left open for competitors who don’t live on the East coast of Australia. This means International (Kiwi in particular) and West coast racers can get an entry in.The race will be televised as an added incentive for prospective sponsors.The tyre rule has been relaxed to allow teams to run either treaded or slick tyres - as long as they are homologated by the ARTRP.Check out www.cycletorque.com.au/more for the link, this is already shaping up as the next big thing in domestic racing and entry forms are available now. n

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HONDA RELEASES XR125L FOR THE FARMFARMERS get another option in the ag bike range from May with Honda offering the XR125L as a low budget alternative. The bike is powered by a single cylinder 125cc engine with a five speed gearbox and 12 litre fuel tank.Honda says the XR125L will have ‘excellent hill climbing torque’ and is ideal for ‘following slow moving cattle or transporting essential equipment around the farm’.Long travel suspension and a low seat height will add to the ‘ag’ credentials, as well as having an electric and kick start fitted.Honda are pitching this bike as ‘fuel effiicient, hard working and dependable’, not to mention cheap. The bike will be available for $2,990 plus deal charges.

DRAGGIN’ STILL TOPS WITH ‘HOLESHOT’ JEANSTHREE years after becoming the first motorcycle apparel manufacturer to have jeans approved to a Level 1 CE approval, the family owned Australian business has now been awarded Level 2 CE approval for their new ‘Holeshot’ range of jeans.CEO of Draggin’ and regular track day rider Grant Mackintosh explains that Level 2 approval means that Draggin’s protective lining now lasts more than seven seconds in the case of contact with tarmac, making it very likely they will outlast most leathers.“The true meaning of achieving full CE Approval at Level 2, the highest possible motorcycle standard, is that our customers

can have utter confidence in Draggin products,” he said.To gain CE Approval, Draggin products have to be tested by independent body SATRA Technology Centre which operates out of Northamptonshire, in the United Kingdom, who are ultimately responsible for granting Draggin Jeans’ CE Approval. Draggin have been sending products to the labs for over 8 years, with the objective of having the world’s best safety products.

MYRTLEFORD ALPINE RALLY ANNOUNCED FOR SEPTEMBERTHE Myrtleford Apline Rally will be held on the 21st of September this year and entries are now being taken.The Myrtleford Alpine Rally has been set up as a charity ride and takes in scenery from the Merriang Plantation then entering through the Buffalo River Region. There will be two loops of fully marked tracks.The morning loop covers approximately 70km consisting of fire trails, ridge riding and some more challenging open flowing tracks. The afternoon loop is around 60km and will be more flowing trails leading to an optional tight single track which will prove to be fun and challenging. All trails will be made to suit the intermediate rider with some harder sections if you wish.The ride is open to the first 200 entrants who must hold a current motorcycle licence and have a registered bike. Recreational registration is acceptable. The course will have Marshall Points and have ample sweep riders available. Cost is $120 per rider. For more information see www.cycletorque.com.au/more. n

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DONALD RE-SIGNSDOUBLE TT winner Cameron Donald has re-signed with the Wilson Craig team for 2013.

The Australian rider has been directly and indirectly supported by Craig since 2005, and in 2012 was runner up to Bruce Anstey in the first Supersport race by less than a second, one of the closest TT finishes in the event’s 106-year history.

Wilson Craig said: “I’m delighted to have confirmed Cameron for the 2013 campaign. We were really close to the top step in 2012 and I’m sure with another year under our belts and the experience that the team gained last year, we will be a match for anyone.

“With only one rider for next year we’ll be looking to focus all our efforts in doing the best for Cameron.”

Donald said: “This is now my third year with the team and we’ve gone really close at the Isle of Man in both 2011 and 2012. I’ve got a lot of history with Wilson and he has supported me for a large part of my career.

“We’ll give it a really good go this year and I’m confident that we’ve got as good a chance as anyone around the Mountain Course.”

GET CONNECTEDTHE QBE Australian Superbike Championship has launched a new website to keep fans, riders, sponsors and the industry up to date with what’s happening in, on, and around the ASBK series.

ASBK’s Yarrive Konsky said the new site is reflective of the sport’s new identity.

“We’re excited to present a brand new website that reflects the ASBK’s new identity, one that represents change and progress during a key development phase for the sport.

“This new site is an information hub for both competitors and spectators and with live timing and race day video updates from the riders, will keep fans up-to-date with all the race day action.”

For all the latest news, results, videos and updates from Symmons Plains visit www.asbk.com.au.

SECOND FOR MACKENZIEJCR / CDR Yamaha Racer Billy Mackenzie has wrapped up an encouraging second place finish in the four round New Zealand Motocross MX1 Championships that were concluded recently.

Mackenzie finished the final round at Taupo in third place behind championship winner Cody Cooper and Todd Waters.

“It was a great opportunity to get some race time under my belt on the YZ450F and draw from the knowledge and experience of Josh Coppins,” Mackenzie explained. “I managed to finish on the podium at every round, took a race win and felt I made some good gains in my racing over the length of the championship.”

DOOHAN MENTORS YOUNG RACERBRAD Shaw flew to Brisbane recently to be a part of the Sport Australia Hall of Fame exclusive cocktail function called “Inspire the Nation” in partnership with their Major Sponsor - Etihad Airways. The ‘Money Can’t Buy’ event featured special guest speakers Wally Lewis, Layne Beachley, Susie O’Neill, and Duncan Armstrong. A special element to the event was the introduction of 2012/13 Scholarship holder Brad Shaw to his Mentor - five time World MotoGP Champion Mick Doohan.

“Last night was easily one of the best nights of my life,” said Shaw. “Meeting Mick was amazing, the amount of knowledge he has, not just on but off the track, was mind blowing! So fortunate that I have such a great opportunity like this! Massive thanks to The Sport Australia Hall of Fame for making this possible.” n

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ALLERTON SLAMS THEM AT SYMMONSGLENN Allerton, riding the Dynotech Maxima BMW HP4, has completed a clean sweep in Round 1 of the QBE Australian Superbike Championship held at Symmons Plains in Tasmania.

The BMW rider was the quickest man in every session over the weekend, taking maximum points from the round and now leads the championship by 11 points.

General Manager BMW Motorrad Australia and New Zealand, Tony Sesto, was delighted with the results.

“Congratulations to Glenn and the Dynotech Maxima BMW Team. The BMW HP4 is a new model and they have worked hard in getting the bike ready for action. The results speak for themselves, it’s going to be an exciting season of racing,” said Sesto.

BROOKES THIRD AFTER BSB OPENERTEAM Suzuki’s Josh Brookes holds third place in the British Superbike Championship standings after the opening round of the season at Brands Hatch, the Tyco Suzuki rider taking third place in the opening encounter, after leading in the early laps; and followed it up with a lonely fifth place in race two.

Rapid Solicitors Kawasaki Shane ‘Shakey’ Byrne got his title defence off to a flying start, winning race one, and taking third in race two. He sits on 41 points overall, one more than James Ellison.

“I’m fairly happy with the weekend and I don’t want to use not having track time as an excuse, as no-one really has coming into this round,” said Brookes.

“We worked through with a new set-up on suspension and it wasn’t perfect straight away, but by the time we got to race day we were in

a good range and the tyre lasted pretty well for us in both races. My GSX-R1000 Superbike was running clean and crisp and I don’t think we could have got much more out of it. Unfortunately it wasn’t enough to secure the results we wanted this weekend, but we will move onto the next round at Thruxton and see how it goes – it’s a long season ahead,” he said.

Brookes has a busy schedule in the next couple of months, and besides the BSB series he will get his first taste of real road racing at the North West 200, and then the TT.

PARKES GETTING TO GRIPS WITH R1THE Yamaha Racing Team had another successful outing at round two of the Australian FX Superbike Championship held at Winton, Victoria recently.

New signing Broc Parkes took two podiums to finish behind team-mate Kevin Curtain in the Formula OZ class, and then third overall on his FX Superbike machine.

“It’s two rounds in now and I feel things are starting to come together. I managed to win the final race on the Superbike and it was my best ride since coming back to Australia. At the moment I’m second on one bike and third on the other, so it’s been a consistent start and something I can build on as the championship moves forward,” Parkes said.

SUPERBIKE SCHOOL IN THE TROPICSTHE California Superbike School will again run courses at Queensland Raceway in 2013.

There have already been a couple of courses run in April, but another six are slated for the remainder of the year.

For more information either visit the website www.superbikeschool.com.au or call 1300 793 423. n

PIT IBITS

www.arcticcataustralia.com.au

www.superbikeschool.com.au

www.arcticcataustralia.com.au


OF THE

READERS’ CHOICE

CYCLE TORQUE MAY 2013 - 20EDITORIAL

I didn’t go away for Easter, mainly because I can’t put up with the crowds or the traffic. During my years in the cops I rarely had Easter off. Maybe that’s got something to do with it.

I enjoyed an Easter holiday of surfing, fishing, going to an NRL match (that’s Rugby League for our readers outside NSW and QLD), working on my road racing bike and catching up with family. All in all, great weather, great times.

I haven’t heard what the road toll for the period is but as history has shown, any holiday period is a dangerous time to be on the road. The Pacific Highway had benefited from road works over the last half a decade or so and as a result improved the road immensely. While road conditions now play less of a part in accidents on the Pacific Highway, fatigue is still a huge problem, and probably the biggest killer on our roads in my opinion.

The day before Easter Friday I drove north to Bulahdelah, just south of Taree on the NSW north coast, to meet a friend. I saw no less than five HWP cars in a 60 kilometre stretch, and while at Bulahdelah for an hour or so saw two police bikes too. You expect this sort of presence during these holiday times but it’s what’s happening during normal times which is a bit alarming.

I had an ex-police friend comment not long ago that unless it was life threatening you wouldn’t bother calling the police because they either won’t turn up or will take many hours to do so. There are many reasons for this, and I believe one of them is the closing or winding down of small stations. Mega stations are now the go apparently, and police from the closed down outlying stations work from these larger ones, supposedly with more police cars

on the street. That’s bollocks, there are less cops out there to tend to regular policing, and when the police hierarchy tell you different on television they are acting as spin doctors and they know it.

Why am I so pissed off about it all? Well, recently a good friend of mine had a bogan reverse into his car and then drive off. My mate was in the car at the time, and drove off after the bloke to get him to stop, wondering if the bloke actually realised he’d hit the car in front. When he catches the bogan’s attention the guy pulls over and my mate pulls up in front of him. The bogan then runs into the rear of my mate’s car and hastily drives off.

The rego number is taken and not long after a police car flagged down. The police take some details and say they will look into it.

A couple of weeks later he’s heard nothing so contacts the young police officer in charge of the case. He’s then told the other driver has been interviewed and says my mate ran into him, and has a witness to prove it. And to make matters worse my mate is told that if he wants the other driver to be charged for leaving a scene of an accident, among other offences, then my mate will be charged also.

Of course, he’s then in a bit of a flap so I ask him some pertinent questions, like was the driver alone, where did he say the witness saw the offence etc. So, it looks like the bogan had an ‘independent’ witness walking past at the time of the offence, but how he got this person’s details when he was busy driving away from the scene of the offence is beyond me.

Some more time goes by with no information forthcoming from the police so he again contacts the young police officer in charge of the matter. When the officer is asked if said bogan has been charged the response almost beggars belief, with words to the effect of ‘I’m not sure, I’ll have to get back to you’.

Believe it or not my mate then cops a fine in the mail for failing to exchange particulars with the other driver, all without a call from the officer in charge. Not once has he been formally interviewed over the matter. If he takes it to court he should win but will the cost outweigh the benefit? It seems to me the young officer is most likely overweighed with outstanding matters to deal with and it’s gone into the too hard basket. I can’t really blame them, as there are so many more crosses to tick and “i’s” to dot than there were in my day. And when there’s less police on the street you can imagine how the workload can back up. But this goes to show a system which is blatantly out of kilter.

If you are driving dangerously or pissed you deserve everything you get but the scales of justice in this modern era are not evenly balanced.

– Chris Pickett

ANOTHER Easter has come and gone, and most likely some of you readers got booked for speeding or some other offence during the regular police ‘Blitz’.

In perspective


The iconic 4-bikes-in-1 Multistrada 1200 S Touring further evolves in 2013 to take you wherever your heart desires with performance, comfort and safety, and now with the innovative Ducati Skyhook Suspension (DSS), to actively respond to any challenges thrown up by the terrain. The second-generation Testastretta 11°, 150hp L-twin engine has reintroduced the Dual Spark concept for incredible engine smoothness and response, this increases torque to an impressive 124.5Nm. Equipped with electronic 48mm USD forks and rear mono-shock, both with the new DSS technology, the semi-active system constantly re-adjusts damping to maintain optimum vehicle equilibrium – as if it was suspended from the sky. With a dry weight of just 206kg the Multistrada 1200 S Touring comes standard with 4 Riding Modes, 3 Power Modes, Ducati Safety Pack (ABS + Traction Control), Ride-by-Wire, Hands-Free, Quick detach 58 Lt Side Luggage, Heated Grips, Centre Stand, new higher and wider screen with single handed adjustment and two 12v power outlets; it really is the ultimate bike to go wherever you want to go! To experience the new Multistrada 1200 S Touring, book a test ride online and for a limited time receive a gift* from Ducati! *Visit website for full Terms & Conditions

CYCLE TORQUE MAY 2013 - 22DIRTY TORQUE CYCLE TORQUE MAY 2013 - 22

South East Queensland has always had a large dirt bike riding community. Club tracks like Conondale, Echo Valley, Tivoli, Stanmore, Reedy Creek, Mike Hatchers, Kilcoy, Kingaroy, Coolum, Wheelstanders, Dalby, Mundubberra, Milmeran, North Brisbane, Warwick and Laidley have all been a large part of our racing lives while the RTCB (Reliability Trials Club of Brisbane) and Dalby Moto have been hosting well organised trail rides for as long as I can remember.

The State Forests are inundated with trail riders every weekend (some riding legal, some not) and the Queensland Enduro scene has always been strong numbers wise. To put it simply there are literally 1000s of dirt bike riders looking for somewhere to ride or race every weekend in South East Queensland. Numbers like 230,000 active dirt bike riders in SEQ alone have been generated by recent research.

If you have been involved with dirt bike riding for more than a week you will know that we face certain challenges as far as being an accepted pastime to the non-motorcycling public, and that problem has been around since the ’50s and will be around long after I have hung up the boots.

And to be honest we as a small community haven’t done ourselves any favours but that aside the constant complaints from the general public has caused many tracks and trails to be closed down. In recent years we have lost several motocross facilities in South East Queensland alone and there are less and less trails available for us to ride.

After a lot of blood, sweat and tears

Queensland Moto Park was officially opened on December 11, 2011. The park is an initiative of the Council of Mayors in South East Queensland, Motorcycling Queensland and the Queensland Government with a latter offering the 745 hectares and over one million dollars in funding to get the facility up and running while MQ contributed $900,000 and their expertise to the project. The Council of Mayors raised another million dollars from eight participating Councils.

Australian Dirt Bike Adventures owner Ray Buchanan was put in charge of the facility and along with around 15 staff there have been some major structural changes since the opening, with a huge dam, track fencing, camping facilities and a toilet and shower block all on hand to make the day and/or stay more enjoyable.

QMP is also proving to be one of the biggest tourist drawcards to the Scenic Rim region and a policy of buying locally has seen QMP become a significant contributor to the local economy.

In fact, the new toilet and shower block has just been completed and it rivals any decent motel. Future plans include a grassed picnic area with tables and chairs with gas BBQs, and would you believe the cost of camping is just $5.00 per night.

And as far as the riding goes Queensland Moto Park caters for riders as young as four on a purpose built minibike/starters track and junior motocross tracks as well as three motocross tracks and a stadium track for the senior riders.

The trail riders have 40 kilometres of trails available to them while the freestyle, trials and quad riders are all catered for as well and thanks to some strict rules the facility can handle 100s of riders on any given day and it all works very well.

Sure, there are certain people that struggle to read signs or simply can’t follow the rules but they are pulled up and educated by the staff at QMP, though as a side note I will say that I have been out there twice while the Quad riders have had a track all to themselves and for a mature bunch of riders their disrespect for the facility and rules imposed on them is disturbing.

From what I understand from having a chat to Ray is that the Council of Mayors are rapt with what the park is offering with the end result being less illegal trail riding in and around Brisbane and to date there have been as many as 40,000 riders who have frequented the facility.

If I can be selfish for a minute, the best part of the facility for me is that there are four tracks to choose from that offer a wide variety of obstacles and challenges which are well prepared and watered throughout the day.

So, just like I did yesterday, last Saturday and Sunday before, I can head out by myself, pay my $35.00, park under a tree on a nice grassy pit area, head out on to any track I like and punch out several solid sessions on multiple

well groomed tracks. I can even have a shit, shower and shave before I go home, how good is that!

Sure, while I put down as many fast laps as possible I have to put up with non-racing riders who aren’t completely savvy to motocross etiquette and often pull off the track at the most inconvenient times but as far as I am concerned I don’t have to break the lap record every time so if I have to back off for a corner or two to get around a wobbler so be it.

And get this, just a few Sundays ago I rode from 9am through to 1pm, I got in six good sessions on the MX1 and MX2 tracks then drove home in time to wash the KTM 450 SX-F then sit down with a beer to watch the V8 Supercars. Very cool!

And finally, thanks to riding watered tracks all day the air-filter in the KTM was dust free so all I had to do is blow the water off it from the pressure cleaner and it is good to go for next week where I will be going where? Queensland Moto Park of course and next week I am camping out on the Saturday night with my daughters…does it get any better?

– Darren Smart

MOTO NATIONAL ACCESSORIES | TOLL FREE 1300 885 355 | WWW.MOTONATIONAL.COM.AU

Queensland Moto ParkI HAVE been writing Dirty Torque for well over a decade now and this will be the first time that I have dedicated my words to a particular facility. But after recent events I felt it necessary to put my thoughts into words regarding Queensland Moto Park.


MOTO NATIONAL ACCESSORIES | TOLL FREE 1300 885 355 | WWW.MOTONATIONAL.COM.AU

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CYCLE TORQUE MAY 2013 - 24RACE TORQUE

On Any Sunday would be the last film ever made by McQueen’s nascent production company Solar Productions following the disaster of McQueen’s magnum opus Le Mans. On Any Sunday was widely acclaimed, made money and earned an Oscar nomination in 1972 for best documentary feature. Le Mans was panned, and became a commercial disaster that sunk Solar Productions. It also destroyed many friendships and diminished McQueen’s standing in Hollywood.

The genesis of Le Mans goes back to 1965 when McQueen was one of Hollywood’s most bankable stars. Knowing he could make any film he wished, McQueen’s dream was to produce a movie that portrayed car racing in its grittiest and most spectacular form, and with director and mentor John Sturges, he began scouting locations among the great tracks of Europe. They attended the 1965 Monaco Grand Prix and signed dual world champ John Surtees to drive in their proposed film, Day of the Champion. They also secured the Nürburgring as a location. McQueen planned to start the project after he finished filming The Sand Pebbles when word got out that James Garner - his co-star in The Great Escape - was also planning to make the definitive race car film. McQueen’s partner in Solar Productions Peter Relyea - who only recently passed away aged 82 - said the race to see who would start their grand prix race project first became “a life and death issue, to the point of personal insults.” When the news finally broke that Garner would star in a film called Grand Prix directed by the brilliant young filmmaker John Frankenheimer, who was already ahead of schedule, McQueen had been beaten to the punch and the studio aborted Day of the Champion. Steve was notorious for his temper, but this sent him into one of his worst tantrums. “He went wild, just nuts,” remembers his publicist Rupert Allan.

Four years after Grand Prix, McQueen was determined to fulfil his life’s ambition. He wanted 24 Hours of Le Mans to be an anti-movie with no plot, no love interest and little dialogue. The famed race would provide the story and all the sound, he argued. The film was backed by Cinema Center Films, which became a little nervous about McQueen’s prosaic vision for Le Mans, so he compromised - sort of. There are only 145 lines of dialogue in the finished film, and not a word is spoken for the first 30 minutes.

There’s not enough space here to detail the many troubles that afflicted the making of Le Mans. Its budget blew out to $US10 million, an enormous sum in those days, and McQueen had to relinquish creative control as part of a rescue package made by the studio. Director John Sturges left in disgust when McQueen began treating him like a “minion”, pushing the respected filmmaker away from the camera to look through the lens. McQueen’s marriage fell apart, a stunt driver lost a leg in a crash, and another had his face and hands badly burnt.

Although McQueen liked the final cut of the film, and admitted that he had been wrong about it needing a storyline, the critics didn’t agree. “All we get from McQueen is a series of fierce stares at his competitors and liquid-eyed glances at his potential lady love. He mumbles perhaps 10 lines of cryptic dialogue about why men have to race, then climbs into his big speedwagon for two hours of vrooming and zooming. Not even a star of McQueen’s magnitude can get away with this one,” wrote one reviewer. TIME magazine’s film critic passed off Le Mans as “petit prix”. Ouch. The film crippled Cinema Center Films, and Solar Productions was shut down - but not before On Any Sunday would go into final production.

A graduate from a boy’s home, McQueen said being an actor made him feel like a pretender. That is why he loved to race cars and bikes because he thought they were real, noble pursuits. He insisted on doing his own stunts in Le Mans, driving a Porsche 917 in excess of 300km/h in close quarters with pro racers, some of whom were reluctant to dice with an amateur like McQueen. During the filming of On Any Sunday he told 1969 AMA Grand National Champion Mert Lawwill, “You’re lucky, you’re national champion. No-one can ever take that away from you. I’m an actor; I’m always playing someone else.”

On Any Sunday was released in July 1971, just weeks after Le Mans, but owing to the vagaries of motion picture distribution, the bike film didn’t screen in Australia until April 1973, bang on 40 years ago. The timing could not have been better. Locally, the roadbike boom was in full swing while dirtbike and minibike sales were going crazy. I saw On Any Sunday with my mum during the ’73 August school holidays at the Balgowlah cinema near Manly. Dazzled by the incredible Technicolor cinematography at a time when all we had at home was a ghosting 60cm Thorn black and white TV, I knew from that moment on that all I wanted to do was ride motorcycles and somehow make a living out of it. I saw the film many times during school holidays up until 1976, and it never got old. It still doesn’t.

Steve McQueen may not have made the definitive car film, but out of the ashes of Le Mans he did help make the ultimate bike film. I, for one, must thank him for that.

– Darryl Flack

On Any Sunday WonIN PENINA Spiegil’s 448-page biography of Steve McQueen, the film On Any Sunday rates just one paragraph. It was lucky that it got any ink at all. The film’s creator Bruce Brown only squeezed funding out of McQueen when he threatened that the star wouldn’t appear in the film if he didn’t cough up.

McQueen laughed at Brown’s facetious ultimatum when they first met, saying, “I act in movies, I don’t finance ‘em.” He liked the concept, and called Brown back the next day to tell him he had his funding. The budget for the film was small, even by the standards of the 1970s - $US300,000.

CYCLE TORQUE MAY 2013 - 25GUNTRIP

My heart skipped a beat when I realised I was on the old road, the Hume, Highway 31, made famous by aged marathon runner Cliff Young but etched into the memory of just about every rider I knew. And there it was again, stretching away in front of me: undulating, shiny and pockmarked; trying to be straight but failing shakily. My eyes narrowed, partly in response to the westering sun, in part resuming the slow scan for potholes and heat-formed ridges and bumps that had been part of every ride I made along it.

We swung left, past the pub and out into the country. It was just four o’clock now and we were on for an early finish at the motel we’d booked. We hadn’t put in a long day but 550km now produces as many aches in me as the full length of the Hume once did.

The road works arrived quickly – the familiar yellow sign, the familiar absence of human activity, and then three 50-metre-long strips of gravel when the tar had been ripped up. Beyond the last of these was a slowly settling cloud of dust with a white B-double emerging from it, still some distance in front of us but going hard.

The road narrowed now and began working its way through steepening farm country, falling away to rich pasture in the valley to our left, climbing into woodland on our right, its undergrowth stripped almost clean by meandering sheep.

We caught the truck quickly as it lumbered slowly from the valley floor, its driver trying hard to preserve dearly won momentum by working the gearbox. Parallel ridges running across the uphill lane and a succession of patched holes marked this stretch as hard work for laden trucks, and the road is beginning to fail under their repeated onslaught.

A succession of medium-radiused bends now, swinging left and

right between rock-crowned ridges that would have been fun with a little more speed and much better visibility. And then we’re over the crest and running down between vast fields of newly harvested wheat, its gold turning to bronze and ochre as the shadows lengthen.

There’s no overtaking lane but the road runs arrow-straight and clear for long enough and we’re soon past the B-double (B-triples on freeways soon? Wonderful.), heading through a long but narrowing oasis of open country. It soon becomes clear just how much truckies like this road. It’s little used by other traffic yet serves as a useful shortcut between the freeway that links our most populous cities with a major rail junction not far over the horizon. In quick succession another B-double, a laden logging truck and a couple of lighter vehicles bustle past from out of the west.

Back to 50km/h to ease through a village now, no more than half a dozen houses, the inevitable memorial hall and couple of smallholdings, one of them apparently derelict. And then, just beyond the 100km/h sign, another smallholding, this one dotted with decrepit railway wagons, the youngest of them 80 or more years old.

We’re on the homeward run now with the road angling upward to pass the low shoulder of a knoll crowning another small ridge. From the crest we see a thin, straggling line of white and brick buildings a few kilometres distant. We run through a dramatic avenue of ghost gums, their trunks showing pink in the fading light, twisting up and fanning out into impossible hands shrouded in green.

Soon the evidence of human habitation, of work, thickens on either side of the road. A farm machinery lot next to a kitchen warehouse, then a small brick place devoted to cylinder head work. But that one looks forgotten, its ancient sign writing faded and peeling. Who, beyond the racing community, has need of such services these days?

The speed limit drops from 100km/h to 80, and now to 60. Houses begin to appear. A fruit barn next, a fire station, and finally the Railway Hotel with the obligatory Harley parked out front. We cross the Olympic Way and turn left into town – and there’s the motel, a dozen or so buildings the other side of a level crossing. As we approach the arms of the crossing arc downward to the accompaniment of flashing lights and warning bells. Three slabs of diesel-electric power rumble slowly through the crossing, rakes of grain hoppers in tow. Time to ease the backside off the seat, stretch the shoulders. And then we’re on our way again, changing up to third before indicating left and swinging onto the motel forecourt. We get off, stretch our legs and look around.

Autumn in New South Wales.

– Bob Guntrip

39 kilometresIN RESPONSE to Sandy’s yell I turned off the freeway too early, dropping off its shoulder and down through a tight right turn onto a battered old road that ran parallel to the bright new freeway for a couple of kilometres before hooking up to form a junction with the exit we should have taken.


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2013 BMW R 1200 GS CYCLE TORQUE MAY 2013 - 26


Adding water-cooling to the largest GS was just the start for BMW…

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One of the most versatile machines ever built, the R 1200 GS is equally at home blasting down a winding mountain road, scrambling for traction on a fire trail or carrying two people and luggage along a freeway.

Fully updatedThe Wasser (you guessed it, German for water) cooling is really just the headline change for the GS, the biggest update but by no means the only one. Other major changes include:– New shaft drive moved to left hand side– Wet, multiplate clutch– E-gas ride-by-wire throttle– New riding modes– Upgraded ABS and ASC (traction control)– Cruise control

The engineTo take the GS to the next level of performance, water cooling was needed – maintaining the required levels of reliability, noise and longevity demanded moving away from the old oil/air cooled system, although not entirely. The water provides only about 35 per cent of the engine’s required cooling, the rest coming from airflow across the cylinders. Does this mean you could limp home with a holed radiator should you be unlucky enough to cop a stone in the wrong place? Not officially, but if the weather was cool, the distance not too far and you kept speeds low, it would be an interesting experiment… but don’t send my the bill if it doesn’t work out, your BMW warranty won’t cover you riding with an empty radiator.

“BMW doesn’t offer guards as an accessory,” BMW’s Miles Davis told Cycle Torque. “But Australia has some fairly unique conditions and our GS riders take their bike into some pretty inhospitable places, so some radiator protection might be a good idea.”

The bike actually has twin radiators and they are mounted fairly high and out of the way.

The engine itself certainly uses the older powerplant as inspiration for the new design, but it is a new development. The injection system is vertical, the fuel travelling down into the cylinder before passing down again and exiting as burnt gases, in contrast to its horizontal travel in the past.

Having the injection system up high means the airbox is higher and so are the air intake ducts, making the new GS a little harder to drown during creek crossings than older models.

It’s still a four valve per cylinder motor with double overhead cams displacing 1170cc – stats identical to the older bike, but it produces more power, now 125hp at 7700rpm. 125NM of torque is available at 6700rpm.

The engine has been significantly redesigned. The vertical intake means the chain drive to the camshafts can be made simpler because there’s no injection system getting in the way, the cams

are now dedicated inlet and exhaust (they were hybrid cams on earlier DOHC models) so more aggressive profiles can be used, while the redesigned cylinder head allows for much shorter valve springs.

The net result is a more efficient combustion chamber, allowing for an increase in compression ratio by half a point to 12.5:1.

There’s also a new crankshaft and counterbalance shaft.

What’s significant here is this bike produces the power and torque to absolutely destroy off road and dual purpose tyres with ease, can spin a rear tyre at astounding speeds and has the horsepower to pull incredible wheelies, yet is tractable enough to ride in slippery terrain.

Awesome stuff.

The driveThe engine redesign also allowed BMW’s engineers to incorporate the clutch and gearbox into the main engine housing, another first for a Boxer. Not only does this save space and weight, it has allowed the use of a wet, multiplate clutch (and BMW was smart enough to fit a slipper clutch).

The design transformation continued through the transmission to the point where the final drive has switched from the right to the left.

The updates are night and day. The lighter, easier to use clutch, a transmission which is sweeter and easier to use and the slipper action to reduce hopping when making aggressive downshifts into corners and generally being a larrikin means this GS set-up is a making all other BMW twins look old.

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2013 BMW R 1200 GS

THE world’s favourite adventure bike has been updated for 2013, adding water-cooling for the first time on a Boxer BMW engine and a list of conprehensive changes all aimed at making the bike better at the wide variety of tasks owners make them do.

n TEST BY NIGEL PATERSON : PHOTOS BY JEFF CROW

n RIDING GEAR: LS2 HELMET, FOX APPAREL, ALPINESTARS BOOTS

The bikeAt first glance the new GS doesn’t look that much different to the old one. Then you start to realise how much more aggressive and purposeful the styling is… and when a 2012 model is parked nearby, well, the old bike looks remarkably pedestrian.

The riding position and ergonomics, however, haven’t changed much at all. The riding position is upright, well suited to letting you get out of the saddle and standing at the first sight of a poor road surface ahead.

The “waist” of the bike is slimmer, so it’s easier to grip with the knees when standing, although the test bikes were fitted with the awful standard two-row footpegs – flick them for the triple-row Adventure style pegs at your first opportunity.

The handlebars are adjustable, and there’s a myriad set of options for the seat height, from a no-cost low or high seat option when you order the bike to the now easier to adjust standard seat. The rear seat can be adjusted forward and rearward.

The chassis has been tweaked and adjusted, modified and improved. Where the previous model used a front frame for the Telelever suspension and a rear frame for the swingarm pivot and welded-on rear section, the new bike has a continuous steel bridge frame. The subframe is now bolt-on, and even the pillion pegs can be easily removed to reduce weight. The front fairing/instrument carrier is magnesium.

To improve handling, cope better with the increased horsepower and improve steering, BMW has fitted the new GS with wider wheels and wider, lower profile tyres. Both wheels are half and inch wider. The front tyre is a 120/70 R19 compared to the old 110/80-19, while the rear has grown from a 150/70 R17 to a 170/60 R17.

On the bitumenRoad riders looking for a machine which is very comfortable for tall people could do a lot worse than the R 1200 GS, for its combination of riding position and bodywork make it a great all-day machine: roomy, protective and now, with the optional cruise control, you can even give the right wrist a rest from time to time.

The wider wheels and tyres, combined with the updated suspension, offer more confidence-inspiring riding, especially when hustling along a winding road.

The road riding modes are Rain, Road and Dynamic. The first provides gentle throttle response without compromising total power or torque output, while the Automatic Stability Control (traction) is at its most active, preventing wheelspin as much as it can. Electronic Supension Adjustment, if fitted, will be soft and supple.

In Road mode, the system presumes dry roads, providing a linear throttle response and easy riding, and standard suspension settings on the ESA. Then there’s Dynamic. Let loose the horses! With the most direct throttle response, restrained ASC intervention and stiffening of the ESA, this is the mode to catch your friends if you’ve given them a head start. They just might need it.

As a road bike, the R 1200 GS is excellent. The riding position is fantastic up to licence-losing speeds, the ABS brakes pull it up remarkably well, the handling from the Telelever front end/Parlever rear is very good. Add in the long suspension travel and you’ve got a package which can cope admirably with any road surface from racetrack smooth to, well, utter crap, and still maintain high speeds.

Getting dirtyRadar traps are few and far between when the blacktop ends though, and for many riders that’s where the fun begins. A confident, competent rider can eat kilometres in an incredible fashion off road on a GS, and the latest technologies make it easier.

The dirt road modes are Enduro and Enduro Pro. The latter is for experienced riders only, and BMW recommends it only be engaged when off-road tyres are fitted to the bike. To do so you’ll have to install the plug clipped into the rider’s seat, then set it to Enduro Pro.

In Enduro mode the throttle response is soft, the ASC is restrained, ABS isn’t as intrusive and the ESA comfortable. I didn’t mind Enduro mode, but I was frustrated by the way the ASC would cut power across the corrugations in the road surface created by trucks. Moving to Enduro Pro the problem went away without having to take the further measure of switching off the ASC. Enduro Pro also switches off the ABS to the rear wheel, and sets the suspension firmer via ESA.

I loved Enduro Pro. The feel of the power delivery, the drive… awesome.

You can still switch off the ABS and traction control if you wish.

VersatilityAustralia’s warm climate means most of us can ride year-round, and the GS, with its surprisingly protective easily-adjusted screen, hand guards and heated grips makes four-season riding not just doable, but fun. This model matches or exceeds earlier versions’ ability to take heaps of luggage on the big tour, although nothing was said about a large-tank Adventure model, which in the past has appeared a year or so after the initial release of a new GS, so maybe we will see that in 2014.

I also didn’t get the chance to try out the LED lights at night, but they are certainly highly visible during the day to other road users.

The technology in the dashboard is pretty amazing - there’s a host of information available at the touch of a button or two.

Pricing, options and accessoriesThe new R 1200 GS (in white, red, grey or blue) starts at $21,250. Personally I’d get the optional Dynamic Package ($3150) which includes ASC (traction control), ESA, LED headlights, On Board computer Pro (enhanced instrumentation), the Daytime Running Light and the GPS navigation mount.

Those getting dirty will want the Spoked Wheels ($580), tourers the cruise control ($500) and the paranoid the alarm ($505).

If your arse is a bit low to the ground you can get the no-cost lower seat but if that’s not enough you can get the low suspension option for $250, but to get this you must have the Dynamic Package.

That pretty-well takes care of the options - things which must be on the bike when you buy it are are difficult or impossible to retro fit later. At any time you can buy a heap of accessories, including luggage (panniers, tank bags, soft bags), GPS Navigation, Akrapovic muffler… the list is long.

ConclusionI love Adventure bikes, and the 2013 model R 1200 GS just went to the top of my ‘most wanted’ list. With improvements in almost every area, little change to the pricing and the ability to take you almost anywhere you want to go, the new BMW R 1200 GS is a gem. n

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2013 BMW R 1200 GS


Nerw headlights are best yet.BMW’s shaft drives are tough.The first liquid cooled boxer.

Radiator guards would be wise.

Dash is comprehensive.

Nigel would for the ESA option.


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2013 BMW R 1200 GS

SPECIFICATIONS: n ENGINE TYPE: AIR/LIQUID-COOLED

FLAT TWIN

n CAPACITY: 1170CC

n TRANSMISSION: 6-SPEED AND SHAFT DRIVE

n FUEL CAPACITY: 20 LITRES

n FRAME TYPE: TWO SECTION TRELLIS

n SEAT HEIGHT: 850 & 870MM

n WET WEIGHT: 238KG

n FRONT SUSPENSION: TELELEVER

n REAR SUSPENSION: PARALEVER

n BRAKES: DUAL 305MM DISCS WITH 4-PISTON CALIPERS, SINGLE CALIPER REAR

n TYRES: 120/70-19, 170/60-17

n PRICE (RRP): $21,250 + ORC

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2013 BMW R 1200 GS


REPORT

2013 BMW R 1200 GS


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REPORT

HUSQVARNA TR650 Terra and Strada

TERRA-IFFIC


In the midst of its second take-over in recent times, Husqvarna has launched

another new model for the adventure set.

TERRA-IFFICMORE



I spent two days with these latest additions to the Husqvarna stable in drenched southeast Queensland taking in sealed and dirt roads, swapping between the Terra and Strada to get a feel for what each could handle.

Interested? Hang on, I didn’t even mention the price...

On the stand - common pointsThe TR650 is based on the BMW G 650 GS but there are some major differences.

Like about 10hp extra from the 650cc single cylinder engine and more than 20kg less weight for starters.

First impressions count, and the initial feeling I had when I looked these bikes over is how well engineered they are. The styling, ergonomics and build quality are right up there. It is easy to forget that these bikes are intended for riders in the entry level price bracket.

The single cylinder engine sits in a tubular steel frame and uses a five-speed transmission, producing

a claimed 43kw (58hp) and 60Nm of torque. As a rough comparison this puts it somewhere between the Suzuki DR650 and KTM 690R on paper. The extra horsepower comes from mild modifications over the GS version which include a lighter piston.

The big claim here by Husqvarna is fuel consumption - 4.3km/l on the highway from the 14l tank, the same as the G 650 GS. Not bad if it is true.

The running gear is all premium brand stuff, Brembo 300m single disc on the front and 240mm on the rear. Suspension is by Sachs front and rear, with 46mm upside down forks on the front (non adjustable) while the rear is adjustable for preload and rebound dampening.

It’s also worth mentioning that both of these bikes can be configured as LAMS compliant.

Non-identical twinsThe easiest way to tell them apart is from the colour scheme. The Strada is black with red and white trim, while the Terra comes only in the traditional Husqvarna red and white.

Other differences include braking - the Strada has ABS as standard, great for sealed road safety. The other major difference is in the wheels and tyres. The Strada sports alloy wheels with a 19” 110/80 front and 17” 140/80 rear. The slightly higher Terra has wire spoked wheels (which I think look cool) with a 21” 90/90 front and 18” 140/80 rear.

This configuration difference is the most noticeable, the Terra also having much chunkier off-road styled rubber.

TERRA-IFFIC

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HUSQVARNA has recently launched two brand new models that are sure to shake up the Adventure bike market. The Strada is intended for on-road use with some off-road capability, while the Terra is the reverse of that. The reality is there is a lot of crossover capability in both. They are light weight, built well and stylish - plus they will go just about anywhere.

n TEST BY MATT O’CONNELL : PHOTOS BY IKAPTURE


MORE

The rideThe plan was to take both versions of the TR650 out on the back roads of the Gold Coast Hinterland, stopping over in a little town called Urbenville overnight.

I spent the first stint from the Gold Coast out to Rathdowney on the Strada, taking in some tight sealed sections. The road was fairly damp but the Strada was very easy to adapt to.

The bike felt well balanced with a good amount of power available and a low centre of gravity. Even at higher revs it didn’t sound like you were flogging the single cylinder too hard.

First impressions are totally positive although I will say that like most naked bikes, it isn’t so much fun sitting on highway speeds.

Let’s face it, with Adventure bikes the on-road capability is mainly to get you to the fun dirt tracks in some kind of comfort.

Even though the Strada is classified as a roadbike, you can almost call it an Adventure bike because it holds up so well in the dirt. You can easily switch off the ABS and without doubt, this bike has no trouble soaking up the bumps.

It’s no problem to sit on 100km/h plus easily and while the engine doesn’t have the pull of a 690R, it still has a fair amount of beans for a 650 single. The way Husqvarna has produced its ‘Red Head’ engine you end up with an extra 10hp or so over similar engines, and you can feel it. One thing I found is that both bikes work better the harder they are pushed. The engine feels like it performs best when it’s in the upper rev range and the Terra definitely felt better in corners when it was being pushed more.

I first switched to the Terra during one of the dirt sections. I am a novice off-road rider and the roads we were on would be classed as typical for Adventure

bikes. Nothing too technical but plenty of broken terrain and mixtures of surface. The Strada can handle these types of conditions no problem, but it is obvious the Terra can extend that bit further into the rough stuff. The lower ride height from the smaller diameter tyres (10mm doesn’t seem like much but you notice it immediately) and slightly softer suspension make it that much easier in the dirt. I guess it amounts to giving the rider a higher level of confidence - a better feel.

The front suspension on both models is non adjustable which could be a real problem if Husqvarna stuffed it up. Luckily for us, everything is set up well for the happy medium and I found the handling to be forgiving and compliant. Having said that, to me the Strada felt more flighty in the front at higher speeds, where the Terra was more planted.

This could be due to the stiffer suspension and alloy wheels - the trade-off being the Strada was much easier to tip into a corner. Much of a muchness really - two different bikes fitting two separate design briefs.

AccessoriseHusqvarna is obviously well aware Adventure riders are accessory magnets and there is plenty of love to go around in that department. Practical love mind you.

Plug and play heated hand grips are the thing that caught my eye, as well as a taller windshield and hand guards. Also available is an alarm, although the bike is fitted with an immobiliser as standard. There is factory hard luggage available and a soft rack bag. Given the practical design of the rear section, it looks as if there will only be a bolt-on plate required so you can fit your favourite soft luggage like the ‘Great Loop’ range.

While the standard fuel tank will have a range of around 400km, Safari are also said to have a long

range tank due to be released soon. Check the Husqvarna website for other kit as there is plenty available.

VerdictThe TR650 models put themselves right in the mix for their intended market, probably favouring progressive riders the most.

If you are feeling your way into road riding, the Strada gives ample performance especially when you push through the mid and upper rev range. A good bike to extend yourself on.

The same could be said for the Terra off road. It feels too heavy to handle trail work, but it is much lighter than your big Adventure bikes and much more forgiving.

For a novice in the dirt like me it is ideal and I am sure in skilled hands the Terra will carve up.

The Strada comes in slightly more expensive at $9,995, mostly due to the ABS fitted as standard equipment. The Terra is slightly cheaper at $8,995.

Husqvarna also injects a big shot of confidence in the form a 24-month, unlimited kilometre warranty.

As to which bike to choose, it really comes down to the surface you will spend most of your time on. If I was forced to choose I would prefer the Terra. There are no tricks to these bikes, they do everything the design brief says it will - and they do it very well.

From Husqvarna’s point of view, the big key here is versatility and value for money. You really get the feeling everything is very deliberate in the design and a lot of thought has been put into the construction.

The BMW influence is obvious and welcome - now it is time for riders to reap the rewards. n



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CYCLE TORQUE MAY 2013 - 41CYCLE TORQUE MAY 2013 - 41

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Both models share the same 14 litre fuel tank.

S P E C I F I C AT I O N S : 2013 HUSQVARNA TR 650 TERRA (STRADA)

Engine Type: Liquid-cooled single Capacity: 652cc Transmission: 5-speed & chain drive Fuel Capacity: 14 litres Frame Type: Tubular steel Seat Height: 860mm Wet Weight: 183kg (186kg) Front Suspension: 48mm USD Sachs Rear Suspension: Adjustable Sachs

monoshock Brakes: Brembo single 300mm front

disc, single caliper rear Tyres: 90/90-21, 140/80-18 (110/80-19,

140/80-17) Price (RRP): $8,995 + ORC (9,995)


Twin mufflers look the part and hide the catalytic converters.

Essentially the same engine is found in BMW’s GS 650 Sertao.


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HUSQVARNA TR650 Terra and

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KTM 500 EXC & 350 EXC-F

SIZE MATTERS



Yes, size may matter but it’s not always about bigger being better.

MORE


The SpecsAside from engines, most of the bikes throughout the EXC range share many of the same features, and the 350 and 500 are no exception to the rule. Each bike boasts a very similar steel frame, with each one tailored to suit its engine size and mounting design. On both models, the WP PDS rear shock system mounts off the rear of the chassis, connecting the shock directly to the cast aluminium swingarm. Behind that the aluminium subframe holds together the rear end of the bike. Meanwhile upfront, a set of 48mm WP USD forks bolt nicely into the CNC machined triple clamps.

Brembo brakes grace the front and rear end of both bikes, with the 260mm front disc and 220mm rear disc providing class leading performance. CNC machined hubs are laced up to Excel rims which really add a nice touch.

Aluminium oversize handlebars are standard equipment, and do a mighty fine job of setting up a very comfortable cockpit for the rider. The rest of the controls are as we have come to expect from the Austrian giant, finished off very well and an easy set up to get used to. The digital speedo and ‘dash’ panel is tucked away in behind the front headlight, a small and sleek set up.

Engines:The big bore 500 is the king of the EXC range, it’s a 510cc SOHC water cooled engine design featuring a complete Keihin EFI management system. The Keihin Fuel Injection system is both comprehensive yet simplistic to provide unbelievable performance in the bush. Inside a bit further you’ll find titanium intake valves and steel exhaust valves actuated by the single cam design. Also a major feature in the KTM engines is the Pankl connecting rod, it is technology that been brought across from our motorsport friends in the F1 world and

offers both increased performance and durability.

The 500 may very well be King Kong of the EXC range, but smack bang in the middle of the off-road line-up is the 350cc four stroke. The 350 boasts a DOHC engine which is a completely different design from its bigger brothers the 450 and 500. It’s a purpose built motor which revs much harder and faster than its big bore counterparts. It also maintains the Keihin EFI system found on the 500, with modifications to suit the much different style of power that the 350 puts out.

The 500 and 350 share some technology however with the DDS Clutch system being found on both bikes. It’s a diaphragm single spring outer, combined with a steel basket which allows the primary gear to be a part of the one piece design clutch basket. Some may be worried by the sounds of this, however it truly is a genius set up. The steel design allows the basket to be much stronger

FOR many riders the decision to go big bore or small capacity isn’t an easy one. KTM has a model to suit just

about every rider, with the big banger 500 EXC an absolute powerhouse, and the 350 EXC-F a bike perfectly suited to

more challenging terrain. They might look similar but are quite different in their approach to off-road fun.

testCYCLE TORQUE

KTM 500 EXC & 350 EXC-F SIZE MATTERS

n TEST BY TODD REED : PHOTOS BY CHRIS PICKETT

n RIDING GEAR: SHOE HELMETS, SHIFT APPAREL, ALPINESTARS BOOTS


MORE

than any aluminium basket will ever be. Also, the extra weight generated by the steel basket is counteracted by the design of a lighter flywheel. Both bikes also share the electric start system, which is backed up by the manual kick starter option on each model.

On The TrackFirst up, we jumped in the deep end and tackled the big 500. Conditions were a bit slippery first off, but the big bore KTM quickly blew the slops off the top of the track. The 500 tractors around with very little effort from the rider. It’s got plenty of power down low and stays very strong up through the middle of the power. The 500 doesn’t rev particularly hard, but still has strong top end horsepower and won’t leave anyone disappointed on long straights where it just seems to keep on pulling.

You also learn to be gentle with the power on the big bore KTM, there’s a lot of power under the hood, in the wrong conditions it can be very taxing on the rider if they are not careful. A rider that is happy to just cruise along and keep on motoring away will love the way this bike goes about its business.

The suspension on the 500 feels great in standard trim. We set the rider sag in the rear end at 102mm and never looked at changing away from that setting all day. Perhaps with some more time on the bike and a few more different track and trails we might think about fiddling some more, but overall we were very comfortable and impressed with the settings right out of the crate.

On the single trail the 350 is quite a light and nimble machine. It allows the rider to move

around the bike a bit easier and when the conditions were a bit wet and nasty we found the 350 was a very controllable machine. It’s a fast revving engine that requires the rider to keep it in the meat of the power more so than on a big bore. But there is still a nice amount of power off the crack of the throttle, and it really sings through the middle and further up towards the higher RPMs. For an aggressive rider that enjoys tight bush and single trail this really is one of the best bikes on the market.

Once again the handling and suspension on the KTM is great, we never looked to change the standard settings much and always felt comfortable hitting ruts, logs, water crossings and so on. The suspension was plush over the small bumps yet still remained stiff enough to survive the big blows.

Final WordEach bike has its place in the market and it’s really hard to fault either one of these great motorcycles. If you’re a big bloke that’s into fire trails and open bush, and find yourself giving things a squirt up the tarmac every once in a while then the 500 is right up your alley. If you’re always heading up the single trail and coming up against some snotty conditions the 350 is perfect, it’s lighter and easier to handle yet still has more than enough poke to go fast.

The prices don’t differ that much between the two bikes, with the 500 $12,495 + ORC and the 350 $11,995 + ORC. The choice really then comes down to the type of rider you are and the type of riding you do. n



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KTM 500 EXC & 350 EXC-F

CYCLE TORQUE MAY 2013 - 49CYCLE TORQUE MAY 2013 - 49

350 engine is quite different to 500. 500cc single has no shortage of power.

KTM uses a similar brake/wheel package across a range of models.

WP PDS shock is fully adjustable.

Brembo brakes front and rear.

S P E C I F I C AT I O N S : 2013 KTM 500 EXC (350 EXC-F)

Engine Type: Liquid-cooled single Capacity: 510cc (350cc) Transmission: 6-speed & chain drive Fuel Capacity: 9.5 litres Frame Type: Chromoloy steel Seat Height: 970mm Dry Weight: 111kg (107kg) Front Suspension: Adjustable USD

WP Rear Suspension: Adjustable WP PDS

monoshock Brakes: Single 260mm front disc,

single caliper rear Tyres: 90/90-21, 140/80-18 Price (RRP): $12,495 + ORC ($11,995)



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2013 YAMAHA FJR1300A

Rapid Transit



One of the sportiest sports tourers on the market, the Yamaha FJR1300 continues

to impress.MORE


In the showroomMost of the underpinnings of the FJR, by that I mean the engine, shaft drive, frame and wheels are the same as the 2012 model, but there’s quite a few changes in the styling department. Basically styling wise the only items held over from the previous model are the panniers, rear and tank. Everything forward of that has been tweaked. The electric screen has a new shape, and sitting underneath it is an air duct to get cool air to the rider, but also to reduce buffeting. When you push the go button of the screen it goes up twice as quick as the previous model, and stays where you last left it when the ignition is turned off.

The fairing also has a manually adjustable air duct which allows you to get the warm air from the engine either wafting up to you in winter or exiting stage left or right in summer.

Up front the headlights have a funky new shape and LED running lights, while the new blinkers are LED too.

Engine changes for 2013 include a traction control system; 2-position power mode; redesigned throttle bodies; direct plated cylinders which do away with liners, making the engine lighter; cruise control; exhaust system. The FJR’s engine has always been a strong point of the bike and it’s no different now. Power is designed to be strong pretty much everywhere.

ABS comes standard, and the linked braking system allows you to gently apply the rear brake without activating the front calipers. If you need to get on the rear brake harder then the front two chime in as well.

Yamaha has played with the suspension as well, with the 48mm forks receiving new internals which include a different spring rate for smoother operation. You can play with preload, rebound and compression damping. The rear shock has only two preload settings,

and has rebound adjustment only.

It seems getting the big FJR onto the centrestand was an issue for some riders so the basic design has had some adjustments, resulting in a 30 per cent easier effort to get the bike onto the centrestand.

A number of accessories are available, from removable inner pannier bags which allow you to leave the main panniers on at overnight stops, also Akrapovic sports mufflers which no doubt look and sound horn. Really, everything is covered, whether it’s for bling, comfort, or crash protection.

Ready to ride with a full tank of fuel the FJR weighs 289 kilos, not light, but then not heavy when compared to many of its competitors either. The 25 litre tank will let you cover over 400 kilometres pretty easily, unless you are treating it like a race bike. It will only come into Australia in one colour, and that is ‘Frosted Blade’, or silver to most of us.

YAMAHA has given the FJR1300 minimal updates since it was first released around a decade ago. It’s always been a fantastic sports touring machine, and while the current 2013 update is more about the look than engineering, it’s still a road burner par excellence.

n TEST BY CHRIS PICKETT : PHOTOS BY LOU MARTIN

n RIDING GEAR: SHARK HELMET, FOX JACKET, GLOVES BY FIVE GLOVES, HORNEE JEANS, DRIRIDER BOOTS.

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2013 YAMAHA FJR1300A Rapid

Transit


and has rebound adjustment only.

It seems getting the big FJR onto the centrestand was an issue for some riders so the basic design has had some adjustments, resulting in a 30 per cent easier effort to get the bike onto the centrestand.

A number of accessories are available, from removable inner pannier bags which allow you to leave the main panniers on at overnight stops, also Akrapovic sports mufflers which no doubt look and sound horn. Really, everything is covered, whether it’s for bling, comfort, or crash protection.

Ready to ride with a full tank of fuel the FJR weighs 289 kilos, not light, but then not heavy when compared to many of its competitors either. The 25 litre tank will let you cover over 400 kilometres pretty easily, unless you are treating it like a race bike. It will only come into Australia in one colour, and that is ‘Frosted Blade’, or silver to most of us.

It gets the typical two-year parts and labour, unlimited kilometre warranty.

If this particular model doesn’t suit for whatever reason, but you still want an FJR1300 you should check out the FJR1300A Touring Edition which is a Police Spec 2012 model. You can get it in either single or dual seat configuration, and it comes with a taller screen, taller handlebars, footguards and an exhaust heat shield. They are both cheaper than the 2013 model, with the single seat model coming in at $22,999 and the dual seat version at $23,990 + ORC. It does look quite fetching in its white livery.

On the roadYamaha says it has the best power to weight ratio of its class, and I won’t argue that. The fuel injected four cylinder engine in the FJR is an absolute beauty. Outright power is very good, and so is the torque. Having said that the engine does like revs to be at its best. When the revs hit 5000 things start to happen quite quickly. Top speed is 250 km/h, most likely more if you are lighter than me.

The suspension is basic when compared to others in the class with electronic suspension adjustment. Yamaha does make such a machine which also comes with the clutchless gear shift. But this model won’t be imported into Australia due to the extra cost which Yamaha believes would not be justified by the vast majority of FJR buyers. It was funny then that one FJR lover saw the bikes in the main street of Braidwood, tracked us down while we were enjoying a cool drink and promptly said he wanted to buy one with the clutchless set up.

The 2013 FJR1300 is $24,999 which is a very similar price to the new Triumph Trophy SE, with electronic suspension so I wonder if sales will be affected. On the FJR the rear shock has two preload settings, hard or soft. Soft is about the same as hard on the previous FJR. There is also rebound adjustment which can be changed by hand with no tools required.

On the forks you can adjust the preload, and damping is done separately, rebound on one fork and compression on the other. I never put it on hard on the rear, and I softened the fork preload by one full line which made the bike turn better, getting more weight over the front under brakes.

Overall the suspension worked a treat and I had no complaints. Road conditions were good to average so I think Yamaha has done a good job here.

It’s still a big bike and you need to muscle it into turns when you are punting quickly, which this bike is more than capable of.

I really liked the riding position but I think some riders will prefer the electric screen to be able to go higher than it does. This is in part due to the seat height which is taller than I expected. There’s two seat positions. It’s also a pretty sporty riding possie for a bike like this. If you put the screen down all the way the bike feels much smaller than it is.

I sampled both power delivery modes and would only bother with the lower power mode if it was raining, as the power from the 1300cc engine is very smooth anyway.

VerdictYou can ride this bike very quickly, and if there were no speed limits you could cut down interstate travel times markedly. This comes down to how easy the bike is to ride fast on the open road. Cruising at 160 km/h will hold no issues for this bike. Sure, there are lots of bikes which can do this but not many bikes let you do it all day. The FJR1300A does, if the road conditions allow it.

I’d like to ride the electronic suspension version of the FJR to see how it compares with the ‘normal’ suspension model we will get in Australia, but it would want to be good to be substantially better than what we get.

Great bike, I think they will sell well. nMORE


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The FJR’s cruise control buttons sit on the left handlebar, making it easier to control.

Handlebar position is sportier than most touring machines.

Power screen works well and screen shape keeps buffeting to a minimum.

FJR four cylinder engine is a big smoothy. This shot shows how the gearbox sits above and behind the crankshaft.

Panniers have been carried over from previous model.

CYCLE TORQUE MAY 2013 - 57S P E C I F I C AT I O N S : 2013 YAMAHA FJR1300A

Engine Type: Liquid-cooled inline 4 Capacity: 1298cc Transmission: 5-speed and shaft drive Fuel Capacity: 25 litres Frame Type: Diamond shaped alloy Seat Height: 805mm Wet Weight: 289kg Front Suspension: Adjustable

telescopic Rear Suspension: Adjustable

monoshock Brakes: Dual 320mm discs with

4-piston calipers, single caliper rear Tyres: 120/70-17, 180/55-17 Price (RRP): $24,999 + ORC

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FEATURE


CAMBODIA MORE


Part2


In the Mountains A group of local ladies cook up the best feed. I am really enjoying the tucker, nice spicy sauces. Yes we have plenty of rice and other assorted stir fry dishes, but the flavour is fantastic. I was fairly on the tooth all trip and did not get any stomach problems. Just stick to the bottled water and avoid eating tucker such as salads that have not been cooked.

Whilst having a quiet beer, I noticed a scooter stop out the front on the dirt street. It was dark, but I noticed the very pregnant pillion get off the bike and seek out a drink for dad and a small child still sitting on the bike. They drink and then ride off. This is typical of the Khmer people being happy and just going about their business. My kids would be complaining that the DVD player is not working. Earlier I saw a pregnant lady climb off the back of a bike carrying a 20 litre Jerry can full of fuel. Tough.

Righto let’s get into the biggest day of challenging single track, more shonky bridge crossings, combined with extremely steep rock climbs. Well, how good was it, fantastic. Talk about having a crack through the

jungle. Humidity was almost unbearable.

Everybody had their moments, but I’ll stick to just sledging MM and PM for the moment. MM manages to drop his rear wheel off a bamboo bridge and if it wasn’t for Yours Truly, Wheelie and others, he would have dropped a metre or two into a creek. PM helps by switching on his Replay helmet cam. The Karma gets PM though: his rear wheel drops off a bridge soon after. He’s saved by the others.

How about Massage Matty? He had limited dirt riding experience and he had taken a bit of a caning, but

then again so had Panda, our corner man. Anyway MM discovered Red Bull on this trip and so he now had three loves, bikes, massage and The Bull. Oh and of course his lovely wife. Another decent hit out after lunch before we stopped in a village for some arvo smoko. You should have seen all the children come out to meet us. Wheelie had given us a heap of toothbrushes to give out to the children. That’s right, they have no toothbrushes. What a great initiative. Jason is very involved in Children’s charity work in Cambodia.

TouringCYCLE TORQUE

FEATURE

Cycle Torque Rides CAMBODIA Part2

We rejoin the story with Tony getting stuck into the tucker in the mountains of Cambodia…


The wedding After conquering the previous day, I was feeling pretty well on my game. But, then came Friday and we were told we were in for about 300km of dirt. Now 300km on an XR250 is not easy, no matter where you ride the thing. Let me tell you, this day was going to hurt all of us. Keg, WAM and Novice Scotty were all up today with the rest of us. There was no alternative route. The gravel ride over the Cardamon Mountains was not too bad a start to the day. Steep as hell though, which resulted in my XR running like an old bull, due to the altitude. Like many areas we had seen, Cambodia is developing. And this means vast amounts of natural jungle is being mowed down.

The afternoon session saw us enter another village, but as I approached there were several colourful tents up and there were literally hundreds of people dressed up in their Sunday best. What the hell is going on here? Middle of nowhere, Friday arvo, interesting I thought. There is an entry point and we are all welcomed off our bikes and guided through. They give us a gift lolly treat as we enter. Sit down, beer is put in my hand and food put on the table.

Wow, this is great. How hospitable are these people? Yes, you may have guessed, we had stumbled into a wedding. Food and beer on board, we decide to make

a contribution to the happy couple’s slush fund. How would Australians treat a group of filthy Cambodian motorcyclists if they wandered into a Sydney wedding? We quickly came up with a wedding present and went on our way. It was truly a lovely experience.

We move on from the wedding feeling fresh, however the afternoon shift was going to turn into Man v. Trail. Basically we rode through an area which consisted of huge washouts and whoops, but this went on for several hours. Throw in some sand and fading light and things suddenly became a little more challenging. You could be just cruising along with reasonable vision when suddenly one of these washouts appeared. But they were deep, so if you were caught it was going to bite. The whole area, which wound its way around the base of a mountain range, goes under during wet season.

Continued on next page MORE


We pushed on and pulled up at the ever reliable orange roadside drink stop. No cold beer. You see I was currently riding with Keg and WAM. So Leng performed a wonderful piece of magic. He obtains a big block of ice and then spends the next 10 minutes with a can of beer in each hand, continually rolling the cans over the ice. The result is a reasonably cold beer, which by this time of the day was very much deserved.

We finally hit the black stuff as we approach the city of Battambang and what better way to finish off 300km in the dirt, than with a frantic bit of night riding. Yes Friday night in city traffic with 10 XRs. Great stuff. PM had to take to the dirt shoulder when a two-up scooter simply pulled across in front of him: the rider didn’t see him. “I had to go around or I would have gone through,” PM said later. “I’m just glad no-one was walking along the edge of the road just there…” We made it to our hotel but our support vehicle was still some way behind. So straight down to the pool,…

Onto Siem Reap Motorbikes here are the sole mode of transport for many people , they just get everything done on their bike, no matter what the load. How about a motorbike with a trailer holding six full size pigs already cooked. They were obviously heading for one of the many parties that evening, for it was Chinese New year. So we are powering along the black stuff before we pull into a servo for some fuel and a drink. I am keen for a choc hit, but the best I can find is a whole packet of cakes. Now all I will say is, I thought I could simply purchase one of the cakes. When I reached the register I was told I would have to buy the whole tray of 24 cakes. The cost was $2.50US, so all good. I cable tied them around the handlebars and for the rest of the ride I would cruise up alongside various bikes or vehicles and offered the cakes to the kids. You should have seen their faces. They put their hands together and bow, thanking me.

As I dismount my bike for the last time, I think about the ground covered over the last week. The people, places and the sheer challenge of the ride itself can only be described as fantastic. All the fellas have formed a close bond and it will be weird not to get up and go riding tomorrow.

Angkor Wat & Surrounds The Angkor area has around 500 temples, primarily built by Kings in ninth to 14th centuries, but the World Heritage Listed #1 tourist attraction is the Angkor Wat temple. You have to see it to believe it. Briefly it was constructed over a period of 37 years between 1113AD and 1150AD.

Angkor Wat has a full water moat surrounding it which is approximately 5.6km and it would be an easy 50 metres plus across. All this dug out by hand. It truly is unbelievable. You may have seen pictures of Angkor Wat at sunrise. The sun comes up from behind and the temple is reflected in the moat. It truly is something worth seeing. We also visited the Ta Prohm temple,, which has been eaten up by the jungle vines. In more recent times this location was used in the filming of “Tomb Raider”. But what happened back in the 14th century? Well some say big storms broke the Angkor reign, however it was the invasion of the Siam (Thai) people who drove the Khmer people out. So there is a period of 300-400 years where the temples were basically left, many unattended and generally not maintained. It was not until the 1850’s when the French arrived, that the magnificent Angkor area was put back on the World Map. Angkor Wat was able to escape deteriorating like many of the other temples, due to it having the moat which stopped the marching jungle.

TouringCYCLE TORQUE

FEATURE

Continued from previous pageWATCH

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Vietnam and Cambodian Motorbike ToursI spoke with Jason Thatcher at length about his Vietnam Motorbike tours and the Cambodian operation. Basically he can accommodate and plan whatever sort of motorbike tour you would like to do. Cycle Torque had a ball last year in Vietnam and this trip for me has reached greater heights. Jason mentions to me, that later this year he has an all female group riding motorbikes around Vietnam.

We discuss his involvement with the Cambodia Children`s Fund over a period of 4-5 years. More recently he has been involved with SISHA, South East Asia Investigations Into Social And Humanitarian Activities. In short, human trafficking. Yes there are many problems in this third world country. The people appear to have very little, but we were always greeted with a smile and a wave. I certainly return to Australia knowing that I am a lucky man, but I think I will appreciate everything much more. It is a credit to Thatcher, an Australian businessman working in Cambodia, who devotes so much of his time and money to help the Khmer people. n

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CYCLE TORQUE MAY 2013 - 66TouringCYCLE TORQUE

FEATURE

Cycle Torque Rides CAMBODIA

CYCLE TORQUE MAY 2013 - 67MARKET TORQUE

NOISEGUARD MOTOA Custom Moulded Noise Plug and Music Listening Interface all Built into One. Designed by Motorcyclists, for Motorcyclists.

Wax Cap for EffortlessCleaning and Maintenance

Optional dual canal featuringnon-linear filter for varied sound attenuation

Pro Musicians audio driver fully incorporated into custom mould

Fully compatible with Jabra BT 3030 bluetooth device

Receive and re dial phone calls

Adjust volume, skip, play and pause music straight from the device

Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

• Acts as high quality custom noise plug when not connected to a music source

• Up to Class 5 or 34 dB(A) attenuation (Deep impression, full concha)

• Professional single audio driver (L&R) Effectively a musicians In-Ear-Monitor

• No hollow tubing

• Tangle free, high quality, thick coiled conductive wiring for flexibility and rider/racer comfort

• Moulds available in a range of colours (Blue, red, glittered)

• Deep basses, clear mid tones and crystal clear high tones

• Detachable at "Y" for desired length

• Standard 3.5mm headphone jack

• Perfect for plane, train etc....Simply plug into your iPOD and eliminate background noise

• Enjoy professional quality audio free from background interference.

• Lab manufactured, hypo-allergenic soft silicone custom moulds

• The only custom moulded noise plugs/monitor headphone set to feature a canal wax cap for effortless maintenance

An Impression of your ears is required. Turnaround approx. 1 week. Cost: $435.00 Includes L&R custom NoiseGuard Moto with extension (Not pictured), cleaning and maintenance tools, 6 wax caps, instruction manual and semi-soft carry pouch.Contact: [email protected] or Call Hearlink on 1300 HEARING www.noiseguard.com.au

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NOISEGUARD MOTOA Custom Moulded Noise Plug and Music Listening Interface all Built into One. Designed by Motorcyclists, for Motorcyclists.

Wax Cap for EffortlessCleaning and Maintenance

Optional dual canal featuringnon-linear filter for varied sound attenuation

Pro Musicians audio driver fully incorporated into custom mould

Fully compatible with Jabra BT 3030 bluetooth device

Receive and re dial phone calls

Adjust volume, skip, play and pause music straight from the device

Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

• Acts as high quality custom noise plug when not connected to a music source

• Up to Class 5 or 34 dB(A) attenuation (Deep impression, full concha)

• Professional single audio driver (L&R) Effectively a musicians In-Ear-Monitor

• No hollow tubing

• Tangle free, high quality, thick coiled conductive wiring for flexibility and rider/racer comfort

• Moulds available in a range of colours (Blue, red, glittered)

• Deep basses, clear mid tones and crystal clear high tones

• Detachable at "Y" for desired length

• Standard 3.5mm headphone jack

• Perfect for plane, train etc....Simply plug into your iPOD and eliminate background noise

• Enjoy professional quality audio free from background interference.

• Lab manufactured, hypo-allergenic soft silicone custom moulds

• The only custom moulded noise plugs/monitor headphone set to feature a canal wax cap for effortless maintenance

An Impression of your ears is required. Turnaround approx. 1 week. Cost: $435.00 Includes L&R custom NoiseGuard Moto with extension (Not pictured), cleaning and maintenance tools, 6 wax caps, instruction manual and semi-soft carry pouch.Contact: [email protected] or Call Hearlink on 1300 HEARING www.noiseguard.com.au

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A Custom Moulded Noise Plug and Music Listening Interface all Built into One. Designed by Motorcyclists, for Motorcyclists.Call Hearlink on 1300 HEARINGwww.noiseguard.com.au

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● For all Road Riders, Track Riders, Cruiser Riders, & Dirt Riders.● All our lines are manufactured in Australia and comply with the Australian Standard ADR 42/04 SAA, SAE, BS, JIS, DIN, ISO, ECE, and FMVSS 106 Approvals and are labeled accordingly.● Covered With A Life Time Warranty● From $69.95 per line Delivered

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Order online or call directPh: 07 3869 3016

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WE HAVE A LINE TO SUIT ANY CORNER

WHAT’S STOPPING YOU!

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Going Somewhere?Visit Andy Strapz first.

THE EVOLUTION OF THE TRAILERSTEP 1 WHEEL OUT

STEP 2 UNFOLD

STEP 3 STRAP ON

TO FIND YOUR NEAREST RETAILER GO TO OUR WEBSITE OR CONTACT US DIRECT: www.foldingmt.com or call 08 9468 0315

[email protected]

®

The world’s only TRUE folding trailer.

Link straight to your website from your advertisement in the Cycle Torque iPad edition.

Click here to email Dennis Penzo for more information.

LINK TO YOUR CUSTOMERS

Australian Motorcycle Tours & Rentals

Phone 1300 887 327


www.noiseguard.com.au

www.kriega.com.au

www.trialsexperience.com.au

www.airhawkguy.com.au

www.helperformance.com.au

www.andystrapz.com

www.foldingmt.com

[email protected]

www.compassexpeditions.com


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To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au

1. Bitch’n Bitumen – $39.95This - the ultimate riders/drivers guide book, provides 224 pages of the best roads in Tas, Vic, ACT, NSW, and QLD, including 34 maps covering loads of day rides, overnight trips and awesome week-long tours, and much more.

2. How your motorcycle works – $19.99The modern motorcycle is a fascinating and complex piece of machinery, easily as complex and diverse as the modern car. With clear, jargon-free text, and detailed cutaway illustrations, this book explains exactly how the modern bike works.

3. How to Ride Off-Road Motorcycles – $39.99Off-road riding is one of motorcycling’s most popular pursuits and also one of its best training grounds for improving street-riding skills. Off-road riding takes many forms, from motocross and enduro racing, to dual-sport day trips, to trail riding, to adventure tours. No matter the specific pursuit, all dirt riding (and much street riding) shares the same basic skill set. How to Ride Off-Road Motorcycles schools the reader in all the skills necessary to ride safely and quickly off-road.

4. Advanced custom motorcycle assembly – $44.95Today, every small town has a Chopper or Custom bike shop and every cable TV channel has a Biker Build-Off series. No longer content to build copies of stock motorcycles, today’s builder wants a motorcycle that’s longer, lower, and sexier than anything approved by a factory design team. Wolfgang Publications and Tim Remus were there at the very beginning of the trend with their Ultimate V-Twin Motorcycle book. Today they’re back with their new book, Advanced Custom Motorcycle Assembly & Fabrication. Part catalog, part service manual, and part inspiration, this new book offers help with planning the project, getting the right look and actually assembling that custom bike you’ve dreamed about for years. Three start-to-finish sequences show not just how the best bikes are bolted together, but how the unique one-off gas tanks are shaped and then covered with candy brandywine paint.

5. Billy Connolly’s Route 66 – $35.00Having always dreamed about taking a trip on the legendary Route 66, Billy Connolly is finally heading off on the ride of a lifetime. Travelling all 2,488 miles of this epic road, known as ‘The Main Street of America’, the Big Yin will share the

experiences of the countless travellers who have taken the journey before him. The tales he’ll gather on the way, from the skyscrapers of Chicago through the Wild West badlands of Oklahoma and Texas, and on to the beaches of the Pacific coast, will tell the story of modern America. And they might just inspire a few readers to get on their bikes as well.

6. Essential Guide to Motorcycle Travel – $55.00This book is written to help motorcyclists prepare themselves and their motorcycle for traveling long distances over extended periods. Whether you are getting ready for a weekend trip beyond your home turf, or for a transcontinental odyssey lasting several years, Coyner’s book details the fundamentals for riding in comfort, safety, and convenience.

7. Ducati 750ss – $79.99Although manufactured for only one year, 1974, the Ducati 750 Super Sport was immediately touted as a future classic. It was a pioneer motorcycle - expensive and rare, and produced by Ducati’s race department to celebrate victory in the 1972 Imola 200 Formula 750 race. Owing to its uniqueness and rarity, the 750 SS has become extremely expensive and desirable, fetching prices beyond the most expensive contemporary Ducati; for Ducatisti, it is the Holy Grail.

8. 2010 Ducati MotoGP& Superbike – $59.99Through words and images we can relive the most exciting moments of the year, the 2007 World Champion Casey Stoner and Noriuki Haga and Michel Fabrizio in the Superbike championship. This emotional year is presented in a collectors edition which symbolises all the prestige of a marque that has written and continues to write some of the most exciting chapters in the history of world motorcycle racing.

9. Ducati Monster Bible – $59.99When Ducati unleashed Galluzzi’s Monster at the Cologne Show at the end of 1992, few expected it to become Ducati’s most successful model. Dramatically styled, minimalist in stature, yet bristling with innovative engineering, the 900 Monster created a new niche market. A multi-faceted machine, the Monster bridged the gap between racetrack oriented sports bikes and cruisers.


CYCLE TORQUE MAY 2013 - 70IBIKE STUFF

1 BELL - NOT RETRO, JUST ORIGINAL

ICONIC helmet marque Bell is back in action with a great selection of open face helmets in the Custom 500 range. Custom fibreglass shell with a custom quilted liner for a comfy snug fit. There are integrated snaps and a padded chin strap. We’ve got the chrome trim model which looks cool.PRICE: Solid is $129.95, flake is $139.95, graphic is $129.95AVAILABLE FROM: Leading motorcycle shops.MORE INFO: www.cycletorque.com.au/more


2 LIKE AN ARROWARROW now has header pipes to suit 2012-2103 Yamaha R6 models. These pipes are designed to be used in conjunction with the already available slip on Arrow mufflers for the R6. Alongside the new header pipes Arrow has released a full competition system, for those racing an R6. This exhaust is based on the system currently being used by Vladimir Leonov and Sam Lowes of the Yakhnich Motorsports Team.Part numbers and descriptions for the YZF-R6 header-pipes and the full systems are:82-714-73MI - Racing header-pipes, 4:2:1, Stainless Steel for Arrow silencers. 82-711-15CKZ - Competition full Titanium system, carbon end cap.82-711-14CKZ - Competition full system, Stainless Steel header-pipes, carbon end cap.PRICE: From $349AVAILABLE FROM: Good bike shopsMORE INFO: www.cycletorque.com.au/more



3 STREET SMART

BERIK’S Street jacket comes with all the usual top shelf features you expect in a Berik product. For safety, CE armour is fitted, along with Magnesium external protectors on the shoulder areas. It has the aerodynamic hump to help protect your neck and spine, and the leather is peforated to help keep you cool in summer.It also has a padded liner for when the wind chill factor is down low.PRICE: $499.95AVAILABLE FROM: Good bike shopsMORE INFO: www.cycletorque.com.au/more


4 MIGHTY THOR

THOR’S S12 Ratchet boot is a perfect example of the quality THOR produces. It has a closure system that provides a secure and precise fit, with the ratchet system working by simply sliding the respective strap into the buckle and adjusting the strap tension with the alloy lever. It’s easy to find the perfect fit one click at a time.Yes it’s built tough but it’s also comfortable to wear while riding the bike, with the bio-foam lined interior and insole providing superb comfort and cushioning that will mould to your feet and ankles quickly. It is available in Black or White and comes in sizes 7-15.PRICE: $249.95AVAILABLE FROM: Good bike shopsMORE INFO: www.cycletorque.com.au/more


CYCLE TORQUE MAY 2013 - 74USED & REVIEWED CAMIBODIA1 REPLAY THE RIDE

DESPITE being built from anodised aluminium, the Replay XD1080 is still a tiny action camera, if not the smallest and lightest on the market it must be close. It’s shape, too, is awesome for many applications, being a narrow cylinder which, if out in the breeze on a helmet, doesn’t create much drag.It’s also weatherproof out of the box with double O-ring seals and replaceable lens cover. The images produced by the Replay are a little different from most action cams, too: it’s not as wide-angle (135 degrees rather 170), which means you don’t get the ‘fish-eye’ effect nearly as much, and other bikes in the shot are larger in the picture.I found the Replay works best on a helmet, either using the stick-on mounts or the Goggle strap. The camera has some neat alignment tools to ensure it’s horizontal and pointing in the right direction, but it’s best if you get a mate to check the alignment, and have a look in a mirror to ensure the horizontal line is set right.Operation is simple. The Replay XD vibrates three times when powered up (using the front button), does the same when recording is started (back button) and once respectively when pausing recording or switching off.Settings are controlled under the rear cap, which is also where the microSD card is loaded and accessories plugged in. Here you can set 1080 or 720p, 30/60fps… and of you don’t know what those things mean just leave it on the default settings and the video will look just fine.Like most action camera, I was disappointed in the audio. The onboard microphone catches the wind badly, but using the supplied stick-on covers (designed to alleviate the problem) reduces the volume too much. Better to use an accessory microphone, but you’ll need an optional adaptor which screws into the back of the unit. However, it has been pointed out to us that Mic gain can be increased in the advanced file settings.Also available and very handy is the long-life battery – the Replay XD has a non-removable internal battery which is good for a couple of hours - for longer rides tuck the battery into a pocket and route the cable up to the back of the camera. The battery cable also has a plug for a standard microphone, which could also be left in a pocket, or maybe inside you helmet for your own personal running commentary (I haven’t tried this yet, but hope to soon).For the more geeky out there, you can easily modify some of the internal settings via a file on the microSD card: custom file naming, auto start/stop, power down delay and more. The Replay XD1080 survived my week in Cambodia without any problems, and I barely noticed it’s presence on the side of my helmet. I did lose one of the rubber button covers, but I think that was as it was being scraped along a tree…The Replay XD1080 is really the basis of an Action Camera System – replay has built a real infrastructure of mounts and accessories which can really extend what you’ll get out of the cameras if you put the time and effort in to capture great images. Out of the box the replay works well – adding accessories can lift it to being not just good, but great. As we went to press we discovered the new Deep Dive Case for depths to 60m should be available by the time you read this. P R I C E : $339AV A I L A B L E F R O M : Selected stockistsM O R E I N F O : www.cycletorque.com.au/more

2 ADVENTUROUS STARSALPINESTARS’ Toucan Adventure boots might look a bit like their motocross cousins, but there are many significant differences which makes the Toucans a much better choice for many riders.They are a lot more comfortable, for a start – they don’t have the stiffness of a motocross boot, which means your feet will feel a lot fresher at the end of the day. They are also a lot better off the bike - the sole is a design which is OK to walk around in, and there’s a Gore-Tex membrane to keep the water out while letting the boot ‘breathe’, so it won’t feel so sweaty.The basic design and construction is taken from the motocross world, so it uses buckles and velcro for fastening, plastic plates for protection, suede calf section for grip on the bike while standing and there’s even a lateral side vent to improve comfort.I spent a week wearing the Toucans riding through Cambodia, and while I found them a bit more comfortable at the end of the trip, after they’d bedded in, they were OK straight out of the box. They were waterproof through many creek crossings and, offered good protection in the rough & tumble of adventure touring and still look great even after the trip.One place where I did feel the compromise was in the sole stiffness, where the narrow pegs of the XR250 I was riding was felt through the boot, making the last bit of the day standing up a bit tiring.That’s a compromise I’m willing to take though, for increasing that stiffness requires more weight and less comfort walking due to a stiffer steel plate.The combination of protection, waterproofing, comfort and versatility makes the Toucan boots an awesome package.P R I C E : $499.95AV A I L A B L E F R O M : Leading bike shopsM O R E I N F O : www.cycletorque.com.au/more

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CYCLE TORQUE MAY 2013 - 75USED & REVIEWED CAMIBODIA

3 FULLY WAISTEDYOUR hips are better at carrying weight than your back is, which is why almost all top dirt bike riders carry their tools and spares in a bum or waist pack rather than in a backpack – and Kreiga’s R8 is the best I’ve ever used.The main bag (6L capacity) is integrated into the belt and is supplied with a tool roll, has a number of pockets for small items and the main section to hold tools and spares. Then there’s the side pod (2L), which is actually removable from the belt, but is the big feature which made the Kriega a godsend for me during the Cambodian tour – it’s fully waterproof and large enough to hold nearly any camera short of a DSLR.This meant I could stop, shoot and get going again without even removing my gloves or getting off the bike and being waterproof it kept out the creek crossings and dust.More important in a motorcycle waistbag is its fit, for it moves around when you don’t want it to it’s not just inconvenient, it can be downright dangerous. Kriega addresses these issues by fitting an alloy buckle to get the fit right, a loop to hold when adjusting the fit and spots to tuck away loose straps. The R8 never got in my way.This was a fantastic product during the Cambodian Tour: indeed, tour leader Jason Thatcher has one over four years old.P R I C E : $125AV A I L A B L E F R O M : Selected stockistsM O R E I N F O : www.cycletorque.com.au/more

5 TALK ME UPMOTORCYCLING often results in spending a lot of time with your mates, but not saying much, and never mind the mad misinterpreted hand signals. Modern communications can do away with these problems, and the Sena Bluetooth Motorcycle Intercom SMH10 I used in Cambodia is the best yet.Being able to simply press the big button on the side of the helmet unit and have ‘Carnage’ Penfold listening up was fantastic – convenient for swapping information about the ride, but I found it also added to what I got out of the ride when he’d come on, waxing lyrically about something he’d just seen, run over, avoided or accidentally swallowed. Actually, I could have done without the latter…The Sena units have a range of about 900 metres depending on conditions, can be configured with boom microphones for flip-top or open face helmets or small stick on mics for full-face lids. The base unit attaches to your helmet either with a clamp or via and adhesive pad and the speakers are either incorporated into soft pads which mount in your helmet via velcro or (with the optional clamp Kit) you can use your own headphones (I used my Earmold earplugs with built in speakers).We found fitting up a helmet only took 10 minutes or so, and nothing’s permanent, you can move your Sena to a new lid if you want to.Once you’ve got your helmets configured, you pair up up to four Sena units and everyone can communicate. From there you can add add your Smartphone via Bluetooth or use the MP3 plug for music etc directly from an iPod. You can also add Bluetooth GPS, so verbal instructions are heard inside your helmet.Powering the unit is an internal battery which is good for around 12 hours of talk time - recharge via USB and you can use and charge at the same time.Everything’s water resistant (I’d remove the main unit and stop using it in really heavy downpours) and it comes with a two-year warranty.Controlling the unit is two buttons and the Jog Dial. Everything’s pretty easy once you get the idea of how it works, with voice prompts through the speakers helping out.The Sena system offers lots of different models of intercom, from a low-profile model for sportsbike riders to inexpensive units reduced features compared to the $209 (single unit) or $399 (double pack) SMH10 Cycle Torque tested. With the accessories we used, the cost goes up further, so I’d recommend you have a chat to the people at Sena before you order, so you get what you really need.Being able to talk to your riding buddies makes you feel like you’re part of the future, and catching a few tunes through the same system can make a dreary ride a lot easier to digest, while pillion passengers simply love pointing out to riders what they’re seeing and how they’re feeling.P R I C E : SMH10 $209 (single), $399 (double pack)AV A I L A B L E F R O M : Selected stockistsM O R E I N F O : www.cycletorque.com.au/more

4 ADVENTURE LIDAN ADVENTURE trip wouldn’t be complete without stretches of bitumen, lots of dirt and some challenging riding - we got all that in Cambodia, in spades. I’d gone there with a new helmet, an LS2 MX453 adventure helmet.It looks the part with the extended MX-style chin piece and fully ventilation and large peak, but the road duties are looked after with a full visor, too.Some of the trip I wore the LS2 just using the visor, but when it got dusty I could easily fit my Oakley goggles to keep the dust out of my eyes.Construction of the MX453 is fibreglass tricomposite and the lining was easily removed and washed when I returned home.The LS2 proved comfortable and great to use, although the extended chin piece – which is great in that it allows lots of airflow around your chin and mouth to keep you cool – also means the shape of the visor is heavily curved where it meets the helmet, which means you get a little bit of distortion if you use the visor about halfway down.The LS2 MX453 fits into the market at a mid-price point, and I think it offers good value for money.P R I C E : $249.95AV A I L A B L E F R O M : Good bike shopsM O R E I N F O : www.cycletorque.com.au/more

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CYCLE TORQUE MAY 2013 - 76QUAD TORQUE

CF MOTO recently dedicated a series of ride days around the country to unveiling its ATV/UATV range for 2013.While CFMoto has only been in Australia a few years, like many Chinese brands its manufacturing history runs much deeper. At Cycle Torque we have tested many Chinese brands and found those with solid manufacturing experience like CFMoto have a definite edge in quality.

My initial impression of each model before I rode it was the same - the design principals are very good indeed. Ergonomics and overall geometry along with the quality of finish make you feel like a lot of thought has gone into these models.

That point is probably worth emphasising because the ride position and feel on the trails was a stand out across the board. When I asked the CFMoto guys about this, they put it down to an eagerness of their design engineers to listen and adapt with a short turn around.

The CFMoto UTV range once again aims to punch above it’s weight. The model variants give you three different choices of engine - a 500cc carburetted single, the 600cc injected single and the larger 800cc injected twin.

They are all easy to handle and come with CVT transmission - a gear selector with low and high range. I found the selector a bit sticky at times - perhaps because they were brand spanking new, I’m not sure.

Consistent across this entire range is that almost every model is packed full of high end features as standard. We’re talking alloy wheels, independent adjustable front and rear suspension, push button four wheel drive, radio, winch, lights and mirrors.

The integrated indicators is one thing that stands out for me. To get an ATV or UTV registered in NSW it needs indicators, so it is great to see manufacturers fitting these as standard. Big thumbs up.

As for handling, all three models were up to the task of the heavy terrain and they all felt safe.

The UTV range is going to be very popular on the farm where you need that mobility and added comfort of a proper seat. It may not be the best choice for the steep country but certainly around horse studs and dairy farms they will be very handy - especially with the cargo carrying capacity and tipper tray.

Another big plus is the fuel capacity, a massive 27 litres available.

The base model for the CFMoto ATV range is the CF500 - but even the base model still packs a decent punch when it comes to features. There are no alloy wheels but you still get push button 4WD, indicators and a winch. Power comes from a liquid cooled 493cc single cylinder carburetted engine producing 35hp - more than adequate for work around the farm.

CYCLE TORQUE LAUNCH REPORT - CF MOTO MODEL RANGE - 2013

Many people are going to choose a brand new CF Moto over a second-hand name brand.

RAISING THE BAR


The X-Lander and the ‘Farmer’ variant step up the action when it comes to features. They still carry the 500cc single cylinder engine but the extras are the stand out here. Bigger carrying capacity and comprehensive protection package especially on the Farmer model.

Probably the most impressive model on the day was the X6. Apart from having the fuel injected 594cc single cylinder powerplant, the overall handling and finish of this ATV really impressed me. The ride was excellent and the suspension and brakes very responsive.

There are so many selling points on this quad apart from the price - the ability to take a passenger is another plus.

Overall this is a product range that punches well above its weight. CFMoto already have a strong presence in Queensland and Victoria and look to expand into NSW more very soon.

– Matt O’Connell


COMPETING in an event on the other side of the world is a major undertaking, and one which I have been busy planning for over 12 months now. Logistically you wouldn’t say it’s a nightmare but it is time consuming, and expensive.

Even though the race meeting is in August, the bikes need to be shipped in late May or early June, and then there’s that niggling doubt that things will go smoothly on the transportation front. We are expecting the bikes to turn up a week before we start practice on August 17. We have been told that there is a bit of leeway regarding the shipping but we don’t want to be sitting there twiddling our thumbs with no bikes. Of course anything can happen and you have to be prepared for that, but when you are relying on someone else to get stuff done on time you can be let down. If you let yourself down then you have no-one else to blame, but when someone else is at the controls, well...

On the motorcycle front both bikes are at DMoto in Sydney where Shaun and George are busy preparing the bikes. Alex’s Ducati 848 was already a sorted race machine but it was seen

CYCLE TORQUE FEATURE MANX GP AND CLASSIC TT 2013 CYCLE TORQUE MAY 2013 - 78

Things have progressed since our last issue but the clock is ticking

848 stripped bare.


as a prudent decision to strip its low mileage engine (8,000 kilometres, barely 500 of that during racing) and check the condition. There are also some minor tweaks which apparently improve its durability under race conditions, and when you spend so much time at full throttle on the Isle of Man then the engine has to be as right as it can be. Having a catastrophic engine failure on the IOM circuit can have terrible consequences. We will gear the bike up to give the engine an easier time as well. The crank is being checked and balanced as we went to press, and the big ends replaced as they had some wear. The heads will be serviced and the whole lot put back together.

The 848’s suspension is pretty well sorted too, with an Ohlins shock on the rear and standard forks on the front. I think at this stage we will leave them as they are because Alex is happy with the way the bike handles. Why change it for change sake? We do have some Bitubo shim stacks we can use but at this stage we might take them with us to the IOM and put them in if the bike isn’t handling right. From there we plan to ride the bike at Eastern Creek on May 10 and if everything is sweet it’s basically into the crate.

When I saw the 851 the other day I’m not so sure it will be ready for our May 10 test day, although DMoto’s Shaun Sutcliffe assures me it will.

We still don’t have full race bodywork for it as yet, nor an airbox which is specific to the 851 and 888 models. Time is marching on and I’m worried we might be relying on even more parts suppliers to get the job done on time. The engine is basically done, with only minor tweaks like bleeding brakes, putting the exhaust on etc.

I guess if the bike is not ready on time I may need to procure another machine, either in the UK and bring it back in our container, or over here. That’s something I don’t want to do but I’m not going all that way and not riding I can tell you.

We are also moving forward on our plan to make a documentary of the trip. Please check out the ad on the next page which tells you all about the documentary, and how you can become a part of it if you so wish.

– Chris Pickett

No need for a speedo.

848 heads will be serviced.

Left: Check out the carbon fibre brake pedal for the 851.

848 big end shells need replacing.


Be among the first to watch the television documentary about Cycle Torque’s Chris and Alex Pickett’s racing exploits in the Manx GP on the Isle of Man by supporting Adrenalin Generation, the

documentary.Your contribution will help us lift our documentary

to television standard, enabling us to capture the action, danger and emotion that is the Isle of Man.

Rewards for contributing include downloads of Adrenalin Generations, Team T-Shirts and Jackets,

even sponsorships of the team.

FOLLOW CHRIS AND ALEX www.adrenalingenerations.com.au

A father and son racing on the world’s most dangerous track.

Isle of Man 2013Watch the Preview

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CYCLE TORQUE MAY 2013 - 81LETTERS

BallisticA LOT of top dirt track riders have ridden at Action Park at Maryborough in Queensland.Chris Vermuelen, Paul Caslick, the Stauffer brothers, Chris Watson are just a few of the top level Australian riders to race here, while overseas riders included some of the best in the world, like Chris and Julian Wigg, Chippy Moore, Martin Hagon just to name a few.The circuit is 2.5 hours north of Brisbane and the gateway to Fraser Island. If a Bayliss inspired dirt track series was to go ahead this would be a great venue.

Mick PohlmannQld.

Not so easyI AM 72 years of age and have been riding bikes since age 15, and over the years I have owned many heavy bikes.In a recent issue you road tested a Honda VFR1200X, and I have just purchased a 1200XD auto model. I find it to be a great bike to ride especially in city traffic, especially with the auto.Your tester Chris stated the bike is easy to get onto the centre stand but I disagree. I, and a few of my mates too, have found it very hard to get onto the centre stand. My bike has all the gear including panniers so this could make a difference.I started reading your magazine about three years ago and have not stopped since. Great articles and information on all types of bikes and equipment.

Errol RasmussenHi Errol

I do find that loaded panniers can make a difference to getting a bike on the centre stand, and so can technique. I liked the

bike also, especially the engine and riding position, but didn’t have any issues with the

centre stand.Glad you like Cycle Torque and continue to be

one of our loyal readers.Cheers, Chris

Entrapment revisitedIN RESPONSE to the ‘Entrapment’ Editorial in the Nov 2012 issue I have no doubt the former police officer Chris Pickett is telling the truth. However, try riding through the Mt Mee and Mt Glorius roads in Queensland.My wife and I were on a Sunday ride with the Northside Team Moto group through Mt Glorius when suddenly a car raced up behind us very closely. I moved over to let it through but the car stayed right on my rear wheel, pushing me. I maintained my speed and after a few kilometres the car stopped and then did a U-turn.I assumed it was a hoon but it was very scary for the both of us. On stopping for a coffee not far down the road I spoke with other riders about the incident and they said it wasn’t a hoon but a police car trying to get us to speed and then book us. I can’t prove it but it seems common knowledge among regular riders on these roads.We are an older couple, I’m 64 and been riding since I was 15. But being out on a Sunday and getting harassed by police?

Karl Sargent

Ambulance coverCOMPETITION licensed riders who compete in sanctioned events need to be careful how they renew their ambulance subscriptions.Here in South Australia, if you pay your ambulance cover to St. John Ambulance, and it involves Bill-pay in any form, beware.If you pay on any given date (even the due date) through Bill-pay you are deemed not to be covered until your payment passes into St John’s bank account, and this could be up to a week or more after you have paid.This came about as a result of a rider who paid on the Friday and was carted off in an ambulance on Saturday night. There was a lot of fancy footwork to avoid the $800 odd fee for the ambulance ride.Just make sure it’s all done and in your ambulance fund’s account prior to the event you are competing in.

George Bennett

A

Super IdeaWHILST watching the period 5/Forgotten Era races at the Island Classic the other week, I couldn’t help but think how much more interesting Australian Superbike racing would be if only they had the diverse range of makes and models that Period 5 has.So how about the regulations governing local Superbike racing be altered to include a prototype class where experimental engineering and ingenuity can be used to create a more diverse and interesting field. We only have to look back to the ’90s: New Zealand had the Britten and wherever it went the crowds followed. In the UK at that time their Superbikes were running under TTF1 regs that allowed Norton to run their rotaries which were hugely popular with the race fans. But alas the ACU changed the regs at the end of ’94 which effectively put Norton out of the game. When Norton left so did the spectators and the sport suffered as a whole. Again I come back to my point: diversity and ingenuity added to the existing format can only make for more interesting and crowd pleasing racing.

Doug Fraser,Emu EngineeringI agree wholeheartedly Doug. Personally I like

seeing race bikes which are different, and while I really appreciate the current quality of

riders and machines they just don’t seem to light the fire in my belly like the Britten,

Honda RC45, Ducati 888 and the like did. I am keen to see how the Ducati Panigale goes this year in the WSBK series because it does look

quite different.Regarding the Norton Rotaries, I just bought a kit from the UK which makes a mid ’90s Yamaha

YZF750R look just like the JPS Norton race bikes of the era you speak of. It’s cheating a bit I guess but I can’t wait to build the bike

when the fairing and exhaust kit turns up.Ed.

WRITE A LETTER! WIN A GREAT PRIZEThis month Errol Rasmussen has won an authentic Cargol Turn & Go puncture repair kit. Available from better bike shops everywhere and there’s a video of one being used on the Cycle Torque website.Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email [email protected].

TORQUING IBACK


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Cycle Torque May 2013

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