Cycle Torque November 2010

NOVEMBER 2010

www.cycletorque.com.au

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rqueALSO RIDDEN: ✮ DUCATI MULTISTRADA 1200 ✮ KAWASAKI KLX250SF

FEATURES: ✮ MOTOHANSA S 1000 RR✮ DOING SUPERX✮ CYCLE TORQUE PEOPLE

NOVEMBER 2010

Contents

fEatuREs

13 AustrAliAn MOtOGP

28 QuAD tOrQue

25 BOOK reVieWs

40 MX rACe teAM

40 suPerX

44 MOtOHAnsA s1000rr

21 PAulY FeneCH

REGuLaRs

3-13 neWs

14 eDitOriAl

16 DirtY tOrQue

17 GuntriP

15 rACe tOrQue

18 letters

20 e-tOrQue

22 BiKe stuFF

25 useD & reVieWeD

Cover photos: Triumph by Lou Martin/Triumph, Husky iKapture/PFG

30LAUNCH

DUCATI MULTISTRADA

36TEST

KAWASAKI KLX250SF

26LAUNCH HUSQVARNA TE250, 310 & 631

42 BOOK SALES

34LAUNCH TRIUMPH SPRINT GT


November 2010 – 3

NEWstORquE

New and updated sports Suzukis

GSX-R750Over 25 years after the release to the first GSX-R750 in 1985, it’s the only three-quarter litre Japanese sports bike available… and the company has kept faith with the bike, updating it in important areas for 2011.Like the 600, the 750 receives the Big Piston forks and Brembo calpiers, and it’s been on a diet, too: nearly 9kg has been shaved from the 750.

The engine’s been largely left unchanged, but it’s a very sweet motor, offering more performance than the 600 without the intimidating brutality of the 1000.

GSR750750cc is a great capacity for a urban naked, offering plenty of performance for city use without the bulk of a bigger machine.With an upright riding position, aggressive styling and spirited performance, the GSR750 could be a great weekday commuter and weekend warrior. n

THE GSX-R600 has been seriously revamped for 2011, losing a heap of weight while gaining more bottom-end torque and horsepower.

The GSX-R750 has also been on a diet and has received updates to its frame, brakes and suspension.Suzuki has also announced a new model, the GSR750, a streetfighter naked with a retuned GSX-R750 motor designed more for the street than the track. Envisaged as a public road warrior, the GSR750’s publicity shoot was made in a carpark, giving a very urban

feel to the video.

GSX-R600The Supersport GSX-R has been very successful for Suzuki over the years, from the first model in the mid-90s through to today, the bike has been popular with road riders and racers, and the 2011 model looks to be just as impressive in 2011 as any of the earlier bikes.The big news is the bike’s been on a diet, shedding nearly 10kg overall, with much of it unsprung weight, which invariably leads to better handling and acceleration.

Cornering should be improved because the wheelbase is shorter, but Suzuki was at pains to point out the swingarm length is unchanged, so suspension performance won’t be compromised by the shorter wheelbase.

Being shorter should help the GSX-R turn ever better, and this should also be improved thanks to the adoption of Big Piston front forks, which offer an improved action. Pulling the bike up are four-piston monoblock Brembo calipers, some of the best stoppers in the business.

Suzuki has shaved weight from all over the bike, from the pistons (which reduces reciprocating mass, thus lets the bike rev better) to the wheels (which reduces unsprung weight, improving handling) to the fairings, brackets, wiring and more.

The engine has been extensively changed, with a focus on more bottom end torque as well as increased overall horsepower. Also updated are the instruments, which now include a stopwatch and lap timer.

Ducati power cruiserAFTER months of speculation and spy photography the Ducati Diavel will make its first public appearance at the EICMA International Motorcycle Show in Milan 2-7 November.

Officially announcing the new model’s name ahead of the official presentation, Ducati is about to turn another dream into reality, using the local Bolognese dialect word for “devil” in naming their new model Diavel – pronounced Dee-ah-vel.

The idea for the name was born early in the development process

of the bike, when the prototype was assembled and wheeled out in front of a group of Ducati engineers and technicians for the first time. One person looking from the rear of the bike saw its silhouette and exclaimed in Bolognese dialect: “Ignurànt comm’ al diavel!” Meaning: “Evil, like the devil!”

The Diavel will have ABS, Ducati Traction Control and Ducati Riding Modes. The Superbike-derived Testastretta engine will power the bike so performance won’t be an issue. n


4 – November 2010

NEWstORquE

BMW announced it was working on a six-cylinder tourer last year, and now the German manufacturer has shown off the bikes which are expected to go on sale in the second quarter of 2011.

Designed to be simply the best mile-eaters motorcycling has ever seen the K1600GT and K1600GTL will offer high horsepower combined with effortless torque, impressive comfort and carrying capacity, while being lightweight for the class.

Six cylinder engines are famed for their smoothness and effortless power, but in the past have been very wide. BMW has addressed this problem by making the cylinders very close together and moving everything that could be away from the ends of the crankshaft, keeping the machines as narrow as possible. With an engine output of 118 kW (160 bhp) and a maximum torque of 175 Newton metres, the 6-cylinder engine provides superb propulsion in all conditions.

The technology abounds – ride-by-wire throttle, traction control, cruise control, heated grips, ABS, adaptive headlights, Electronic Suspension Adjustment, immobiliser and integrated audio systems – including USB and iPod fittings – will all be available. The adaptive headlights (an option on both models) help to point the headlight beam into a corner and change the angle under heavy braking.

The instruments also feature a TFT colour 5.7-inch display with a completely new design.

BMW has spent a lot of time making sure the new machines won’t be too heavy – the motor weighs in at just over 100kg, so the GT tips the scales at 319kg (including fuel but without panniers) while the GTL, with more luggage and accessories, pushes the scales to 349 (including fuel, panniers and top box). Heavyweight motorcycles, certainly, but not ridiculous.

As befits big tourers, both GT models have adjustable screens – electrically adjustable with memory function. It automatically drops to the lowest position when you park, which is turn acts as an anti-theft system for the optional navigator system.

The GTL is aimed at the to-up touring market, with standard panniers and top case, a relaxed riding position and standard audio. The GT is just a little more sporty, with handlebars requiring a little more lean forward for better feel, no top box standard… Americans will call it a sports-tourer, but we wouldn’t. n

6-pot Beemer

Yamaha’s special offers

YAMAHA Motor Finance is offering free fire and theft insurance policies available on a wide range of off road Yamaha motorcycles and ATVs and a super-low 5.99 per cent interest rate deal on road bikes and scooters.

Yamaha Motor Finance’s Swann backed Off Road Rider Insurance policy is available when customers purchase units with a YMF loan. The policy offers peace of mind to customers worried about dirt bike theft plus there are great additional benefits.

Full details of the policy are available from your Yamaha dealer. In broad terms the policy covers you against fire, theft, damage during transit and it even offers some crash damage protection.

Participating Yamaha dealers can also help you with the low interest YMF road bike deal, with the offer being available on every road (but not adventure, enduro or trail) bike in the Yamaha range. The 5.99 per cent rate is for repayments over two years, with the rate rising after that period.

Both offers run until January 24.

Above: The new K 1600 GT looks surprisingly versatile for such a big motorcycle, while the K 1600 GTL (below) has all the touring bells & whistles.


6 – November 2010

NEWstORquE

TRIUMPH has announced four new models for 2011. Headlining the Triumph line-up is an all-new version of the company’s most popular model, the Speed Triple.With an all-new chassis, the 1050cc 2011 Speed Triple delivers a new level of handling. With a sharper and even more aggressive look, and more power from the 1050cc triple, this new model looks set to add further to a legacy that has seen over 65,000 Speed Triples sold since its introduction in 1994.

Three colour options are available: Crystal White, Phantom Black and Diablo Red, with a colour-coded flyscreen, seat cowl and belly pan available as accessories. The Speed Triple will be available from February 2011.

Meanwhile, the entry level America and Speedmaster have been given a comprehensive update with improved handling and updated styling and ergonomics. Both bikes are easier to ride thanks to distinct new looks, revised ergonomics and a lower seat height of 690mm.

The America’s completely new styling has taken on a more classic theme for 2011, with the 16-inch front and 15-inch rear cast alloy wheels sporting high walled tyres to complement the low seat, deep front mudguard, pulled back handlebars and feet forward controls for a traditional low and laid back cruiser look. Throw in some tasty two-tone paint jobs and you get old school cool.

The Speedmaster has also taken on a distinctive new look for 2011. The stripped down custom cruiser now features a new 19-inch cast aluminium front wheel with single disc brake and ‘skinny’ tyre for the classic chopped hot rod look and a whole host of other updates to give the Speedmaster more attitude.

Two colour options are available: metallic Phantom Black and Cranberry Red, a new colour which is debuting on the Speedmaster.

Both bikes are powered by a 270-degree 61HP version of Triumph’s 865cc parallel-twin.

Speedmasters will be available from January 2011, Americas will be available in Australia from February 2011.

In addition to these three popular models, Triumph has released an additional model to the cruiser family in the Thunderbird Storm.

The Thunderbird Storm is a stripped down, 1700cc version of the Thunderbird cruiser. Featuring the 98HP, 104 cubic inch version of Triumph’s parallel-twin unit, the blacked out power cruiser also features Triumph’s distinctive twin headlights, made famous on the Rocket III and Speed Triple models.

The Thunderbird Storm will be available in both metallic Phantom Black and Matt Black.

Available in Australia from March 2011. n

Tasty Trumpets

Top: Triumph’s new cruisers are evolving again in 2011, including the Thunderbird Storm (above) running the 1700cc twin.

The new Speed Triple (left) gets a new chassis and more power from the 1050cc triple.

Tasty Trumpets

WIN A BRAND NEW FORTY-EIGHT WWW.HARLEYJUDGEMENTDAY.COM.AU


8 – November 2010

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Fat Boy Lo Project Bike - For SaleYEP, it’s that time again, when we let a project bike go to make room for a new one… so it’s time for a tearful goodbye to the Cycle Torque Harley-Davidson Fat Boy Lo.This bike has about 8000km on the clock, is a 2010 model (built late 2009), is in excellent condition and comes with nearly 12 months NSW rego and over $5000 worth of touring equipment and performance parts.The Rush pipes, Screaming Eagle tuner and K&N air filter have added 16 horsepower at the rear wheel and we have just-fitted Pirelli Night Dragon Tyres, too.We’re asking $28,000. If you’re seriously interested call 02 4956 9820. n

SUPERCHARGED HOREX V6THE historic Horex brand is back – with a new bike featuring a 1200cc supercharged VR6 engine – unprecedented in the motorcycle world. The engine’s technology for motorcycles was developed and patented by Clemens Neese, CEO of the newly formed company.

The new Horex will be manufactured in Germany beginning at the end of 2011. It will initially be marketed as a premium segment bike in Germany, Austria, and Switzerland.

“Does the world need another motorcycle brand? Probably not,” says Clemens Neese with a smile. “But riding a bike is more than a form of mobility on two wheels. It’s raw emotion combined with a passion for technology and everything that’s new and exciting! I’m a bike enthusiast and I haven’t seen anything like this on the market in years.” Reason enough for Neese to create his own dream machine. An engineer with 20 years of professional and management experience in the IT industry, he has been thinking for a long time about a VR engine for a motorcycle. He developed this concept and, in April 2007, received the patent for a “VR engine in a powered two wheeler.”

For the new VR bike project, Horex was the one and only brand seriously considered by Clemens Neese and his business partner Frank Fischer. The original Horex machines were produced from 1923 to 1956. The brand name changed hands several times after 1960.

“Horex is still today a very attractive, charismatic brand,” says Neese. “From the very beginning, the company’s founder, Fritz Kleemann, focused on intelligent drive concepts and built innovative, premium-quality bikes. This tradition matches our vision of the new Horex motorcycle perfectly – like the final piece of a puzzle. And we are committed to upholding the Horex legacy.”

The heart of the new Horex is the VR six-cylinder engine. With a width of only 429 millimetres measured at the cylinder head cover, the VR6 is as narrow and compact as many four-cylinder engines.

Of course the major hurdle for the enterprising Neese and his cohorts will be to fund the project. Not sure if we’ll ever see them distributed in Australia but you never know. n

NEWstORquE

OPPORTUNITY KNOCKS!

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©2010 BRP Australia Pty Ltd. (BRP). All rights reserved. ® are registered trademarks and TM and the BRP logo trademarks of Bombardier Recreational Products Inc. or its affiliates. Products are distributed in Australia by BRP Australia Pty Ltd. Limited offer while stocks last at participating Can-Am dealers on 2009 SM5 and SE5 RS demonstrator models only. Private buyers only. BRP reserves the right to extend or modify these offers. Not available with other offers. ± RIDE AWAY PRICE (Manual $19,990, Sequential Electronic Shift $22,990) includes 12 months registration, Compulsory third party insurance, Stamp duty, Dealer delivery and freight to dealer. 1 YEAR ROADSIDE ASSIST is provided by NRMA and its state and territory affiliates. For full terms and conditions please contact your local participating Can-Am dealership. Printed in Australia.

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12 MONTHS PREMIUM ROADSIDE ASSIST 12 MONTHS PREMIUM ROADSIDE ASSIST

ADELAIDE CITY - 08 8232 1077ADELAIDE NTH - 08 8349 8477BUNBURY - 08 9721 1241SHEPPARTON - 03 5822 2466NEWCASTLE - 02 4952 6355CANBERRA - 02 6241 8107GRIFFITH - 02 6962 4677HERVEY BAY - 07 4194 5466

TASMANIA - 02 9794 6600MACKAY - 07 4957 2411MELBOURNE NTH - 03 9484 9258MELBOURNE STH - 03 9776 9991MELBOURNE CITY - 03 8622 2999GEELONG - 03 5221 0400SYDNEY CENTRAL - 02 9756 2205SYDNEY WEST - 02 4733 1733

LISMORE - 02 6622 2004PERTH CITY - 08 9359 6710PERTH EAST - 08 9274 4866PERTH NORTH - 08 9277 8095DARWIN - 08 8932 9444TOWNSVILLE - 07 4759 3226BRISBANE - 07 3208 7999

©2010 BRP Australia Pty Ltd. (BRP). All rights reserved. ® are registered trademarks and TM and the BRP logo trademarks of Bombardier Recreational Products Inc. or its affiliates. Products are distributed in Australia by BRP Australia Pty Ltd. Limited offer while stocks last at participating Can-Am dealers on 2009 SM5 and SE5 RS demonstrator models only. Private buyers only. BRP reserves the right to extend or modify these offers. Not available with other offers. ± RIDE AWAY PRICE (Manual $19,990, Sequential Electronic Shift $22,990) includes 12 months registration, Compulsory third party insurance, Stamp duty, Dealer delivery and freight to dealer. 1 YEAR ROADSIDE ASSIST is provided by NRMA and its state and territory affiliates. For full terms and conditions please contact your local participating Can-Am dealership. Printed in Australia.

A limited number of low kmdemonstrators are now available!

SAVE OVER $7000SM5 $19,990 rideaway

SE5 RS $22,990 rideaway

Only at your participating Can-Am Spyder dealer.


10 – November 2010

NEWstORquE : PIt BItsU.S MX/SX Teams Line-UpSEATS are slowly being filled for the teams competing in the 2011 AMA`Supercross and Motocross Championships and there are plenty of surprises already and many more to come over the next few weeks.

At the time of writing only two Aussies were officially signed for 2011 with Brett Metcalfe being rewarded for his 2010 outdoor season efforts with a two year deal with Rockstar Makita Suzuki alongside superman Ryan Dungey.

The only other Aussie is Tye Simmonds racing for the Australian owned JDR KTM team which is managed by former factory star Nathan Ramsay. Chad Reed has been linked to everyone but Maico yet by the time you read this he will have either signed with someone or gone to V8 Supercars.

Other news that comes as a surprise is the signing of Josh Grant to team up with Trey Cannard at Team Honda leaving Andrew Short to sign with Roger Decoster’s Red Bull KTM team and Davi Milsaps to JGR Yamaha.

In proof that speed and consistency reaps rewards Kyle Regal has gone from a box van driving privateer to a full factory Yamaha ride beside James ‘Bubbles’ Stewart while inconsistency and crashes have taken Australia’s Moss brothers off anyone’s buy-list leaving the twins with little option than to return to Australia.

Dan Reardon is another rider who has struggled in the US of A and will more than likely be back in Australia next year unless he can get a last minute call up.

Lorenzo is the champJORGE Lorenzo was confirmed as the 2010 MotoGP World Champion at Sepang, as the 23 year-old Fiat Yamaha rider rode to a third place finish in the Shell Advance Malaysian Motorcycle Grand Prix. It was a thrilling race which Valentino Rossi won as the Italian took his first victory since the season opener in Qatar, on a day on which his great rival and current team-mate celebrated his first premier class title.

Rossi and Lorenzo bashed fairings during the race and Lorenzo made it know to all and sundry he wasn’t pleased with the way Rossi conducted himself on the track.

This is funny coming from Lorenzo who made a habit of doing exactly the same when he was the man to beat in the 250 championships. Bring on 2011.

Moto Stars of the Future.THE 2010 Australian Junior Motocross Championship was held recently at Lake Macquarie and Smarty was there to check out the talent and posted this look into the future of Australian Motocross and Supercross.

In my humble opinion it takes more than speed to make a champion. There are a lot of one track or one race wonders out there but at a championship that goes for five days it takes a rider of true class to perform day in and day out so here are a few riders who shone in my eyes and why I believe they are Moto Stars of the Future – the list

is in alphabetical order and not in order of potential.

Joel Dinsdale – The son of the hard charging Steve Dinsdale didn’t have the best meeting but it is obvious to anyone who has watched Joel ride that he is a champion of the future if he keeps on the current learning curve. Joel doesn’t lack commitment or desire and a nicer young man you will struggle to meet.

Scott Mann – Scott won two Australian Championships this year and it didn’t all go to plan at times yet the young speedster kept a cool head and got it right when it counted the most. And to top it off, he is a really good kid and seems to have a reasonably humble demeanour, something almost unique these days.

Hayden Mellross – Hayden won on his 250F and scored 2nd to Scott Mann on his 125 thanks to his phenomenal corner speed. There were some berms and ruts that Hayden just nailed lap after lap and if he keeps that sort of commitment to his corners over the next 10 to 15 years we are in for a treat.

Jackson Richardson – The Cairns youngster rode the 125cc and 250F class and came away with a 3rd and 4th place after crashing while taking second place in the final 250F moto. Jackson has a healthy respect for his family and supporters and has the attitude of a winner.

Jacob Wright – The stocky Queenslander has a never say die attitude and a commitment to winning that saw the Honda pilot almost run down championship-winning Yank Joey Savatgy in the final 15yrs 250F moto.

Jacob is a confident young man with good manners, not cheeky and attitude riddled like quite a few in the same class.

On the international front there were two riders who shone. American Joey Savatgy won two Australian Championships despite a crash in one moto and a plethora of young Aussies snapping at his heels while female Kiwi star Courtney Duncan absolutely blitzed the girls’ class and won the final 85cc 12 to 14 Years moto to finish second in the championship after crashing heavily while leading the second moto ahead of Australia’s best young men.

Mark my words, Joey and Courtney, like the Aussie young guns I mentioned above, are the ‘real deal’.

Byrne Signs with BTOIN ONE of the tightest silly seasons in a dodgy American economy, Australian Michael Byrne has inked a deal to race for the BTOSports.com/Butler Brothers MX team for the 2011 and 2012 seasons.

2011 will be Byrne’s 10th year racing in America and his addition to BTO gives the team a definitive focus for the new season ahead. “Words can’t express the level of excitement we have regarding this right now!” said BTO Sports owner Vince Arimitsu. “Michael Byrne is a big and exciting addition to our team, and we are looking forward to putting in our best season yet!”

With the likes of Daniel Reardon and the Moss brothers struggling to come to an agreement with a US based team it is good news for Byrne who has in the past race for Amsoil Honda, Factory Chevy Trucks Kawasaki, Rockstar Suzuki, Factory Rockstar Makita Suzuki and JGR Yamaha.

“Since his stay with Factory Rockstar Makita Suzuki, Byrne had unfortunately been hit with some bad luck and injuries, but who hasn’t in this sport? All we know is that we

are stoked to move forward with him, and watch him put in a great year with the BTO Sports team,” Arimitsu concluded.

IEG appoints new leaderINTERNATIONAL Entertainment Group, promoter of the Australian Superbike Championship (ASBK), has welcomed Daniel Hutchinson as its General Manager.

Hutchinson has extensive experience in the motorcycling field and ran the Australian Superbike Championship in the first three years of his tenure with Motorcycling Australia (MA).

“The profile of the Australian Superbike Championship has grown steadily in the past two seasons with greater spectator numbers and an exciting television package,” said Hutchinson.

“IEG has implemented a number of new ideas during their time as promoter and I look forward to building on these while working with riders, teams, officials and sponsors to increase general awareness of the championship.

“We’re aiming to create a championship that showcases the skill and talent of Australian riders and teams to a larger and broader audience.”

Summer road racingFORMULA Extreme promoter Terry O’Neill is running a three round AFXSBK Championship Day/night Summer Series.

The Summer Series will be run as one day events with the Eastern Creek first round and the Winton Raceway series finale being run on Saturday as day/night events with a estimated finishing time of approximately 8:00 pm. The second Wakefield round will be run as a normal Sunday day time event for 2010 but changing to a day/nighter for 2011.

The same classes that have competed in the AFXC will all compete in the Summer Series, some with name changes though. The only new class to be introduced for the AFXSBK will be a Motard based class for 450 and up to 600 cc bikes which will be named SuperMono and be given Australian Championship status. There will be unofficial practice the day before each of the rounds that competitors can choose to go to if they want to.

Go to www.formula-xtreme.com.au for more info.

Speedway SummerDATES for the Australian Speedway Championships have been confirmed. There’ll be five rounds: Sydney, Newcastle, Gillman, Broken Hill and Mildura, from January 12-29.

Visit www.ma.org.au where you’ll find more info on this and other speedway events over the scorching summer. n

Strang Is The ChampionROCKSTAR Suzuki’s Josh Strang has won the 2010 GNCC title with one round to spare after taking the final spot on an all ANZAC podium at the Ohio round of the series.

Going into Ohio Strang needed to place ahead of arch rival Charlie Mullins and after a race long battle Strang passed Mullins with just a few corners to go to clinch the title.

“This was the toughest race of my life,” said Strang. “I didn’t get the start I usually get, I couldn’t find my rhythm and Charlie was riding really good. I finally just put my head down and rode as hard as I could and I got him just as we came out of the woods before the finish. It was a heck of a race and it’s incredible to win the title.”

Out front another battle was raging between defending champion Paul Whibly of New Zealand on his Yamaha and Aussie Glenn Kearney who was riding the wheel off his Husqvarna 310 but at race end Whibly just pipped Kearney in a race to the line.

2010 AORC Champion Toby Price borrowed a KTM off Shane Watts for the event and finished a more than credible 8th place making it four ANZACs in the top ten.

26 - NOVEMBER 2010 www.cycletorque.com.au

THE popular Yamaha Grizzly 450 has been updated for 2011, gaining electronic power steering while still losing weight overall.

Other changes include a lighter one-piece frame, redesigned wet brake system, higher AC generator output and a more durable rear gear assembly.

These changes result in an overall weight reduction and improved ergonomics for a more comfortable and agile riding experience.

The Grizzly 450 is popular with both recreational riders and those working on the land, because it handles well on the trails but also provides the pulling power required in a utility ATV.

This year’s model retains the renown features that set its predecessors apart from the competition. Like Yamaha’s push-button On-Command drive system, which ensures solid drivability over varied terrain by allowing riders to rapidly switch between 2WD, 4WD or 4WD with diff erential lock. And, fully independent double-wishbone suspension at front and rear that maximises wheel contact over ruts and bumps to allow more traction and a smoother ride.

Like its big brother Grizzly 700, the Grizzly 450 incorporates the Ultramatic transmission system. Yamaha’s Ultramatic transmission uses both a centrifugal and a sprag (one-way) clutch. This confi guration minimises belt slippage by keeping the belt tight at all times, which increases the life of the drive

belt. It also provides superior engine braking, allowing riders to tackle steep downhill gradients with confi dence.

Yamaha’s engineers have made several enhancements to the chassis that give the Grizzly 450 a sportier feel without compromising durability. The new one-piece frame increases rigidity and strength while reducing weight by 2.7kg. The stabiliser bar has been shortened and its stiff ness has been increased with 20 per cent to match the new frame dynamics.

The rear gear assembly has been completely redesigned, switching from a two-point mounting system to a three-point system. This to add extra structural strength to the rear chassis as well as improving force deployment while accelerating, riding over rough terrain or braking.

More information is available from your Yamaha dealer. ■

CYCLE Torque received this letter from Tim Forsyth, president of the FNQuadriders inc. It’s worth looking at no matter which state you live in Australia. There’s only one area where you can ride ATVs on a conditional rego scheme in NSW, so maybe a system like this could be implemented in other states.

‘In QLD we already have legislation that enables recreational use of an ATV. It’s called Conditional Registration. In the Queensland Transport website introduction to conditional registration states this is available, for amongst other things, recreational vehicles. That’s us.

We can get conditional registration now for the following group of codes LO3 (location limited to a designated area), LO6 A and B (designated route) and LO7 (load and unload ATV from transport). FNQuadriders inc are testing this system to see how well it works or doesn’t work. The red tape and the police’s strong resistance to this system are making it very cumbersome to use. We sympathize with the police over the permit issue; they are being asked to take direct responsibility for whatever happens under the permit which is not their role. The police ensure we (all QLD drivers) conduct ourselves under legislation. The police should not be put in a position of writing stop gap vagaries where there is no clear law, that’s our Parliamentarians’ job. Remember Conditional Registration was designed for work vehicles used on a temporary basis on public roads in a very controlled environment i.e. road works.

We strongly feel the Queensland Transport department needs to update the Conditional registration to better suit recreational vehicles such as quads (ATV) and side x sides (UTV).

Our idea is to apply for a legislation change to the Conditional Registration to include a new category: GO10 quad motorcycles used on public dirt roads and trails.

With this in mind I have had a conversation with Lindsay Granger (general Manager of MQ) who is part of the Queensland Transport Motorcycle Safety Advisory Group and Shane Knuth, my state member of Queensland Parliament. The local Police Traffi c Branch is focused on enforcing traffi c regulations and laws and have advised that the Transport department guides them via legislation.

We feel that GO10 should require a trained operator’s element, that ATV’s will need a motorcycle licence and UTV a car licence. As both these vehicles exceed by large margins normal vehicles rough terrain capabilities they need a special OH&S component, let’s call this Extreme Terrain Training. That is operators need to have a clear understanding of where the safe operating limits are (hill traversing etc) plus a very much needed environment component (track damage, Flora and Fauna disturbance). The new OH&S Quad requirements for the workplace is about to be rolled out, with some slight modifi cation this would suit except it will be too expensive to be workable to non-profi t clubs. So we

CYCLE Torq


November 2010 – 11

NEWstORquE : PIt BIts

BMW & Tardozzi splitDAVIDE Tardozzi, the multi-championship winning team manager who moved from Ducati to BMW in 2010, has left the team: BMW has described the split as ‘by mutual consent’.

A reshuffle of responsibilites within BMW means Berthold Hauser will take over running the team. Hauser has history with BMW motorsport, running the team which won the Paris-Dakar in 1990-2000 with Richard Sainct.

BMW’s riders for 2011 are Troy Corser and Leon Haslam.

V8 SUPERCAR’S team to beat, TeamVodafone, has signed Chad Reed.

The nation’s leading dirt bike export has dominated the Supercross and more recently, outdoor motocross scene in the United States for close to a decade, as well as winning back-to-back Super X titles in Australia.

A long-time supporter of the team, Reed joined Bathurst victor Mark Skaife at Darling Harbour to unveil his 450cc race bike which takes a number of colour cues from the livery of the TeamVodafone V8 Supercars.

“I am really excited to be racing under the TeamVodafone banner for the event at Newcastle,” said Reed. “I have had enjoyed a strong relationship with the team for the past four years and follow their progress closely through the telecast in the US and on the internet.”

He added: “To be running the bike in this livery is something new and exciting for the sport and it is great to be able to launch it in time for my home race in Newcastle. It is really cool to be coming out with something new that no one has seen before and to have personally played a role in its design.”

A motorsport fan, Reed has driven a TeamVodafone V8 Supercar in the past and is looking forward to further tests

with the championship winning Brisbane-based operation.

“It has been two years since I drove a TeamVodafone V8 Supercar, the cars have come a long way and the team has switched from Ford to Holden,” said Reed.

“The experience was a rush. I learnt a lot with every lap and look forward to any chance I may get to test the new Commodores.”

Reed signs with Vodafone26 - NOVEMBER 2010 www.cycletorque.com.au





This year’s model retains the renown features that set its predecessors apart from the competition. Like Yamaha’s push-button On-Command drive system, which ensures solid drivability over varied terrain by allowing riders to rapidly switch between 2WD, 4WD or 4WD with diff erential lock. And, fully independent double-wishbone suspension at front and rear that maximises wheel contact over ruts and bumps to allow more traction and a smoother ride.

Like its big brother Grizzly 700, the Grizzly 450 incorporates the Ultramatic transmission system. Yamaha’s Ultramatic transmission uses both a centrifugal and a sprag (one-way) clutch. This confi guration minimises belt slippage by keeping the belt tight at all times, which increases the life of the drive

belt. It also provides superior engine braking, allowing riders to tackle steep downhill gradients with confi dence.

Yamaha’s engineers have made several enhancements to the chassis that give the Grizzly 450 a sportier feel without compromising durability. The new one-piece frame increases rigidity and strength while reducing weight by 2.7kg. The stabiliser bar has been shortened and its stiff ness has been increased with 20 per cent to match the new frame dynamics.


More information is available from your Yamaha dealer. ■






With this in mind I have had a conversation with Lindsay Granger (general Manager of MQ) who is part of the Queensland Transport Motorcycle Safety Advisory Group and Shane Knuth, my state member of Queensland Parliament. The local Police Traffi c Branch is focused on enforcing traffi c regulations and laws and have advised that the Transport department guides them via legislation.

We feel that GO10 should require a trained operator’s element, that ATV’s will need a motorcycle licence and UTV a car licence. As both these vehicles exceed by large margins normal vehicles rough terrain capabilities they need a special OH&S component, let’s call this Extreme Terrain Training. That is operators need to have a clear understanding of where the safe operating limits are (hill traversing etc) plus a very much needed environment component (track damage, Flora and Fauna disturbance). The new OH&S Quad requirements for the workplace is about to be rolled out, with some slight modifi cation this would suit except it will be too expensive to be workable to non-profi t clubs. So we

CYCLE Torq



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Team Vodafone’s Chad Reed has taken out the rst round of the Monster Energy Super X Championship in Newcastle with a very dominant performance in front of a home crowd of over 12,500 at Energy Australia stadium.

US imports Josh Hansen and Justin Brayton claimed the remainder podium spots coming in second and third respectively.

The Double Header race format featured in the nal, which pitted riders against each other in 2, 12 lap heats. Cougar Bourbon Thor Honda’s Dan Reardon grabbed the rst holeshot with Monster Energy / Pro Circuit’s Josh Hansen second and Reed third.

The racing was bar to bar for rst, second and third place at the start of the race, but a small slip up by Hansen allowed Reed to pass him. Reed then sat on Reardon’s tail and eventually made the pass half way through the race. Hansen overtook Reardon and began to chase Reed, but the reigning champion was too fast and held on for the win.

Reardon held on for third and CDR Rockstar Yamah’s Jay Marmont nished fourth. Second fastest quali er also from the USA, Muscle Milk / Toyota JGRMX rider Justin Brayton, who was pushed over the berm on the rst corner, made his way back through the pack to nish fth.

Local rider Craig Anderson claimed the second holeshot in the second moto, but it was Reed who got out to an early lead with Brayton second and Reardon third. Hansen passed Reardon on the third lap and the three internationals held their position until the end with Reed throwing a huge whip to his home crowd fans once over the nish line.

“First and foremost I want to thank all of the Newcastle fans for coming tonight. It has been a long term plan to have a race here and after three years it has nally happened. I felt right at home racing out there

tonight and it feels great to get the win,” said Reed after the win.

“2010 has been a tough year for me, but I had a blast riding tonight.”

Josh Hansen said, “I rode really consistent tonight so I’m happy. I had great fun here tonight and I am really enjoying Australia. I’ve got to thank Monster for making this possible.”

The always exciting Lites class was also decided with a Double Header nal and it was US rider JDR Motorex KTM’s PJ Larsen who nished rst with Rockstar Motul Suzuki rider Matt Moss second and JDR Motorex KTM’s Ryan Marmont third.

Rockstar Motul Suzuki’s Lawson Bopping was leading until the second last lap on the rst moto, but was pipped at the post by Larsen with Marmont third. Cody Mackie took an early lead in the second moto, but was overtaken by Larsen and Moss. Moss

then overtook Larsen in a close shave and held on for the win.

Dylan Long won the rst round of the Michelin Development Series with Jacob Wright second and Luke Clout third. ■

Reed Wins Hometown SuperX

Josh Hansen (25) tries to get up the inside of Chad Reed (1) in one of the many elbow-to-elbow barging moves during the Newcaslte SuperX round.

KTM’s PJ Larsen took the Lites class at Newcastle.

New ZX-10R in road trimWE’VE seen pics of the new ZX-10R race bike and heard all the numbers but Kawasaki has finally given us the production version of the 2011 machine.

Pumping out 210 horsepower and

weighing just 198kg full of fuel and fluids, the 2011 Kawasaki Ninja ZX-10R leap-frogs to the front of the power and power-to-weight charts. But it’s not just muscles that make this bike so special, it sports

a completely redesigned chassis aimed at improving handling and racetrack lap times – and a traction control/ABS setup that ditches all notions that such systems just for emergencies.

TONELLI MCTONELLI Motorcycles has a new range of scooters to get you motorvated.The M-125 closely resembles the classic Z-50 but has engines from 50cc-125cc.With kick and electric start it shouldn’t leave you stranded, and with disc brakes front and rear it will pull up quick smart indeed.You can opt for fully auto, semi-auto or manual gearboxes. There’s a huge range of colours available, and a 24 month unlimited kilometre warranty. It goes without saying Tonelli is prepared to back its products.The D-125 is a modern-looking scooter, perfectly suitable for deliveries. It has a purpose-built top box and uses an air-cooled engine. You can even opt for a heated top box if you deliver fast food around the place.There’s an optional windscreen available to keep the chill off.Bigger again is the C-250, a 250cc liquid-cooled scooter with an automatic CVT transmission.It will comfortably seat two adults and comes with a large windscreen and comprehensive instruments.It’s practical, has loads of storage and looks the part.Both the D-125 and C-250 also come with a 24 month unlimited kilometre warranty.Visit www.tonelli.com.au for more info or to book a test ride. n

NEWstORquE

Stoner makes it four



NEWstORquE

Stoner diving into the lead at the first corner of the Phillip Island MotoGP. He easily led the whole race.

Casey Stoner’s authority on his home Phillip Island track continued in style on Sunday as the Ducati rider won at the circuit for the fourth year in a row. Starting from pole position – his third of the season – the 25 year-old led the Iveco Australian Grand Prix from start to finish as he made it a third win of 2010 in front of a partisan crowd.Eventually crossing the finish line 8.598s ahead of 2010 World Champion Jorge Lorenzo it was the perfect end to a strong weekend from Stoner, who had demonstrated his pace throughout the practice and qualifying sessions.

“This feels really nice. I think when I won two in a row here nobody expected me to make it three but having done that I felt there was a lot of expectation on me today,” said Stoner of his form at Phillip Island.

“To be fair we have been going for the win at the last four races - unfortunately I slipped off on the first lap at Sepang but we’ve made up for that this weekend. Everything has gone well for us, we have been happy with the bike from the first practice and the support from the fans has been fantastic.”

Lorenzo (Fiat Yamaha) rode a lonely race in second position as he finished almost ten seconds ahead of third-placed Valentino Rossi. For the Spaniard it was a 14th podium finish in his title-winning campaign – his 32nd top-three result in the MotoGP category in what was his 50th premier class start.

The fight for third place went right down to the final lap and Fiat Yamaha man Rossi edged out Nicky Hayden in what was a fantastically close battle. The Ducati rider appeared to have got one over on his Italian rival with three laps to go when he

overtook at Honda Corner, but Rossi returned the move at the same place on the final lap to beat the American to the final podium spot by a margin of just 0.038s.

Monster Yamaha Tech 3 rider Ben Spies achieved his eighth top-five finish of his maiden MotoGP campaign and with it secured Rookie of the Year, with fellow premier class debutant Marco Simoncelli (San Carlo Honda Gresini) just under three seconds further back in sixth position.

There were top-ten finishes also for Colin Edwards (Monster Yamaha Tech 3), Aleix Espargaró (Pramac Racing), Marco Melandri (San Carlo Honda Gresini) and Randy de Puniet (LCR Honda). Andrea Dovizioso (Repsol Honda) was the only rider who failed to finish the race after he experienced technical problems early on.

Absent due to injuries were Dani Pedrosa (Repsol Honda) – who rode in qualifying but opted not to race as he continues his recovery from a broken collarbone – and Loris Capirossi (Rizla Suzuki), who sustained a groin injury in a qualifying session crash. The pair both expect to be fit to return at Estoril in a fortnight.

The result lifted Stoner into third in the Championship standings ahead of Rossi, and with the Italian and his Spanish team-mate’s podium finishes Fiat Yamaha also secured the Team Championship for 2010 with two rounds remaining. n

Stoner makes it four

Rossi (46) stuffing it up the inside of Hayden (69) at MG Corner. Spies (11) would be overtaken by both. Rossi and Hayden would scrap for the entire race with Rossi holding on for

third. (2snap).

For four years in a row Casey Stoner has held up the Australian MotoGP winner’s trophy. (2snap)



EDItORIaL

Highways of horror?

AS I write this the October long weekend is done and dusted for another year. In NSW we had wet roads, the usual traffic chaos and of course a few fatal accidents thrown in for good measure.

I heard about one particular crash which saw at least three people killed from one car which had hit a truck. Of course this is terrible news, especially when the people involved were so young. It’s also very difficult for the emergency service personnel to deal with the aftermath.

I know what it’s like to see dead bodies tangled up in car accidents. Obviously it’s no fun, and the main reason why I eventually left my previous career. Seeing death on a regular basis changes you inside and for many there will be no going back to the person you once were.

A newspaper report about this crash quoted a senior NSW Police crash investigator who said words to the effect he was mortified drivers didn’t slow down, drove dangerously and continued to kill themselves regularly. He went on to say he didn’t know what else the authorities had to do to make people drive to the conditions etc. It’s easy to say things when you are emotional but the facts sometimes get a little lost in such situations.

It’s also easy to blame a particular driver or rider as being irresponsible, out of control or whatever, but like life, nothing is ever black and white.

I believe our poorly designed roads and driver awareness play a major part in these accidents. I don’t know the full facts regarding the particular accident I’ve mentioned but I understand it was on the Bells Line of Road near Bilpin. The newspaper report also quoted a driver who was one of the first at the scene of the accident. He mentioned the car which was involved in the crash had overtaken him before losing control and hitting the truck, and he was at or near the front of a queue of something like 15 vehicles.

Many of Cycle Torque’s readers will know the Bells Line of Road and also be aware of how limited the overtaking opportunities are, and how ridiculously low some of the speed limits on that road are. On a Friday night at the start of a long weekend it doesn’t take much for a long line of cars to bank up and drivers to become very frustrated and then make some poor decisions.

Can you lay the blame entirely at the feet of a poor girl who made a bad decision which ultimately cost lives? What about the drivers near the front who are too afraid to go one kilometre over the speed limit for fear of losing their licences on a double demerit weekend? Do you not look in the mirror and see a plethora of cars behind you and think, ‘maybe I might just pull over here and get myself out of this situation’?

A long time ago I worked at Lithgow and it was part of my job to patrol the end of the Bells Line of Road. I remember coming up on a queue of over 40 cars which were following a very slow truck. I could see the danger and eventually made my way past the throng of cars to stop the truck. As I got out of the car drivers were giving me thumbs’ up and bipping their horns. When I spoke to the older gent driving the truck he was incensed I had stopped him because it was his right to drive at such a slow speed. The issue of course wasn’t entirely about his speed but the fact he had no idea or even

cared about the impact he was having on the psyche of the drivers behind him who were a breath away from making an overtaking move, one they normally wouldn’t make, which could have ended in disaster.

I was a professionally trained driver and rider who was taught to see danger in so many aspects of traffic. Unfortunately not many drivers have this training, it’s almost like two people can see the same thing but only one can register it being a potential problem.

I’m not trying to lay the blame at anyone’s feet but to make the point there’s always much more to a crash than meets the eye.

I am sick of hearing the the authorities go on about road deaths being unacceptable. While ever you have cars on the road you will have deaths involving them. It is as simple as that.

I get the same feeling when the prime minister or some politician talks about just one soldier dying in the line of duty is unacceptable. Hello! If you send our soldiers overseas where people are trying to kill them then expect some of them to be killed. Don’t want them to die? Don’t send them.

You get the impression when Police talk about the road toll during holiday periods that we are all loose units behind the wheel and out of control.

My family and I have just returned from a week at Surfers Paradise. We drove up in school holidays, and came back during the long weekend when the roads were wet. Did I exceed the speed limit during the trip? Maybe. Did I see other drivers exceeding the speed limit? Yes I did. How many lunatic drivers did I see during this week of unbridled spending and speeding? Not one for the entire 1500-plus kilometres.

The authorities have finally got their act together to a degree and made a decent chunk of the Pacific Highway from Newcastle to the Gold Coast dual lane. Maybe this has something to do with it?

It’s easy to blame drivers for the carnage on our roads. They are only part of the problem.

– Chris Pickett



RaCEtORquE

Hooray for Jorge

MOTOGP has its fourth champion in 10 years, and only its second Spaniard. Yamaha’s Jorge Lorenzo exploded onto the scene with pole position on debut in 2008, but what followed was series of nasty crashes which signalled to the wild Majorcan that mastering a MotoGP bike is all about remaining calm when those about you are not. It was lesson learned over two hard seasons, and it has paid off big time.

Lorenzo has not fal len in a race this year while Casey Stoner has bitten the dust four t imes. Valentino Rossi missed four races due to the broken leg sustained in a practice session at Mugello, while Dani Pedrosa crashed out at Laguna Seca then missed races fol lowing his Motegi mishap. Yes, consistency at any level of racing is as vital as raw speed as Jorge has discovered. But i t ’s not al l rosy for Lorenzo. Where Stoner slowly dominated Rossi in 2007 and ended up well on top, Jorge has fai led to f ire in the second half of 2010, remaining winless for six rounds going into Valencia. Not only did he fai l to greet the chequer f irst , he never looked l ike winning any of the six races. For someone so single-minded about victory, i t would not be si t t ing well with Jorge that while on one hand he is undisputed world champion, on the other he is being dominated by his major r ivals .

While i t is true that Lorenzo

didn’t need to keep winning after the other three Aliens morphed into mere human beings who fel l off motorcycles just l ike the rest of us, i t appears that he was genuinely struggling to match the incredible race pace set by Rossi , Pedrosa and Stoner.

Following the withdrawal of Pedrosa from Sepang and Stoner ’s f irst lap tumble, Lorenzo could’ve been forgiven for believing that he had his best chance of victory since Catalunya. And with Rossi back in 12th on the f irst lap, surely he could deal with Andrea Dovizioso and bag MotoGP win number 13? Well , no. Riding with the sublime determination we have seen since 1996, Rossi levered aside those in front of him and scored his f irst win of 2010 since the opening race at Qatar. While Rossi knew his championship defence was over as he clutched his shattered right leg at Mugello, beating Lorenzo in the race in which he would be crowned MotoGP champion-elect was the next best thing.

The post-race celebrations at Sepang saw a level of petty one-upmanship not seen for some t ime in a sport that has not been spared of unedifying spectacles over the years. As is his practice, Rossi wil l hearti ly congratulate the rival that he has just roughed up and vanquished, then later in parc ferme he wil l grin down

the barrel of the camera with the attendant wave and mouth “Ciao!”

After Lorenzo stopped on the track for what looked l ike a promotion for Super Mario Brothers, Ben Spies stopped to congratulate him. Grabbing Lorenzo’s arms three t imes to get his attention to congratulate him, the Texan gave up, shaking his head before motoring off . Lorenzo then inadvertently parked his bike in the number one spot, forcing Rossi to back out of parc ferme to al low him to transfer to spot number three.

The last t ime Rossi kissed an inanimate object was the tarmac at the Corkscrew in 2008 where he had made an i l legal pass on Casey Stoner and got away with i t . The second t ime was to kiss the number ‘1’ symbol on the top dais step at Sepang in 2010, whipping his hugely partisan fans into a frenzy in an apparent attempt to dampen any celebratory support for Lorenzo when he appeared. For his part , Lorenzo diffused the pro-Rossi crowd and any attempt by Rossi himself to upstage him at the moment of his greatest celebratory tr iumph by grabbing his bott le of bubbly and disappearing as fast as his Dainese boots would al low him, and down the stairs to his team. It was the f irst t ime that a place-getter had not celebrated on the podium in l iving memory, and the f irst t ime since 1987 that there were only two riders for

the off icial podium photograph when Eddie Lawson inexplicably fai led to show up at the podium in Brazil after Wayne Gardner had dominated the race to win his world 500cc championship. Given the history between Rossi and Lorenzo, I can’t see i t gett ing less ugly next year.

Finally, i t was interesting to hear Yamaha race boss Lin Jarvis claim Lorenzo’s most serious t i t le threat in 2011 wil l come from Dani Pedrosa. He added that even though Stoner and Rossi were changing teams, he considered them to be formidable threats but his s ingling out of Pedrosa is a bit curious given that Dani has never won a MotoGP championship and has yet to construct a single consistent season in the premier class. Perhaps i t ’s merely a ploy to put more pressure on Pedrosa, and let a bit of air out of Stoner ’s and Rossi ’s tyres. In any case, i t didn’t take long for Yamaha to discount Rossi as a t i t le threat now that he is going to Ducati .

– Darryl Flack

Lorenzo and Rossi shake hands for the cameras – they might be polite but they sure ‘aint buddies.



DIRtytORquE

THE 2010 Honda Australian Junior Motocross Championship was recently held at the Lake Macquarie Motor Bike Club and like any major event there were some highs and lows. After spending five days at the event I came away with a pretty good idea of what went down, be it Good, Bad or Ugly.

The Good. The racing was nothing short of spectacular. I t was dead-set heart- in-your-mouth stuff most of the t ime. I have been racing motocross for 40-plus years and I was amazed by the speed and commitment from all but a few of the riders in the f inals .

And having American and New Zealand riders here to batt le with our best just added to the atmosphere. I won’t s ingle any particular r iders out but i f I were an established pro racer r ight now I would be training and riding my arse off because there are some seriously fast kids coming through the ranks that wil l be taking the top jobs in a few years t ime.

The Bad. For reasons only known to MA or the organisers, the length of the motos for the f inals for the older age groups was just 12 minutes long. At most , i f not al l National/International events around the world motos are at least 20 plus minutes long and if our young riders are going to go on to compete at the highest level they need to start preparing for the longer motos from 14 years old at the latest .

The longer races are deemed safer as i t means the f irst turn isn’t such a do-or-die effort and riders who are coming though the pack from a bad start can do i t with a l i t t le more t ime up their s leeve thus not r iding beyond their abil i ty.

I am not sure who is responsible for this but talking to some of the key f igures around the pits i t seems they have been trying to change this for quite some t ime without success.

The Ugly. Watering between motos was an absolute must throughout the championship but i t got very dicey once the track got hard packed and shiny. Many riders were caught out by well- intentioned f lag marshals over-watering a shiny area at cri t ical points on the track. I t doesn’t seem l ike a big deal unless a r ider who is in contention for a championship commits to a corner only to f ind i t is l ike an ice r ink and goes down.. .

The Good. The off icials and track marshals were superb. Just organising the pit area is a logist ical nightmare at an event l ike this let alone putting together f ive days of emotionally charged racing but from my dealings with the off icials they kept control of the riders and their families/supporters in a professional manner.

It is never an easy job to control so much activity and from my experience i t is easy for off ic ials to start losing their cool yet the people in charge at Lake Macquarie kept everything running smoothly throughout the event .

The Bad. As per usual the minority make i t hard for the majori ty. The pit area was spread up the s ide of a hi l l so r iders were al lowed to r ide up to the start area and back. With l i teral ly hundreds of people walking around the pits among r iders trying to get to the start and back

i t took some commonsense to make i t a l l work yet some r iders thought i t was a wise move to pract ice a few starts and r ide l ike lunatics among the human traff ic .

From what I heard the c lub did hand out some warnings yet repeat offenders were not severely penal ised.

The Ugly. There are some famil ies that wil l a lways make an absolute arse of themselves at events l ike these and this year was no different . In fact , there were several instances where off ic ials were abused by r iders or their family members with the worst case result ing in a r ider being docked 10 points after his family were involved in an al tercat ion with an off ic ial who was just trying to his job.

Rules are rules , and there are some people who overest imate their s tatus in the motorcycl ing community and bel ieve that rules aren’t for them. My thoughts are that serial offenders need to be banned from the sport for long periods of t ime and we can only hope they learn that they need the sport more than the sport needs them.

The Good. Sportmanship was at i ts peak throughout the event with many r iders helping r iders who crashed around them despite doing so affect ing their results and there were plenty of handshakes and pats on the back between racers after almost every race.

The Bad Luck. There are so many great stories of tr iumph and above par performances from the 2010 championships yet there were equal i f not more stories of heartbreak. Riders who travel led for 1000s of ki lometres only to fal l vict im to in jury or bike fai lure.

One example of this is YZ85, YZ144 and YZ250F mounted Joel Dinsdale , who was looking strong throughout the heats . After the opening round of racing in the f inals Joel was looking very sol id for championship wins in two of the three c lasses

he entered but a crash at the start of the second f inal on the 250F saw the tough Queenslander carted off to hospital with a broken shoulder. Next year Dinny.

The Ugly. Start gate pick was cr i t ical on the 40 gate start ing l ine and i t got very ugly after r iders and teams found out that each r ider ’s gate posit ion for the opening f inal was going to be determined by picking a numbered peg from a bucket . That ’s r ight , despite qual i fying being held, everyone had to hope they got a decent gate for the f irst f inal .

Most people , me included, thought that the top qual i f ier would get the f i rs t opt ion to pick his gate and the 2nd qual i f ier would get the second pick and so on. Why, af ter qual i fying would they go back to peg picking gates I have no idea but I ser iously think i t i s a safety issue.

The r ider who qual i f ied 40th is obviously quite a bi t s lower than the r ider who qual i f ied f irst and in many of the opening f inals the top qual i f ier had very poor picks of the gate while r iders who qual i f ied towards the back got prime gate spots . The speed difference through the f irst few corners caused chaos and was responsible for quite a few crashes.

That aside, there was plenty of good to take from this year ’s championship and despite the broken bones, broken bikes and broken hearts aplenty you can be sure that most wil l be back next year to do i t al l again.

To the victors I can only take my hat off to you and look forward to watching your progress to senior racing. My only comment at this stage is for you to remember and to remind your parents that motorcycle racing is meant to be fun and if i t isn’t fun at this stage your career may be a lot shorter than you think…

– Darren Smart

The Good, The Bad and The UglyJoel Dinsdale and Brad Skoric. The groupie on the left is Smarty.



GuNtRIP

Continental jauntingWHATEVER the horrific long-term consequences of global warming (or climate change to use the current anodyne euphemism), riders in northern Europe are reaping some real short-term benefits .

Time was when a Brit ish October was a thing of baleful winds and sharp rain squalls , and the adjective ‘blustery’ foretold new adventures in teeth-chattering misery. Today it stands for an Indian summer, when for days at a t ime a burnishing sun and cloudless skies lengthen the riding calendar into hitherto forbidden seasons.

It helps to pick your roads. Britain’s ci t ies can st i l l suffer from an irri tat ing surfeit of pubescent att i tudes problems, these days mounted on a dwindling range of rasping two-stroke scooters equipped with expansion boxes that produce exhaust notes f i t to rend the air and set the f i l l ings ratt l ing in your teeth.

And whether you’re an urban dweller or not , you need patience in abundance. Britain’s better-known country roads are invariably full at weekends with short-term migrants heading for sea, mountain or pasture; i ts hedge-l ined country lanes al low but cautious progress. Successions of unlikely obstacles blocking half the road’s spare width are routinely treated with polite good humour where an Aussie or an American, used to wide open spaces and unfettered passage, would be snarl ing with frustration in seconds.

The rewards, when you f ind them, are more than worth the price: some of the most interesting roads in Europe l ink vibrant cit ies , creating a r iding environment where midrange power counts for more than top end and agil i ty takes i t over long and rangy creature comforts . The happiest blokes I ’ve seen on this tr ip were variously riding a Bonnevil le T100, an April ia Shiver and a home-tweaked, unfaired GSXR750. Tyres feathered and well streaked with road grime, their bikes would have to wait a l i t t le longer for their off-season spruce up.

Across the pond in Canada, where the riding season is shorter but warmer, yel low-lined country roads, wide, undulating and underpopulated, provide the entertainment. As i t so often seems, the hasher the cl imate, the better designed, made and maintained are the roads. Good, wide verges make the rider ’s job easier to watch for unruly wildlife . Deer have been known to spring into the middle of the road and leave you the task of taking heart- in-mouth avoiding action, and local intel l igence says the most effective early-

warning measure is to watch for their eyes, twinkling red with reflective l ight , in the ditches and amid the roadside trees.

Here, the vibrant cit ies (and Vancouver is as good as they come) are a l i t t le more widely spaced, and where in the UK a modest street-f ighting culture tends to dominate, something more accommodating and longer-legged is the deal for making the hack from your postmodernist apartment in Toronto to Aunt Mabel’s country shack on the far side of Medicine Hat.

But the Canadians seem increasingly disincl ined to fol low their southern neighbours’ Milwaukee l ine and turn instead to offerings from Munich and Hamamatsu. Around the cit ies are choppers in abundance; but Out There FJR1300s and full-kit

R1200s seem to be the weaponry of choice. With heated handlebar grips and airseats , no doubt.

South of the 49th parallel , in New York, the most vibrant city of them all , I began to wonder whether there was any place for motorcycles.

On Manhattan island the grid system rules everywhere except for the f inancial district , around Wall Street and City Hall , and the only way is out. One Sunday morning I saw a bluff , growling bevy of 1098 Ducatis heading out across the East

River for Queens and later a group of R1s and GSX-R1000s running over Brooklyn Bridge. Upstate New York, New Jersey and New England are the local destinations of choice. With the attractive plan of a counter lunch in a Boston Irish pub only 300km distant there are plenty of possibil i t ies open to the Sunday morning rider, but al l of them seem to require leaving the big city far behind.

I ’ l l take Europe. My biggest day was in France, a few years back. After covering the Bol d’Or at Paul Ricard, a scorchingly fast track in the hil ls above the Mediterranean (now sadly unused but for a l i t t le F1 test ing), I took on a l i t t le s ightseeing in Provence and then headed north on the country’s excellent system of autoroutes, logging 1250 and uncongested kilometres on my way to Normandy.

Wherever you f ind yourself in Europe a change of scenery, history and culture can l ie as close as the next hi l l top. The country roads, sol id aff irmation of ancient avenues of communication, set no store on gett ing anywhere quickly, instead using the quirks of geography to aid progress and f ield of vision. There’s plenty here to st imulate the senses, and the longer you stay the more rewarding i t becomes.

Be in i t .– Bob Guntrip

Cycle Torque’s Nigel Paterson, only seemingly lost in France.

LEttERs tORquING BaCKHi ChrisREGARDING your write up on the Putty Road a while ago. I remember riding a Triumph TR6 up the Putty in 1963. My mate was on a ’62 Bonnie with the twin upswept pipes.We stopped overnight at Singleton and in the morning went to the then Mobil servo for breakfast. The waitress asked us which way we had come and when we told her she was very surprised because the road was dirt and no bikes came that way.Being from the country we were used to that. In 2010 I rode it again on the way to Phillip Island for the superbikes.Love your magazine, I’ve been a subscriber since its inception.

MickMaryborough

Parts painWHEN you advertised your BMW R 1150 GS you mentioned it had new differential bearings fitted. They are actually known as pivot inner and outer bearings. I recently replaced these on my GS. I managed to get them for $66 each from BM Ringwood. Your review on the new GS and Super Tenere was interesting but what needs to be shown is the cost of owning such machines. I need new tyres for my bike and won’t get much change out of $500.When you compare the cost of tyres on my four wheel drive which have lasted over 80,000 kilometres you start to wonder.You also become concerned over servicing costs. Two friends paid $700 and $930 respectively to get their bikes serviced. The latest machines offer little respite. A dealer informed me there is little the home mechanic can do on modern motorcycles because of the complex electronics. Gone are the days when bikes were cheaper to own and run than cars.

GeorgeVictoriaHi George

I think big capacity motorcycles have generally become more of a toy than a serious everyday vehicle if you

factor in tyre wear/costs. But there’s plenty of bikes on the market which are cheap to run, like scooters,

250cc bikes and the like. It’s a choice you make.While I love the old bikes I also love the new ones too,

for their reliability and ability. If I was riding my Norton Commando every day for my 130 kilometre

commute I’d be up for some costs. Tyres may be

cheaper for a car but until recently I owned a modern

4WD and the servicing costs on that were very high.

Cheers, Chris

Ride for funSPORTSBIKE Fun Ride for the Victorians. Meet at Balls Tuning, 18 Western Ave, Sunshine. November, Sat 22ND 8.30am. Leave at 9.30am for a 350km-plus ride to the west of Melbourne. $20 entry, raffle prizes.

CorbinVictoria

It’s unfairAnger over unfair compulsory third party insurance (CTP) costs for motorcycle and scooter riders has increased in 2010. In NSW CTP is a “green slip”. In VIC it’s the Transport Accident Commission (TAC) charges that come with rego.The CTP insurers claim road riders are a small part of traffic but costs for riders injuries are higher than car drivers. Riders are supposed to see the logic and be thankful that a 100 per cent price rise has not happened. Their logic suits them.Car driver error causes most road trauma to vulnerable road users – pedestrians, bicyclists and motorcycle and scooter riders – some estimate 70 per cent. A national bike insurance claims survey found that in 40 per cent of bike claims the rider was hit from behind. If the car leaves, or is unregistered, CTP insurer’s logic says this is a rider-generated cost which justifies the high premium.The logic does not work for pedestrians or bicyclists who aren’t insured. Hit and run, road rage and driver incompetance are facts. In figuring motorcycle and scooter premiums insurers rarely publish comparison costs for claims by all vulnerable road users.CTP insurers won’t reward safe riders with “no claim bonuses” or discounts for extra training which makes

them safer car drivers. Safer drivers mean less car claims. The number of road bikes has doubled in five years while casualties, not just fatals, are down 2 per cent.And CTP insurers refuse to recognise the benefits road riders give society as a whole, and drivers in particular. Single-occupant cars are 70 per cent of traffic. Motorcycles and scooters reduce traffic jams, ease parking shortages, cause less pollution and do less damage to infrastructure than cars.4WDs do huge damage on impact yet, last I heard, they are subsidised while bikes are financially penalised. 4WDs are 20 per cent of traffic.There are elections in Vic and NSW coming up. Sign the petitions.Support your local protest group.

Damien CodognottoIndependent Riders’ Group

Melbourne

Fantastic mileage I’VE just read your story on Continental tyres where you say they should be good for at least 8000 kilometres. You might be interested to hear about a pair of Michelin Pilot Roads on a Honda CBF1000 which have now seen 36,000km and look like breaching the 40,000km mark which I’ll probably get to during this month. Uncharted territory for me – miles more than any other tyres I’ve ever owned over the last 40 plus years and more than half of it has been country miles, ie 100km/h and over. And front and back are wearing evenly and both are in a race for longevity. Is this a case of appalling quality control from Michelin’s perspective or what? Guess what tyre I’ll be buying next?

Tony Givney

Write A Letter! Win A GreAt PriZeThis month Mick from Maryborough has won a Copy of Charley Boorman’s Sydney to Tokyo By Any Means DVD. Available wherever great videos are sold.Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email [email protected].


RRP $3,999.00 + dealer delivery charges

CYCLE TORQUE FEATURE: A PRIVATEER TEAM’S SUPERX

it really for me?’ makes the long hours of polishing aluminium, scrubbing every bolt and applying custom graphics with surgeon-like precision rewarding.

The bikes are taken to our SuperX test track for one last trial, nuts and bolts are re-checked and bikes are the last thing that goes into the truck.

We are fortunate enough to have quite a large self-suf cient transporter complete with a kitchenette and rider showering area. We carry usual parts a weekend racer would carry like tyres, tubes, levers etc, plus some extras such as clutches and cables, spokes and rims, plastics and graphics and even a spare bike to pull any part we need, or even transfer rider numbers and transponder should a major machine failure occur.

Friday afternoon, and to compliment our new bike look we have a new pit area look – not

quite as large as the Factory Teams’ semi trailers, but we do our best to please our sponsors by exposing them to as many people as we can.

At 4am on Saturday morning I receive more bad news – we are one of the teams which has lost our pit area. “What do mean it’s lost?” I ask. He explains there was a mini storm and strong winds ripping through the pit area have destroyed truck awnings. I arrive to see one section of what was to be our hospitality area non-existent and the tarp covering our mechanical area apping over the truck. I secure it the best I can until the rest of the crew arrive later that morning.

Before practice is the riders’ track walk. This is the only opportunity for the riders to get a close look at the track prior to practice. If you were to stand back and watch the riders walk the track you would see them stand on the apex of a jump next to their team-mate or mechanic, look forward and back a few times and make a hand action similar to when you when you

stick your hand out a car window and move it in the wind like a snake. This is the only way SuperX racers communicate during a track walk.

Both of our riders are in the same practice, and get around the track without incident. The boys come into our transporter after practice to discuss bike set-up for the track and possible changes. A small suspension setting change is made to one of the bikes.

Out of 3 different classes on the night, our Pro Lite class has the most entries, with over 50 riders entered. Bear in mind there are only 22 positions on the gate for the main event. 28 riders will be having an early night.

Tensions are high as we prepare for our one and only quali cation race. Both our riders are in the same heat and are lining up on opposite sides of the starting gate.

Every crew member from every team is trackside along with thousands of fans anticipating the gate drop.

We watch our riders both get great starts as

the gate drops and anticipate the rst turn, where 22 riders try to get through the the rst turn in the lead, usually squeezing into a space no more than a metre wide. We see both riders slide in beautifully when disaster hits… A wayward rider gets pushed wide, collecting more than half the eld including what we feel is both our riders. We are all horri ed when we don’t see our riders make it through the carnage, and are even more heartbroken when we see a two red Hondas - numbers 6 and 119 – both our riders emerge last and second last.

We know they are fast – but there are only 8 laps in heat races, would it be enough? It turns out no. We end up 13th and 15th. It seems this story will not have a happy ending, but then again, Dylan and Mick are uninjured, the bikes are not bent and there are 6 rounds to go. Sure we have some points to make up, but anything can happen...

Feel free to visit the Axis crew at any of the SuperX rounds and meet the guys, and don’t forget to ask for a autographed poster. ■

quitelarge as the Factory Teams’ semi trailers but

u

The crew waiting for their heat race.

As professional a presentation as it can be.

Andrew Hopson making sure Michael Addison’s bike will be

right for the races.

Continued from previous page

NOVEMBER 2010 - 3 www.cycletorque.com.au

NEWSTORQUE

New and updated sports Suzukis

GSX-R750Over 25 years after the release to the fi rst GSX-R750 in 1985, it’s the only three-quarter litre Japanese sports bike available… and the company has kept faith with the bike, updating it in important areas for 2011.Like the 600, the 750 receives the Big Piston forks and Brembo calpiers, and it’s been on a diet, too: nearly 9kg has been shaved from the 750.

The engine’s been largely left unchanged, but it’s a very sweet motor, off ering more performance than the 600 without the intimidating brutality of the 1000.

GSR750750cc is a great capacity for a urban naked, off ering plenty of performance for city use without the bulk of a bigger machine.With an upright riding position, aggressive styling and spirited performance, the GSR750 could be a great weekday commuter and weekend warrior. ■

THE GSX-R600 has been seriously revamped for 2011, losing a heap of weight while gaining more bottom-end torque and horsepower.The GSX-R750 has also been on a diet and has received updates to its frame, brakes and suspension.

Suzuki has also announced a new model, the GSR750, a streetfi ghter naked with a retuned GSX-R750 motor designed more for the street than the track. Envisaged as a public road warrior, the GSR750’s publicity shoot was made in a carpark, giving a very urban feel to the video.

GSX-R600The Supersport GSX-R has been very successful for Suzuki over the years, from the fi rst model in the mid-90s through to today, the bike has been popular with road riders and racers, and the 2011 model looks to be just as impressive in 2011 as any of the earlier bikes.The big news is the bike’s been on a diet, shedding nearly 10kg overall, with much of it unsprung weight, which invariably leads to better handling and acceleration.

Cornering should be improved because the wheelbase is shorter, but Suzuki was at pains to point out the swingarm length is unchanged, so suspension performance won’t be compromised by the shorter wheelbase.

Being shorter should help the GSX-R turn ever better, and this should also be improved thanks to the adoption of Big Piston front forks, which off er an improved action. Pulling the bike up are four-piston monoblock Brembo calipers, some of the best stoppers in the business.

Suzuki has shaved weight from all over the bike, from the pistons (which reduces reciprocating mass, thus lets the bike rev better) to the wheels (which reduces unsprung weight, improving handling) to the fairings, brackets, wiring and more.

The engine has been extensively changed, with a focus on more bottom end torque as well as increased overall horsepower. Also updated are the instruments, which now include a stopwatch and lap timer.




RRP $3,999.00 + dealer delivery charges

CYCLE TORQUE FEATURE: A PRIVATEER TEAM’S SUPERX

it really for me?’ makes the long hours of polishing aluminium, scrubbing every bolt and applying custom graphics with surgeon-like precision rewarding.

The bikes are taken to our SuperX test track for one last trial, nuts and bolts are re-checked and bikes are the last thing that goes into the truck.

We are fortunate enough to have quite a large self-suf cient transporter complete with a kitchenette and rider showering area. We carry usual parts a weekend racer would carry like tyres, tubes, levers etc, plus some extras such as clutches and cables, spokes and rims, plastics and graphics and even a spare bike to pull any part we need, or even transfer rider numbers and transponder should a major machine failure occur.

Friday afternoon, and to compliment our new bike look we have a new pit area look – not

quite as large as the Factory Teams’ semi trailers, but we do our best to please our sponsors by exposing them to as many people as we can.

At 4am on Saturday morning I receive more bad news – we are one of the teams which has lost our pit area. “What do mean it’s lost?” I ask. He explains there was a mini storm and strong winds ripping through the pit area have destroyed truck awnings. I arrive to see one section of what was to be our hospitality area non-existent and the tarp covering our mechanical area apping over the truck. I secure it the best I can until the rest of the crew arrive later that morning.

Before practice is the riders’ track walk. This is the only opportunity for the riders to get a close look at the track prior to practice. If you were to stand back and watch the riders walk the track you would see them stand on the apex of a jump next to their team-mate or mechanic, look forward and back a few times and make a hand action similar to when you when you

stick your hand out a car window and move it in the wind like a snake. This is the only way SuperX racers communicate during a track walk.



Tensions are high as we prepare for our one and only quali cation race. Both our riders are in the same heat and are lining up on opposite sides of the starting gate.


We watch our riders both get great starts as

the gate drops and anticipate the rst turn, where 22 riders try to get through the the rst turn in the lead, usually squeezing into a space no more than a metre wide. We see both riders slide in beautifully when disaster hits… A wayward rider gets pushed wide, collecting more than half the eld including what we feel is both our riders. We are all horri ed when we don’t see our riders make it through the carnage, and are even more heartbroken when we see a two red Hondas - numbers 6 and 119 – both our riders emerge last and second last.

We know they are fast – but there are only 8 laps in heat races, would it be enough? It turns out no. We end up 13th and 15th. It seems this story will not have a happy ending, but then again, Dylan and Mick are uninjured, the bikes are not bent and there are 6 rounds to go. Sure we have some points to make up, but anything can happen...

Feel free to visit the Axis crew at any of the SuperX rounds and meet the guys, and don’t forget to ask for a autographed poster. ■

quitelarge as the Factory Teams’ semi trailers but

u



Andrew Hopson making sure Michael Addison’s bike will be

right for the races.

Continued from previous page


DESIGNED FROM THE GROUND UP AS THE MOST INNOVATIVE RETRO 250 CUSTOM FULL SIZE PRODUCTION CHOPPER EVER CREATED.

More custom FEATURES than any Japper :- Classic “California Old School” slim chopper style - absolute quality throughout with outstanding attention to every detail - adjustable 21 / 24 inch ride height - Raked front end

with 21”front wheel - wide 16” alloy rear wheel - fuel tank centre mounted ignition switch & speedo / instrument console panel - “Bates” style headlamp - Alloy custom forward controls - Dual front discs & rear disc with twin

piston calipers - Drag bars with hidden wiring - OHC Vertical Twin cylinder Liquid Cooled, twin carby performance 4 stroke electric start engine - 5 speed, Slash cut exhaust pipes

IT’S not often motorcyclists get the chance to present their passion for riding to a huge audience, but for lmmaker Pauly Fenech, it’s a part of his next TV comedy show, Housos of da Housing Commision.

We met Fenech on the set of the new show being shot in Western Sydney for SBS Television.

“It’s a comedy about the stooges who live in the housing commissions of Australia. It’s the rst representation of the bogans… the unseen, unheard bogans of Australia and non-Anglo Bogans who live with them. This is like the real version of neighbours – you see Neighbours on TV, that’s bullshit, this is like the real version.”

Fenech has created the ctitious suburb of Sunnyvale for Housos of da Housing Commission and comes to the show with a wealth of experience making cutting-edge comedy. He gained prominence through the short lm festival Tropfest where he won third

prize in 1995 for Pizza. He won in 1998 for Intolerance and went on to make Pizza as a TV show for SBS (premiering in 2000) and then the movie Fat Pizza. More recently he was the driving force behind Swift and Shift Couriers.

“I play Frankie Falzone. An ex-tattooist, likes motorbikes, likes fast cars, can’t afford anything, he’s a bit of a dodgy character. He’s about 35, has a girlfriend who’s 19 - she’s says she 19, but maybe we should check her ID.”

Frankie drives what was once a Toyota Corolla – it’s now something less easily identi ed, because it’s covered in graf ti and has a huge air intake scoop on the bonnet.

“He’s tagged it fully, and with that scoop it makes it go faster.”

There’s a variety of bikes in the show.“There’s a motorcycle gang, the Hunterz.

Angry Anderson is the leader of the gang. They’re a typical dodgy gang. There’s one

episode where they send the main female character, Shazza, to Thailand because the rst expedition with Schapelle didn’t go that good, so this is the sequel to the Schapelle incident and they’re just hoping the Boogie Board gets through this time. So that’s how dodgy they are.”

Both Angry and Fenech ride bikes in the show.“We’re riding the Hunter Spider, it’s like a

chopper I found through a mate on the internet, it’s a really sick bike and I loved them so much I put them in the show. They’ve got such a cool look, you know? They’re sexy. You get a lot of hard-core riders who don’t like anything except Harleys and Triumphs. But you know what? I’m telling you these things look so sexy and they are such a good price. I challenge any other bike in the price range to be as good.”

The Hunter Spider machines being used in the show have been set up to really t in well.

“You get chicks with these things. Chicks don’t know the difference between a Harley, a Triumph or a Hunter Spider. Let’s face it, they just look at a bike and say, ‘that looks cool’”. My advice to riders out there is ‘Why spend all that money on top range? Go mid range and get the top range chicks’. You save the money to take the top range chicks out.”

Housos of da Housing Commission is expected to premiere on SBS around the middle

of 2011. “Depending on the stooges at SBS. The way they work over there is 17 ethnic guys have a ght in a room and that’s how the decisions are made. So depending on which one wins will depend on the actual date. Who knows how long that ght could take, but there will be a decision eventually.

“If you loved Fat Pizza, this is the next step. The modern version of Pizza, it’s funnier, we got Shazza & Dazza, me, bikes, Angry Anderson, bogans, chicks, threesomes - what else do you want in a TV show? Burnouts too.”

This feature was prepared from an interview Cycle Torque recorded with Fenech. You can listen to the hilarious interview at the end of Cycle Torque podcast #72. Listen or download from www.cycletorque.com.au - click on the multimedia then podcast buttons, or search for podcasts in the iTunes store.

– Nigel Paterson

On the set with FenechCYCLE TORQUE PEOPLE – PAULY FENECH

A star struck Cycle Torque fan overlooks Pauly to get Nigel's autograph.

On set of ‘Housos’. (photos Adrian Fowler)Angry Anderson and Pauly Fenech with the Hunter Motorcycles used in the new show.



E-tORquE

Riders for HealthYAMAHA is one of the major supporters of Rides for Health, a charity which provides bikes, rider and maintenance training and support to remote communities in Africa. It’s work is designed to help keep health care professionals and important supplies moving in places where roads, education and communication is poor.

Millions of people across Africa lack access to basic healthcare. Riders for Health tries to address that by providing bikes to nurses, doctors and other healthcare professionals to get around to communities. importantly, Riders for Health also provides back-up, so machines are maintained and those riding them are trained.

Running until February are online auctions of a variety of Yamaha Racing memorabilia with 100 per cent of the winning bid going directly to Riders for Heatlh, and Cycle Torque encourages you to bid on the items for sale, such as an autographed Valentiono Rossi knee slider, a helmet used by MotoGP champion Jorge Lorenzo or a used signed leather suit of rising star Cal Crutchlow, although you need to check if it can be shipped to Australia, because some of the items will only be shipped within Europe (c’mon, just get them to ship it to a mate in England…).

When I attended the Yamaha Super Tenere launch back in May Yamaha introduced the assembled journos to Riders for Health – five of the XTZ1200s were destined for the organisation at the end of the launch.

‘We have had vehicles and motorcycles before. The difference is that now they are maintained properly by Riders for Health. Because I have a reliable motorcycle I can cover a large area and prevent the spread of disease. That’s how lives are saved,’ – Philemon Simanyo, environmental health technician, Zimbabwe.

Being auctioned separately is a truly one-of-a-kind motorcycle offered in collaboration with the most successful motorcycle racer of his era, Valentino Rossi. All the money raised by the sale of this unique lot will support the work of Riders for Health.

It’s a highly customised 2009 model R1, painted in Rossi’s “Five Continents” AGV helmet design, the bike is the brainchild of famous American race Don Emde.

“Once we got Rossi’s blessing, everyone jumped aboard,’ says Emde. ‘Yamaha Motor Corp. USA donated the brand new stock machine, Aldo Drudi translated the graphics

from Rossi’s helmet to the R1’s special bodywork imported from Italy, Roland Sands donated Ronin wheels, Bridgestone added BT-003 tyres, Öhlins gave suspension, Akrapovic provided exhaust, EBC did brakes, and the list goes on – Vortex, Goodridge, Dynojet, etc. Just with improvements the bike’s value is nearly $30,000, and that’s without the significance of the project and Rossi’s involvement.”

The bike will be auctioned by Bonham’s on November 13. If you’re interested in bidding on this extraordinary machine remotely, register to bid and order a sales catalogue at www.bonhams.com/petersen.

While a lot of charity aid in Africa goes to waste, Riders for Health - providing health care and transport - is a great way to help African help themselves.

Don’t be afraid to give it your support. Check out the video at www.youtube.com/ridersforhealthtv.

– Nigel Paterson


NEWSTORQUE

Yamaha’s special offersYAMAHA Motor Finance is off ering free fi re and theft insurance policies available on a wide range of off road Yamaha motorcycles and ATVs and a super-low 5.99 per cent interest rate deal on road bikes and scooters.

Yamaha Motor Finance’s Swann backed Off Road Rider Insurance policy is available when customers purchase units with a YMF loan. The policy off ers peace of mind to customers worried about dirt bike theft plus there are great additional benefi ts.

Full details of the policy are available from your Yamaha dealer. In broad terms the policy covers you against fi re, theft, damage during transit and it even off ers some crash damage protection.

Participating Yamaha dealers can also help you with the low interest YMF road bike deal, with the off er being available on every road (but not adventure, enduro or trail) bike in the Yamaha range. The 5.99 per cent rate is for repayments over two years, with the rate rising after that period.

Both off ers run until January 24.

CHARGED V6THE historic Horex brand is back – with a new bike featuring a 1200cc supercharged VR6 engine – unprecedented in the motorcycle world. The engine’s technology for motorcycles was developed and patented by Clemens Neese, CEO of the newly formed company.

The new Horex will be manufactured in Germany beginning at the end of 2011. It will initially be marketed as a premium segment bike in Germany, Austria, and Switzerland.

“Does the world need another motorcycle brand? Probably not,” says Clemens Neese with a smile. “But riding a bike is more than a form of mobility on two wheels. It’s raw emotion combined with a passion for technology and everything that’s new and exciting! I’m a bike enthusiast and I haven’t seen anything like this on the market in years.” Reason enough for Neese to create his own dream machine. An engineer with 20 years of professional and management experience in the IT industry, he has been thinking for a long time about a VR engine for a motorcycle. He developed this concept and, in April 2007, received the patent for a “VR engine in a powered two wheeler.”

For the new VR bike project, Horex was the one and only brand seriously considered by Clemens Neese and his business partner Frank Fischer. The original Horex machines were produced from 1923 to 1956. The brand name changed hands several times after 1960.

“Horex is still today a very attractive, charismatic brand,” says Neese. “From the very beginning, the company’s founder, Fritz Kleemann, focused on intelligent drive concepts and built innovative, premium-quality bikes. This tradition matches our vision of the new Horex motorcycle perfectly – like the final piece of a puzzle. And we are committed to upholding the Horex legacy.”

The heart of the new Horex is the VR six-cylinder engine. With a width of only 429 millimetres measured at the cylinder head cover, the VR6 is as narrow and compact as many four-cylinder engines.

Of course the major hurdle for the enterprising Neese and his cohorts will be to fund the project. Not sure if we’ll ever see them distributed in Australia but you never know. ■

Ducati power cruiserAFTER months of speculation and spy photography the Ducati Diavel will make its fi rst public appearance at the EICMA International Motorcycle Show in Milan 2-7 November.

Offi cially announcing the new model’s name ahead of the offi cial presentation, Ducati is about to turn another dream into reality, using the local Bolognese dialect word for “devil” in naming their new model Diavel – pronounced Dee-ah-vel.

The idea for the name was born early in the development process of the bike, when the prototype was assembled and wheeled out in front of a group of Ducati engineers and technicians for the fi rst time. One person looking from the rear of the bike saw its silhouette and exclaimed in Bolognese dialect: “Ignurànt comm’ al diavel!” Meaning: “Evil, like the devil!”

The Diavel will have ABS, Ducati Traction Control and Ducati Riding Modes. The Superbike-derived Testastretta engine will power the bike so performance won’t be an issue. ■

Fat Boy Lo Project Bike - For Sale

YEP, it’s that time again, when we let a project bike go to make room for a new one… so it’s time for a tearful goodbye to the Cycle Torque Harley-Davidson Fat Boy Lo.

This bike has about 8000km on the clock, is a 2010 model (built late 2009), is in excellent condition and comes with nearly 12 months NSW rego and over $5000 worth of touring equipment and performance parts.

The Rush pipes, Screaming Eagle tuner and K&N air fi lter have added 16 horsepower at the rear wheel and we have just-fi tted Pirelli Night Dragon Tyres, too.

We’re asking $28,000. If you’re seriously interested call 02 4956 9820. ■



IT’S not often motorcyclists get the chance to present their passion for riding to a huge audience, but for filmmaker Pauly Fenech, it’s a part of his next TV comedy show, Housos of da Housing Commision.

We met Fenech on the set of the new show being shot in Western Sydney for SBS Television.

“It’s a comedy about the stooges who live in the housing commissions of Australia. It’s the first representation of the bogans… the unseen, unheard bogans of Australia and non-Anglo Bogans who live with them. This is like the real version of neighbours – you see Neighbours on TV, that’s bullshit, this is like the real version.”

Fenech has created the fictitious suburb of Sunnyvale for Housos of da Housing Commission and comes to the show with a wealth of experience making cutting-edge comedy. He gained prominence through the short film festival Tropfest where he won third prize in 1995 for Pizza. He won in 1998 for Intolerance and went on to make Pizza as a TV show for SBS (premiering in 2000) and then the movie Fat Pizza. More recently he was the driving force behind Swift and Shift Couriers.

“I play Frankie Falzone. An ex-tattooist, likes motorbikes, likes fast cars, can’t afford

anything, he’s a bit of a dodgy character. He’s about 35, has a girlfriend who’s 19 - she’s says she 19, but maybe we should check her ID.”

Frankie drives what was once a Toyota Corolla – it’s now something less easily identified, because it’s covered in graffiti and has a huge air intake scoop on the bonnet.

“He’s tagged it fully, and with that scoop it makes it go faster.”

There’s a variety of bikes in the show.“There’s a motorcycle gang, the Hunterz.

Angry Anderson is the leader of the gang.

They’re a typical dodgy gang. There’s one episode where they send the main female character, Shazza, to Thailand because the first expedition with Schapelle didn’t go that good, so this is the sequel to the Schapelle incident and they’re just hoping the Boogie Board gets through this time. So that’s how dodgy they are.”

Both Angry and Fenech ride bikes in the show.“We’re riding the Hunter Spider, it’s like

a chopper I found through a mate on the internet, it’s a really sick bike and I loved

them so much I put them in the show. They’ve got such a cool look, you know? They’re sexy. You get a lot of hard-core riders who don’t like anything except Harleys and Triumphs. But you know what? I’m telling you these things look so sexy and they are such a good price. I challenge any other bike in the price range to be as good.”

The Hunter Spider machines being used in the show have been set up to really fit in well.

“You get chicks with these things. Chicks don’t know the difference between a Harley, a Triumph or a Hunter Spider. Let’s face it, they just look at a bike and say, ‘that looks cool’”. My advice to riders out there is ‘Why spend all that money on top range? Go mid range and get the top range chicks’. You save the money to take the top range chicks out.”

Housos of da Housing Commission is expected to premiere on SBS around the middle of 2011. “Depending on the stooges at SBS. The way they work over there is 17 ethnic guys have a fight in a room and that’s how the decisions are made. So depending on which one wins will depend on the actual date. Who knows how long that fight could take, but there will be a decision eventually.

“If you loved Fat Pizza, this is the next step. The modern version of Pizza, it’s funnier, we got Shazza & Dazza, me, bikes, Angry Anderson, bogans, chicks, threesomes - what else do you want in a TV show? Burnouts too.”

This feature was prepared from an interview Cycle Torque recorded with Fenech. You can listen to the hilarious interview at the end of Cycle Torque podcast #72. Listen or download from www.cycletorque.com.au - click on the multimedia then podcast buttons, or search for podcasts in the iTunes store.

– Nigel Paterson

On the set with FenechCyCle Torque PeoPle – Pauly FeneCh

A star struck Cycle Torque fan overlooks Pauly to get Nigel's autograph.

On set of ‘Housos’. (photos Adrian Fowler)

Angry Anderson and Pauly Fenech with the Hunter Motorcycles used in the new show.




inFOrMAtiOn FrOM Our ADVertisers

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2 SHOEI ROAD-TOURINGTHE new Shoei TZ-X road touring helmet offers vastly reduced wind noise with a massive 60 per cent reduction on the model it replaces. Wind tunnel designed shell and ventilation with reduced drag, buffeting and lift for superb long-distance comfort. Five shell sizes and five EPS liner sizes as well as visor with increased vertical and peripheral vision, excellent clarity and seal.P R I C E : $699 as shown, metallics $629, solid black/white $599AVA I L A B L E F R O M : All good bike shops

M O R E I N F O : www.mcleodaccessories.com.au

3 HOT SOUNDS FOR SUPER TENERETHERE’S a new Hexacone slip-on muffler range for the Yamaha 1200 Super Tenere that offers a 7.5hp power gain and a 3kg weight saving. This beautiful range from Remus Australia offers alloy or titanium skins and carbon fibre end caps. Pipes come with a two year warranty.P R I C E : Alloy $956, Titanium $1069AVA I L A B L E F R O M : Remus Australia, selected bike shopsM O R E I N F O : www.remusonline.com.au 0400 982 211

4 DAINESE TOURING THE Mig 2 Gore-Tex waterproof touring boots are made from premium cowhide, are 100 per cent waterproof with a breathable Gore-tex membrane inside. There is a composite armour shin guard with soft inserts and a velcro calf adjuster. D-Stone fabric inserts offer flexibility while the ankles get thermoformed protection. There is also an injected shifter guard as well as reflective inserts for visibility. Available in black men’s Euro sizes 41-47.P R I C E : $399.95 incl GSTAVA I L A B L E F R O M : All good bike shopsM O R E I N F O : Monza Imports (03) 8327 8888

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5 YAMAHA PUTS THEM IN THE SHADEYAMAHA Racing’s fast shade is made from 420 denier waterproof polyester with aluminium tubing and cross bar projectors. Includes 4 wind poles, 4 stakes and is printed with the Yamaha Racing logo. The 3m x 3m shade also has optional side walls. P R I C E : $529.90, optional walls $197.58 incl GSTAVA I L A B L E F R O M : All good Yamaha dealersM O R E I N F O : http://yshop.yamaha-motor.com.au

6 A DEFT HANDDEFT gloves are now available in Australia. Deft Family products are made by the family and offer their individual expressions of creativity. Gloves by riders for riders which have full Clarino Leather palms. High quality with a fresh, unique look.P R I C E : $49.95AVA I L A B L E F R O M : Lusty Industries 02 4953 7667M O R E I N F O : www.lustyindustries.com

7 MOTOGP STYLE PERFORMANCE

PLANET Moto has released new performance mufflers to fit GSX-R600 (06-09), CBR600RR (05-08), YZF-R1 (04-08) and GSX-R1000 (05-06). The Delkevic GP pipes are slip on open ended mufflers with a removable noise reduction plate. Made from high grade 304 Stainless Steel polished to a mirror finish. All Delkevic silencers have a 12-month guarantee. No jetting or re-mapping is required but it’s always recommended to dyno test your bike after fitting this kind of replacement part.P R I C E : From $369.AVA I L A B L E F R O M : Planet MotoM O R E I N F O : Ring 1300 4457 878

8 LOK YOUR LIDTHE makers of the HelmetHook have gone one better and created a nifty new helmet lock which is portable and convenient. You can now safely leave your lid locked to any part of your bike. The Carabiner style lock has an outward opening mechanism with a combination lock which you can re-set. Unique alloy-zinc composition provides a strong, durable, non rusting or scratching surface. Handy and cool!P R I C E : $19.95AVA I L A B L E F R O M : N’Vision CreativeM O R E I N F O : www.helmetlok.com.au 02 6687 1388



To Order Call 02 4956 9820

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1 Freerider MX’s Ultimate Guide to FreestyleAs freestyle motocross continues to capture the imagination of the mainstream public and motorcycle sales soaring, more riders are focusing their attentions on riding FMX than ever before. With the racing scene becoming more competitive than ever, more people are opting for the lifestyle and fun factor of freestyle, and as a result, amateur classes at events are burgeoning, and letters from readers eager to make a career in freestyle motocross are flooding Freerider MX Magazine’s inbox.Freerider MX’s Ultimate Guide to Freestyle – $19.952 Essential Guide to Motorcycle Maintenance

The purpose of this book is to introduce the novice motorcycle mechanic to the basic mechanical concepts that go into designing, building and maintaining modern motorcycles. By performing their own basic maintenance readers will gain a much better understanding of how motorcycles function, and develop a much better feel for the health of their bike and deal with little problems before they become a big one, or worse, a serious safety issue. Essential Guide to Motorcycle Maintenance – $65.003 Essential Guide to Motorcycle Travel

This book is written to help motorcyclists prepare themselves and their motorcycle for travelling 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.Essential Guide to Motorcycle Travel – $49.954 Essential Guide to Dual Sport Motorcycling

Everything you need to buy, ride and enjoy trail and adventure motorcycling. Sections on riding gear, tools, riding tips and safety and maintenance keep you well informed for the trip ahead.Exploring and navigating are also covered in this comprehensive guide book.Essential Guide to Dual Sport Motorcycling – $55.00 5 Troy BaylissThis is the story of a life dedicated to racing, the story of a man who has always lived among motorcycles. The Ducati Yearbook chronicles the life of Troy Bayliss, Ducati World Superbike Champion through his memories and his experiences (on and off the track), his relationship with his team and with the bikes. Take a look into the life of Troy Bayliss, his racing career and his passion for Ducati. Troy and the bikes from Borgo Panigale, like the 999 and 1098, together made history. This is a book of photography with images accompanied by the words of the rider, fellow Ducatisti friends, colleagues, family and fans all who came in contact with this Superbike legend a true icon for all passionate motorcycling fans, Ducatisti and non.Troy Bayliss – $34.956 American Dream Bikes

Unappreciated by the world is the fact that in today’s elusive studio of motorcycle design America is a major player - for some, the major player. Dozens of designers, engineers and craftsmen are creating some of the most exciting and innovative motorcycles the world has ever seen - even dreamed about. This doesn’t just mean “yet another chopper”. It means names like Confederate, Ecosse, Fischer, Roehr, Vectrix (producing an electric sportbike), and MotoCzysz in addition to, and no less worthy in this context, the establishment Harley-Davidson with Buell, Victory, and even Indian. Award-winning author Alan Cathcart visits 25 shops interviews the designers and engineers and rides the motorcycles. Each shop, interviewee and motorcycle has been photographed especially for this book.American Dream Bikes – $75.007 DUCATI

Jon F. Thompson & Joe Bonnello. Ducati’s American story of decline and recovery comes to life! Included within are Ducati’s ever singles, bevel-drive twins such as the 750 GT and SS, Darmahs, Pantahs, F3s, 90OSS, models like the Supermono. Stunning color photographs vividly illustrate this freshly told tale of Italy’s two-wheeled beauties.DUCATI – $24.998 The Art of BMW Motorcycles

BMW began its life in aero-engineering--as anyone who’s ever ridden one of its motorcycles might guess. These are bikes as close to airborne as any get. And what’s more, fifty percent of all the motorcycles BMW has manufactured are still flying down the world’s roads. These are the best, and in this book, the best of the best get their due, with brilliant, full-color photographs of BMW’s classic models and detailed descriptions of their features, all located within the context of a concise history of this legendary marque. From the first of BMW’s bikes, the R32, through the models that catapulted the company out of the ruins of World War II, to the latest bikes with the revamped opposed-twin-cylinder “boxer” engines that brought BMW its first fame--these are the bikes that made history, and, better yet, gave the most demanding riders a taste for flight.The Art of BMW Motorcycles – $59.999 The Harley-Davidson Motor Co.

This massive coffee-table book - over 400 pages, large format – depicts Harley-Davidson’s own collection of bikes, having kept one of every model it has ever produced. Quality studio photography and excellent background information tells the story of Harley-Davidson through its many and varied models. Includes prototype motorcycles which never made it to production. Hardcover.The Harley-Davidson Motor Co. – $69.9910 The Castrol Six Hour Production RaceFor 18 years, the Castrol Six Hour Production Race was the biggest event on the Australian motorcycling calendar. Controversial, important and exciting, the Castrol Six Hour Production Race was one of those rare events which had bikes and tyres developed specifically to win it. The Castrol Six Hour Production Race – $69.9511 How to Set Up Your Motorcycle WorkshopFrom a corner of the garage set up for routine maintenance to a dream shop housing precious classic machines, How to Set Up Your Motorcycle Workshop, Third Edition will help you make the most of your space. Packed with easy-to-read practical advice, author C. G. Masi walks the reader through designing, building, and equipping the workshop you need - whether you plan to restore, repair, and maintain your own bikes or hope to open a small commercial facility. How-to Set Up Your Motorcycle Workshop starts by helping readers determine their work space and storage needs and create a shop layout that matches their budget. The author then addresses basics such as providing adequate electrical power, lighting, and heat and air conditioning. With the workshop design in place, Masi helps readers identify the must-have and want-to-have tools to appropriately equip the space. This new third edition of the book includes profiles of real world workshops, from small garage spaces to purpose- built restoration and race-prep shops, and features a new comprehensive and up-to-date directory of resources for equipment, tools, computers, battery powered tools, and energy saving tips.How to Set Up Your Motorcycle Workshop – $44.95

Get in early for Xmas!

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Book ReviewsDucati 750 SS

WHEN it comes to classic motorcycles Ian Falloon is a well known and respected author. He has a soft spot for early Ducatis, and the 750SS ‘Green Frame’ is one of if not the most exotic of them all.

Made in very limited numbers for only one year the ‘Round-case’ 750SS was a dream mahine for many riders when released in 1974. They might have been down on horsepower compared to some of Japan’s offerings but as a road bike there were not many others which could hold a candle to it on a winding road, where the sure-footedness of the bike made up for any power

deficiencies.Over the years the bike has enjoyed an almost mythical status

and spawned a number of pretenders as starry-eyed motorcycle enthusiasts turned 750 Sport and 750GT models into SS replicas.

Falloon does a great job detailing why and how the SS came about, from the ‘cooking’ models which set the path, the prototypes and the Imola racing machines where the Round-case V-twin first gained notoriety. He also delves into the engineering of the machine, especially the engine which was hand built and one of the most complex engines to set up.

Many photos are from the period, although some great detail shots of specific parts have obviously been taken recently, so it’s a great snapshot of past and present.

As the 750SS was a very successful racing machine there’s much in the book of this history, including the ‘American Hot Rod’ raced to a Daytona win by Cook Neilson and those raced in Australia.

For the technically minded there’s a detailed parts list also.I have a soft spot for the early 750SS. I raced an Imola Replica

owned by Ron Young for a number of years. It is a potent machine and we won lots of races. It’s currently the bike to beat in Post Classic Unlimited racing in Australia, with Ron’s son Robert the current Australian Champion on the machine. Although the bike is getting close to 40 years old it’s still winning races, and it’s good to see an old warhorse like this being ridden like it’s meant too, not kept under a sheet in a garage or in a museum.

If you’ve always wanted a 750SS or are lucky enough to own one you will like this book. It’s well researched and written.

$79.99. – Chris Pickett

The Book of the Ducati 750 SS is now available from the Cycle Torque Book Store Call 02 4956 9825 or www.cycletorque.com.au

TOP COVEROUR Project Daytona Rider Alex Pickett has been wearing a set of Five Gloves this season, namely the RFX1 MotoGP ‘Tribal’.Of course they look fantastic but more importantly Alex has tasted bitumen and dirt on two occasions, and his hands have came out unscathed.Sure, there are a few scuffs on the gloves but they have held out amazingly well and are still fine to use. The gear scrutineers don’t even raise an eyebrow so they must be fine.We’ve found the quality control at Five Gloves must be pretty good. There’s no pulled stitches after the two crashes and they fit great.P R I C E : $329.95AVA I L A B L E F R O M : All good motorcycle stores.M O R E I N F O : www.motonational.com.au, 1300 885 355.

EASY ADJUSTWE’VE got a few trick parts on our Triumph Daytona 675 race bike. One of my favourite pieces which makes life easier in the pits are the KTS Chain Adjuster and Lifter.Gilles Tooling supply the chain adjusters for a wide range of models of motorcycles and they are very easy to install. Basically you remove the standard items and bolt in the new ones. Simple.Once you have set up chain alignment correctly these chain adjusters allow you to very quickly get chain tension spot on when changing gearing.They are just so much quicker and easier to use than standard chain adjusters.Hanging off the back are the stand lifters which we’ve found easier to use than the regular swingarm mounted stand knobs. Not only that they don’t look likely to pull out a piece of your swingarm in a crash like we’ve seen the others do. P R I C E : KTS Adjuster – $256: KTS Lifter – $65: KTS Stand Bolts – $24.AVA I L A B L E F R O M : Direct from Gilles ToolingM O R E I N F O : 1300 858 931 or www.gillestooling.com.au.



LIKE most clichés, ‘Racing improves the breed’ does have some truth to it, and that’s evident in Husqvarna’s small-bore enduro weapons, the TE250 and 310.

Antoine Meo won eight rounds of the World Enduro Championship on the way to winning the title, and his knowledge and experience has gone into making these Husqvarnas even better.

The key feature of the 2011 TE250/310 is the new chassis where most of the re-working centred around the area below the cradle and under the footpegs to give the rider more clearance and less ‘snagging’ on rocks and tree roots when bouncing through the bush.

The steamlined chassis also gives more room for the rider’s boots on both sides giving a better feel for the rear brake and gear lever and allowing the rider to move forward and back on the bike without hindrance. Hope that makes sense.

Meo has made valuable changes to the Kayaba forks and the Sachs shock while the fuel capacity has been increased to 8.5 litres thanks to the feedback from the Australian market. The tank has a new pump, which enables 100 per cent use of fuel available.

Riders now have the ability to choose between two different CDI maps configuration via a handlebar switch, Mode 1 is a default full power setting while Mode 2 flattens the power out for the slippery or technical sections.

Both bikes are fed fuel by a Mikuni 45mm electric fuel injection system so throttle response is flawless.

The changes for this year to the TE250 and 310 also include: engine guards, graphics, hubs, crank-cases, air box, headlight support, suspension set-up, hand guards, and a myriad of other small items you won’t immediately recognise.

TE250 - The rideThe tracks we tested on were perfect for the task at hand with some open sweeping turns

coupled with rocky, undulating technical sections with plenty of twists and turns to keep me busy.

With a push of a button I fired the twin-cam, four-valve TE250 into life and shot off into the bush looking to get up to speed as quick as possible to see if Mr Meo had actually made any improvements or if it was just market spin.

After 20 minutes of belting my way through ruts, rocks, logs, jumps, hills and surviving a monumental moment when I hit a rock in the grass while in fourth gear pinned I was

pleasantly surprised to find there are improvements to a bike that was new from the ground up just a year ago.

To best explain it to you, dear reader, imagine a dirt bike that is stable at speed, doesn’t

Hornier Huskys

The Improvements ContinueTest by Darren Smart, photos by Paul Feeney Group



deflect greatly when you side swipe rocks or logs (I misjudged a dirt bank at speed and the back end spewed off to the right while I needed to go right and I wasn’t stressed at all, I knew it would come back sooner or later) yet it dead-set turns on a dime.

The suspension handled everything I put it through. We know the Brembo brakes are always on the money, the hydraulic clutch had great feel and the Pirelli tyres are as good as any on the market.

Motor wise the 250 definitely likes a few revs if you’re really pushing to maximise 34.5 HP delivered at the 10,500 rpm mark but what I will say is it really is a smooth power delivery which is fun while trail riding and a hoot when your pushing for quick lap times.

The 250 motor is noticeably slower on Mode 2 and a lap with a slower motor gave me an opportunity to pretend that I was an enduro guru with the ability to ride the bike like a maniac without crashing...

TE310 – The rideWith both bikes weighing 106kg, the big difference between the 250 and 310 is the

304.5cc motor delivers just over 38 HP at 9500 rpm and supplies a nice torque curve through to its peak at 8500 so it definitely ‘gets along’ at a greater rate of knots when you’re pushing hard.

‘Lugging’ the motor between turns was much more viable on the 310 compared to the 250 and getting from the bottom to the top of some of the hills was done in considerably less time on the 310, those few extra cubic centimetres really makes you pay more attention to your braking mark into the next corner.

Mode 2 on the 310 was as expected offering less ‘punch’ up some of the climbs and seemed to be a bit more responsive right off the bottom of the rev range but don’t hold me to that because that could just be the result of testing 5 bikes in one day....tough life huh?

As I sit down to write this test up I can only think back on my laps on the 250 or 310 as an absolute blast. We joke about riding like a lunatic or riding beyond your limits so I will admit to some pretty wild moments on both bikes, most witnessed by fellow journos, but to be honest, for all intents and purpose I never felt that I was out of control.

Such was my confidence in the new 250 and 310... thanks for your help Antoine Meo.

TE630 Husqvarna’s answer to the adventure riding market is its TE630. It might not be single

trail enduro weapon but don’t underestimate the off-road capabilities of this ‘sleeping giant’.

The 630 features new plastics and graphics, front headlight, dashboard, 12 litre fuel tank, dual exhaust system, hydraulic clutch, cylinder head, Mikuni D45 EFI system, cooling system and radiator hoses, 6-speed gearbox… and best of all, 20 per cent extra power and torque over the old 610 motor.

Husky has managed to reduce the seat height by 30mm to a respectable 930mm and the overall feel of the 630 is not as huge between your legs as you might imagine.

I managed to sneak out onto the enduro loop on the TE630 and by the time I got out there the track was quite torn up with rocks, roots and ruts jumping out at me everywhere and to be honest, thanks to the smooth power I was able to go into steer and brake mode and keep a relatively good pace going.

The suspension is very plush so I hardly felt the smaller stuff as I ploughed my way around the track and it was only the real tight turns that made me take a little more attention than usual.

Once I did a few laps on the tight stuff I ventured out onto an open dirt road and you can see this is what the 630 was designed for. The long wheel base gives amazing stability at speed, it flew through the sweeping turns and the brakes are amazing under stress.

All up, I was impressed with the versatility of the 630. If this bike ends up on your shopping list don’t think you can’t match it on the trail with your mates on their 450s. Sure, you will work a little harder in the tight stuff but it will be ‘see-ya-later’ once you hit the fire trails...

$12,495 will get you on board the big 630. Go on, don’t be shy. n

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0launCh rePorT – 2011 husqvarna Te630, Te310 & Te250



QUAD





This year’s model retains the renown features that set its predecessors apart from the competition. Like Yamaha’s push-button On-Command drive system, which ensures solid drivability over varied terrain by allowing riders to rapidly switch between 2WD, 4WD or 4WD with differential lock. And, fully independent double-wishbone suspension at front and rear that maximises wheel contact over ruts and bumps to allow more traction and a smoother ride.

Like its big brother Grizzly 700, the Grizzly 450 incorporates the Ultramatic transmission system. Yamaha’s Ultramatic transmission uses both a centrifugal and a sprag (one-way) clutch. This configuration minimises belt slippage by keeping the belt tight at all times, which increases the life of

the drive belt. It also provides superior engine braking, allowing riders to tackle steep downhill gradients with confidence.

Yamaha’s engineers have made several enhancements to the chassis that give the Grizzly 450 a sportier feel without compromising durability. The new one-piece frame increases rigidity and strength while reducing weight by 2.7kg. The stabiliser bar has been shortened and its stiffness has been increased with 20 per cent to match the new frame dynamics.


More information is available from your Yamaha dealer. n

450 Yamaha gets power-

steering






With this in mind I have had a conversation with Lindsay Granger (general Manager of MQ) who is part of the Queensland Transport Motorcycle Safety Advisory Group and Shane Knuth, my state member of Queensland Parliament. The local Police Traffic Branch is focused on enforcing traffic regulations and laws and have advised that the Transport department guides them via legislation.

We feel that GO10 should require a trained operator’s element, that ATV’s will need a motorcycle licence and UTV a car licence. As both these vehicles exceed by large margins normal vehicles rough terrain capabilities they need a special OH&S component, let’s call this Extreme Terrain

Training. That is operators need to have a clear understanding of where the safe operating limits are (hill traversing etc) plus a very much needed environment component (track damage, Flora and Fauna disturbance). The new OH&S Quad requirements for the workplace is about to be rolled out, with some slight modification this would suit except it will be too expensive to be workable to non-profit clubs. So we would prefer to tailor a course that fits into MQ’s (Motorcycling Queensland) training program. Affiliated clubs have free access to this service.

Simply put to use the GO10 registration the ATV rider will need a current motorcycle licence, UTV a current motor vehicle licence both having additional enhanced Extreme Terrain and Environment Training.

We can see the big benefits this would have for our community’s health and well-being by getting outdoors and exercising. ATVs and UTVs have a very big part to play in this as they are very easy to operate safely. Operators very quickly gain a level of competency that returns an enjoyable and safe experience that’s both educational (we are always spotting magnificent panoramas) and physical to an appropriate level suitable for the operator. Not to mention the big plus to the Far North’s recreational adventure tourism industries. Whether it’s more quad sales to quad’s touring up Cape York, it’s good for the bush.

The National Parks can see big advantages as this will give them some chance of regaining control of motorised users in our state forests.

So please think about this and let’s get consensus from across the state’s quad fraternity.’

Thanks,Tim Forsyth.

President; FNQuadriders incMob 0407743049

Email; [email protected]

Queensland ATV proposal



QUAD

WITH Christmas just around the corner, Polaris is offering unmatched deals on several ATV and Side by Side (SxS) models until December 31st.

You’ll get a free Outlaw 50 with any new ATV above 548cc or Ranger above 497cc. This gives customers an unbelievable opportunity to upgrade their vehicles and take care of Christmas at the same time. The promotion has even been extended to include buyers of the Ranger Electric Vehicle and the high performance RZR S.

The deal is even better on Ranger 500. Buy a Ranger 500 and you’ll get $1000 off, plus $1000 free accessories, plus all the benefits of this Buy One, Get One Free promotion.

Should you not have a child of a suitable age for the Outlaw 50, take a $2395 discount on any additional new Polaris ATV or Ranger. For example, buy a Sportsman XP 550 and you can get a Hawkeye 300 ATV for only $3600 inc GST. But that’s only one of the promotions just announced.

Reduced to $5995 and designed specifically for the Australian and NZ farms, Polaris’ Hawkeye 300 is a great value farm 2x4. For those that need 4x4 traction, Polaris has taken $1,000 off three of its most popular 4x4 models; the Sportsman 300 ($6995), the midsize Sportsman 400 H.O. ($7995), and the full size Sportsman 500 H.O. ($9695).

If you need to tow more, carry more or seat more, then upgrade to the Polaris Ranger lineup of Side by Side (SXS) utility vehicles. Polaris’ Ranger 400 is a steal for $13,995.

These offers end 31/12/2010 or while stocks last. Additional freight charges may be payable in rural QLD, NT and WA. For more info call your Polaris dealer today on 1300 654 142 or visit www.polarisindustries.com.au. n

Buy a Polaris, Get One Free!

CF Moto recently attended the Henty Machinery Field Days approximately 45 mins north of Albury, New South Wales.

Henty Machinery Field Days have over 800 sites and is one of the biggest field days in Australia. Although no official numbers have been released, industry sources estimate a crowd of over 50,000 over the three days attended the event.

CF Moto was mixing it with the big players in the motorcycle industry such as Yamaha, Polaris, Kawasaki, Can Am and Suzuki.

On display for CF Moto were the X-Lander 600, Rancher UTV and the crowd favourite: the Z6 Teracross.National Sales Manager for CF Moto Darren Woodward was in attendance for the three days. “CF Moto is

in its infancy. We need to show consumers and other dealers that CF Moto is not just another ATV brand, but one that offers value for money, a quality product, a wide range of extras and a substantial warranty.”

CF Moto has also recently appointed two new dealers in key locations in Victoria and New South Wales. Golden Square Mower and Marine is located at Golden Square (just 5 minutes from Bendigo) and is a

respected Garden Product and Yamaha Marine dealer who has also sells specialty motorcycles and ATVs. Neil (Golden Square Mower owner) has been in business for 26 years and the company has built a solid client base through its expert knowledge and great customer service. You can find the team at 219-221 Woodward Rd Golden Square, VIC, 3555. Phone 03 5443 2818

CF Moto would also like to welcome Aitkens Motorcycles. Aitkens are a long standing and reputable business being in the motorcycling industry for 34 years. Paul and his staff are very heavily involved in all facets of the motorcycle industry, including road racing, and are an ATV/UTV and learner motorcycle specialist.

Aitkins Motorcycles located at 397 Newbridge Road, Moorebank, NSW, 2571. Phone 02 9821 1677.

“It’s great to see at such an early stage that these two highly respected dealers believe that the CF Moto product is one that offers customers an alternative without a compromise on quality. Also watch this space for further dealer announcements,” added Woodward.

For more information please visit the CF Moto website www.cf-moto.com.au. n

CF Moto a big hit at Henty

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launCh rePorT – DuCaTi MulTisTraDa 1200

MULTIPLE PERSONALITIES



And one bike shall rule them all… Ducati’s idea of versatility is the new Multistrada.



MULTIPLE PERSONALITIESDUCATI has succeded in building one of the most versatile bikes ever with the new Multistrada 1200. Capable from the city to the track to the gravel and even on tour, the Multistrada as different personalities for different riding.

Much more than ‘just’ an adventure bike, Ducati has changed the game with the release of the all new Mutistrada 1200. This time Ducati’s engineers have used some amazing technology to put together this wonderfully powerful and versatile machine to deliver excitement on and off the bitumen.The brief was a bold one. Produce a motorcycle that can be four bikes in one. Sports, Touring, Urban and Enduro. Not just a lackluster compromise, but a bike which changes personality for the intended job at the press of a button. Settings that not only change between four pre-set combinations of power, suspension and traction control to suit the type of conditions but where each of those settings can also be personalised for every rider.The first thing you notice is Ducati have delivered a much better looking machine than its outgoing predecessor. It has the sleek look of a predator with a powerful bite thanks to the new eight-valve L-twin Testastretta engine

sourced from the 1198.The EngineGrafted from the superbike’s Testastratta evoluzione powerplant, the retuned 1198.4cc Testastretta 11 degree engine as used in the new Multistrada

produces a flatter and much broader power and torque curve, more suited to its new task. ‘11 degrees’ refers to the overlap angle of inlet and exhaust valves which has been reduced from 41 on the superbike, which will improve not just the spread of power, but also fuel economy. There are four valves per cylinder helping produce a maximum 110.3kw (150hp) of strong wide flat power curve and 118Nm (87lb-ft) of torque with loads more pulling power than the superbike under 6000rpm. It’s no ordinary engine and wonderfully flexible. It produces about 50 per cent more power than the two-valve air-cooled 1100 engine from the outgoing model and considerably more horses than any of its competition when in sport or touring mode. With new engine management the result is smoother, more flexible and efficient which also lowers emissions and improves fuel economy.From the base model up all the bikes

have the four electronically selected modes that control the Mitsubishi electronic fuel injection and ride by wire technology. Throttle cables operate an electronic sensor which activates the butterfly valve on the Mikuni throttle body controlled through the engine management system. There are three pre-set throttle activation curves depending on which mode you are in. Each will bring on the acceleration at a different rate to suit the power delivery required for the environment. Sport setting has the quickest rate, touring has the second fastest, then Urban and Enduro. Sport and Touring deliver the full 150hp peak power delivery, where Urban and Enduro curve off to only deliver a maximum 100hp of smooth high torque delivery for lower fuel use which is normally plenty for those situations.There are eight stages of Ducati Traction Control (DTC). The DTC will cut the engine power until the sensors between the front and rear tyres tells the computer the wheel spin is at the preset cut off level to keep the bike under control. If you don’t like the factory settings you can personalise them. As an example you can turn the traction control off when set in enduro mode to let the bike slide more or turn the engine map up to deliver 150hp which is more than you need in the dirt. The ability to switch between personalities is easy. When you first personalise the modes the bike must be stationary, but once preset the main four modes can be changed as you ride.Power is transmitted into a nicely spaced smooth six-speed gearbox through a drive chain to the rear wheel on Ducati’s single sided swingarm. The exhaust runs under the gearbox into a catalytic converter and nice neat short muffler that is very quiet. This bike was very extensively tested at high speed during development giving Ducati the confidence to revise their service requirements. Anyone who has owned a Ducati before can tell you Desmo valve services can be expensive, especially on the eight-valve engines, and require specialised mechanics who know what they are doing. The Desmo service intervals are now out to 24,000km which is twice the distance interval of the superbike. Ducati claims this helps to significantly lower the cost of ownership to a level similar to its competition.The ChassisThe tubular steel trellis frame is a three piece work of art that uses two cast alloy centre sections and is claimed to be 19 per cent stiffer than last year’s model. The standard model uses 50mm Marzocchi forks with adjustable spring pre-load as well as compression and rebound damping. The rear Sachs monoshock has a large and easily accessible handle to adjust the spring pre-load and also has adjustable compression and rebound damping.The ‘S’ Version is fitted with premium

Öhlins front and rear which feature the Ducati Electronic Suspension (DES) system. This system uses the bike’s computer to electronically adjust the compression and rebound damping on both ends of the bike and the pre-load on the rear spring which adjusts to pre-set settings depending on which mode the bike is in. You can also set the computer to adjust the suspension for rider only, rider/pillion, rider/luggage or rider/pillion and luggage. The front spring preload only has manual adjustment. Both the standard and ‘S’ versions have 170mm of suspension travel on both ends.The hands-free ignition system senses the key in your pocket so you don’t even need to take it out. It has a flip-key in it as well so you can open the seat and fuel cap. As an option there is a fuel cap available that is electronically activated and does not require you to pull out your key. The large LCD instrument panel displays the riding modes and all the other things you might want see or control in a large easy to read layout. Seating is very comfortable with a separate seat for the pillion similar in style to the BMW GS. The tapered alloy handlebars can be swung forward in their clamps to suit the rider and give a very comfortable upright touring position that is easy to change to a standing position when you want. The alloy footpegs have removable rubber inserts to reduce any vibration which can be removed for extra grip when in the dirt.Standard seat height is 850mm which some may find is fairly tall. A seat option is available to lower the ride height by 25mm for those that are a bit short in the legs. There are several other options available including a range of clothing and apparel. Accessories include different exhaust and silencer, mudguards, top and side luggage boxes and lids, tankbag, bike cover, GPS and Anti-theft alarm. The screen does a good job up front with manual height adjustment that is easy to adjust even on the run so long as you have a straight stretch of road. The 20 litre plastic tank holds enough fuel to get a claimed 400km at 120km/h. We did 198km on it at all speeds and conditions and used little over half a tank. ABS is an option on the base model and standard on the ‘S’ Variant. It can be turned off if you don’t want it as you can the traction control. The Brembo brakes are powerful and very effective with twin discs up front.Although this bike is very light for its class at 189kg dry weight in standard form and 192kg for the ‘S’ version, as an all rounder it still favours the road end of the scales with its fabulous power and ability.Fitted with 17” alloy wheels front and back and comparatively limited ground clearance due to the under engine mounted exhaust and fitted with Pirelli Scorpion dual sport tyres at high air pressure, its off road capability

TesT By ray MaCarThur PhoTos By KeiTh MuirRIDING GEAR: Shoei helmet, Motodry jacket and pants, Ducati gloves, Thomas Cook boots.



really isn’t up for much more than dirt roads and good fire trails. I wouldn’t really want to throw it down on the dirt both as this would mess up its good looks and could prove a little expensive to repair. However I think this will suit the majority of buyers in this class just fine as a lot of them probably don’t do much more than that anyway.In summing up we thought it is a great looking and inspiring road bike with sports bike speed and excitement, long haul touring comfort and load carrying ability, around town smoothness and flexibility as well as good handling for dirt roads and easy trails without doing any damage to its self. That’s a lot in one bike. Ducati has put a lot of thought and work into it and I think a lot of people will fall in love with it. We did.There are 3 packages available. All have the DTC and the four-mode menu. The standard Multistrada 1200 is available in red or white at $21,990 + ORC. The ABS brake system option adds another $1,500.The Multistrada ‘S’ Sport and the ‘S’ Touring both

retail at $28,990 + ORC and are available in red, white and black with DES suspension and ABS.The sport pack comes with a carbon fibre kit with covers and guards to lighten and sport things up. The touring pack comes with heated hand grips, centre stand and panniers.The extra cost of the ‘S’ models is a pretty big pill to swallow, but you do get a lot for your money and if you’re really keen to use the bike as it was designed – changing modes to suit the conditions – it really is the version to go for. The question is, sport or touring? n

S p e c i f i c at i o n S : DUCATI MULTISTRADA 1200

Engine Type: Liquid-cooled V-twin Capacity: 1198cc Transmission: Six speed/chain drive Fuel Capacity: 20 Litres Frame Type: Tubular steel trellis Seat Height: 850mm Dry Weight: 189kg Front Suspension: 50mm USD Rear Suspension: Progressive Linkage Brakes: Twin disc front, single rear. Tyres: 120/70-17, 190/55-17 Price (RRP): From $21,990 + ORC

www.ducati.com.au

Call for a quote1800 24 34 64

We’ll Beat aNY PrICe GuaraNteeD*

Comprehensive information from the dash. With Desmo checking out 24,000km, go touring. Single-sided swingarm and chain drive. Panniers are standard on the ‘S’-model Touring.

The new fairing is very cool. Stubby little mufflers.

launCh rePorT – DuCaTi MulTisTraDa 1200



THE TRIUMPH Sprint GT offers a few more concessions to touring than its older brother, the Sprint ST, making it better for anymore looking at the long haul, while still retaining the ability to provide an adrenalin rush in the twisties. With the torquey nature of the three cylinder engine, and the body friendly riding position, the new GT is a sports tourer par excellence.

What’s new, and why?Five years ago when Triumph introduced

the Sprint ST it proved to be a masterstroke for the company. What it produced was a bike which looked pretty slick for the time, was pretty comfy and had an engine which once you’d ridden one would make you fall in love with it. After five years though it was starting to look a little long in the tooth. Triumph had also received feedback about a few things owners were not that keen on, including pillion comfort and underseat exhaust heat.

This led the design team to look at making a few changes to the ST to make it more touring friendly. Obviously the GT has slightly more angular styling than the ST – only the fuel tank and fairing lowers have been used from the ST – but there’s a number of changes which aren’t so easy to see. At the front a new headlight which Triumph says gives much better penetration. A revised mirror mounting system gives the rider clearer vision of what’s behind them. There’s a new instrument package – it’s still got info on everything you need to know – and higher handlebars.

At the rear there’s many more changes which make the bike better suited to mile crunching. The pillion now sits lower than on the ST, due to a lower seat and lower footpegs. Triumph did this by lowering the rear subframe of the bike, helped by the fact it got rid of the underseat exhaust – which also got rid of the nasty exhaust heat for the rider and pillion by the way – and placed it in the ‘normal’ position down beside the rear wheel. An added bonus is you can now put some gear under the seat. You might not be able to put much there but it will take a bike lock or maybe a one piece rain suit.

Further major changes include a longer swingarm which increases the wheelbase by 80mm, which Triumph says will improve stability especially two up. At the front the forks might look the same as those from the ST but damping has been revised to cope with the heavier loads expected on the GT. A remote pre-load adjuster has been fitted to the rear shock which is a great tool for practicality.

Braking has been improved by 10 per cent according to Triumph, done with more rigidly mounter and lighter discs, and new pad material. Four piston calipers are still used and ABS comes standard.

For the long distance tourer the panniers are now 31 litres instead of 22. These come standard and you can buy the optional 55 litre top box which has a built in 12 volt power socket to take iPods, phones and the like. What’s really interesting about the panniers is they actually sway in the breeze. It feels

funny to push on one pannier and see the other pannier move in tandem. Triumph has devised a system where the two panniers are linked together and can move to a degree. This is supposed to help high speed stability because they are not fixed rigidly. It might be a little hard to explain but it must work. The GT is impressively stable at speed.

The top box isn’t the only accessory you can get for the GT. There’s a taller screen, gel seat, and magnetic tank bag too.

While the engine remains essentially the same it has enjoyed an increase of five horsepower because of the revised ‘low’ exhaust and ECU. It now has 130hp which isn’t shabby and torque has been increased slightly. Apparently these changes have also improved the fuel economy of the GT, and with the 20 litre tank you should see well over 300 kilometres without much trouble. Top gear has been made taller by seven per cent which no doubt is where some of the better economy comes from.

Highways and bywaysWe’re a big fan of the Sprint ST. It’s got a

great engine and you can do some serious miles on it. Some of the criticisms of it like the heat from the underseat exhaust and pillion comfort were warranted and for Triumph to take note of such issues shows the company listens and learns.

As soon as we took off on the GT we noticed the more upright riding position. To be honest the riding position for us was nigh on perfect.

It might not suit every rider but for sports touring it is hard to beat the seat/’bars/’pegs combination on the GT.

In city traffic the semi-upright riding allows plenty of vision, and the torque-laden engine can be kept in a taller gear than you might think. Flexibility is the name of the game and the GT has plenty of it.

As we ventured onto the back roads we were immediately impressed with the suspension. It soaks up bumps with aplomb, and even when we hit the tight turns we felt no need to stiffen up the shock preload to cope better. In fact we never touched the rear shock or fork settings despite the varied terrain we encountered, there was just no need.

You can usually expect some wind buffeting from bikes like this but there was none to speak of from the GT. As said before. Triumph offers an optional tall screen but we were happy with the standard one.

Both clutch and brake levers are adjustable, and the instruments are easy to read. You can also change settings to give you different read outs.

With the engine being so flexible the bike was a hoot in the tight twisties of the Mount Lindsay Highway in SE Queensland. We liked the brakes. Triumph reckons the front brakes are better than before. They certainly had plenty of bite and feel, as did the rear brake so no complaints there. If you needed to swap cogs furiously the gearbox coped well too. We liked the taller top gear and had no issues

launCh rePorT – TriuMPh sPrinT GT

TesT By Chris PiCKeTT PhoTos By lou MarTin

GTTwo wheeled

A GrAn Tourismo in The True sense of The Term.



with the ’box. It might not be as slick as some but overall it was easy to use.

If you are after blistering top ends you would be better served going to some of the more powerful sports tourers on the market. But do you need it? With 130hp the GT is no slug, in fact it’s far from it. Low down and midrange grunt is impressive, and it will sprint to well over 200km/h if you want it to. For everyday riding it offers far more performance than most riders will ever use.

Our 350 kilometre day in the saddle showed up no issues with rider comfort. Triumph has done a great job in this area.

VerdictFor $15,990 with panniers and ABS, the GT is fantastic value in our

eyes. You can still buy the ST for $13,990 (an extra grand gets you ABS) which is good value too. If given the choice we’d go for the GT.

Triumph has put a lot of thought into the GT and it shows. On the road it is an impressive machine. Triumph boffins tell us the bike is aimed more at the ‘touring’ rider than the ST, but there’s still plenty of sport left in it. n

RIDING GEAR: KBC helmet, Ixon jacket and gloves, Hornee jeans, Thomas Cook boots.

S p e c i f i c at i o n S : TRIUMPH SPRINT GT

Engine Type: Liquid-cooled triple Capacity: 1050cc Transmission: Six speed/chain drive Fuel Capacity: 20 Litres Frame Type: Alloy beam perimeter Seat Height: 815mm Wet Weight: 268kg Front Suspension: 43mm Showa Rear Suspension: Showa Monoshock Brakes: Twin disc front, single rear Tyres: 120/70-17, 180/55-17 Price (RRP): From $15,990 + ORC

www.triumph.co.uk/australia



Dash layout is eye catching and info comprehensive. Blinkers up high so drivers can see ’em. Seat is lower and broader than the Sprint ST’s.

Brakes have loads of feel and impressive initial bite.



RIDING GEAR: OGK helmet, Ixon jacket, Alpinestars gloves, Joe Rocket boots.

Street Fun

This entry level supermoto is big on the fun factor.

KAWASAKI’S KLX250SF is a soft-hearted Supermoto machine suitable for anyone looking for a versatile, inexpensive bike for commuting, weekend fun or learning.

Like most Supermoto machines, the KLX250SF is based on an off-road machine; in this case the entry-level KLX250S. The 250 class is still very important around the world for learners, but let’s hope the 250 is so successful we get a 450 version…

The SF is obviously targeting learner riders who want some street cred. It’s a fun bike to ride, great around the city and as we found out can be used for longer trips as well. Its ‘softer’ engine would probably suit the everyday grind better than the competition based 450cc donk. And the little 250 looks ultra cool too.

Learners only?Not everyone will be tempted by the

motard looks of the KLX250SF. For a start it has a relatively high seat height 860mm because of its off-road origins so shorter riders may find the climb a little too hard to deal with on a regular basis. And with most states allowing bigger capacity bikes in their LAMS legislation, there’s so many bikes for learners to pick from. Does this make the SF redundant? Not on your life. Many riders will love the aggressive styling of the SF and would rather its ‘calmer’ nature than that of bigger capacity street supermotos. In many ways this bike is perfect for commuters. Its tall seat height gives many advantages because it gets the rider up high where visibility in traffic is better. Its comfortable riding position is also a plus, although the lack of any real luggage carrying capacity will be a negative in many possible buyers’ eyes.

On the standWith a 250cc four-stroke single cylinder

engine it’s never going to stretch your arms too hard. It’s important to realise this is no KX250F in disguise. Even though the little 250cc racer’s engine is reliable in its intended arena, we’re not sure how long it would last being ridden at full revs on the highway continually. Kawasaki’s engineers had to make sure the engine would last with reasonable servicing intervals.

Carburation is still used on the SF’s engine, and a six speed gearbox drives the chain. You can buy tall enough gearing to be able to sit at close to 100km/h, but the bike isn’t really going to like it too much. With standard gearing cruising on 80km/h is fine, and just where learners should be. In the city standard gearing is just right for dodging cars and the like.

Kawasaki plucked the suspension for the SF straight from the S trail bike. Both bikes use 43mm inverted cartridge forks with compression damping adjustment. Down the back Kawasaki’s Uni-Trak single shock is adjustable for pre-load, compression and rebound damping. The only real difference is the suspension travel. With 230mm up front and 205mm at the rear, the SF has 25mm less than the S at either end. Obviously the big departure is the 17inch supermoto wheels, which look awesome in blue, colour matched to the bike’s bodywork. The tyres aren’t outrageous in size, with a 110/70-17 front and a 130/70-17 rear. You can buy a decent range of tyres in these sizes for reasonable prices.

Of course a supermoto needs a huge brake and the SF gets one. It’s not over the top though. A 300mm semi-floating petal disc is grabbed by a twin-piston calliper at the pointy end while a 240mm petal disc is done likewise with at the rear by a single-piston calliper. This combination is spot on the for SF.

Fuel stops will be sooner than most learner level bikes. The SF has a 7.7 litre tank and even though fuel economy is good it doesn’t allow a huge fuel range. Then again it all depends on what you are doing with it. At 137 kg it’s not a heavy machine. The only way riders will struggle with the size of this bike is with its height, not its weight.

On the roadWith the electric start the engine fires up

readily. There’s no kick-starter as a backup like you might expect but realistically there’s no need for one. The engine revs easily right up to its redline although there’s no need to rev it to the stratosphere. Power tails off before peak revs are hit so changing gear before then is the most sensible option. We rode the bike in the city, on country back roads and also a weekend away with a learner on board. In the city it’s a hoot. You can dart in and around the traffic, and with the wide ’bars you have plenty of confidence to ‘throw’ the bike around. Roundabouts are child’s play for the SF with the grippy



TesT By Chris PiCKeTT PhoTos By PaTerson anD PiCKeTT

CyCle Torque TesT – KawasaKi KlX250sF

Shock is basic but works well enough.

Comprehensive dash.

The 250cc donk is a pearler.

Stoppies aren’t a problem with this brake.S p e c i f i c at i o n S : 2010 KAWASAKI KLX250SF

Engine Type: Liquid-cooled single Capacity: 249cc Transmission: Six speed/chain drive Fuel Capacity: 7.7 Litres Frame Type: Steel cradle Seat Height: 860mm Dry Weight: 137kg Front Suspension: 43mm USD Rear Suspension: Uni-Trak Brakes: Single disc front and rear. Tyres: 110/70-17, 130/70-17 Price (RRP): $7,299 + ORC

www.kawasaki.com.au



standard tyres on the supermoto rims. Out on the bumpy back roads the

long travel suspension soaks up the bumps, and dirt roads are no problems. We even had a play on the grass and took it down some fire trails. Realistically this bike is capable of going to some well out of the way places if you are adventurous enough. Kawasaki has got the handlebar/seat/footpegs ratio pretty right for a range of things. It has a comfortable sitting down position and if you want to stand up the ’bars aren’t too low.

Our weekend jaunt had the bike and rider off with a group of larger machines. It involved mainly highway riding, with some twisty bits thrown in for good measure. Our learner was legally only able to sit on 80km/h, even though he felt the bike would be able to sit comfortably at higher speeds on the standard gearing. Seeing no luggage could be easily fitted it was down to a backpack to take his gear. He also mentioned the riding position allowed him to take some of the weight of the pack off his back by letting it sit on the seat. In fact the seat was the only bugbear in the whole trip. Being off-road derived it’s a bit hard and narrow for long distance riding.

On the way home our rider was able to give the bigger bikes a big hurry up in the tight stuff, showing the KLX250SF is a very capable machine in the right hands and in the right situation.

VerdictAt $7,299 we feel the SF represents

great value. It’s a smart looking bike with plenty of street cred. And it’s ability to perform outmatches its looks.

Check out the Cycle Torque video of this machine on www.cycletorque.com.au. n



Team Vodafone’s Chad Reed has taken out the first round of the Monster Energy Super X Championship in Newcastle with a very dominant performance in front of a home crowd of over 12,500 at Energy Australia stadium.

US imports Josh Hansen and Justin Brayton claimed the remainder podium spots coming in second and third respectively.

The Double Header race format featured in the final, which pitted riders against each other in 2, 12 lap heats. Cougar Bourbon Thor Honda’s Dan Reardon grabbed the first holeshot with Monster Energy / Pro Circuit’s Josh Hansen second and Reed third.

The racing was bar to bar for first, second and third place at the start of the race, but a small slip up by Hansen allowed Reed to pass him. Reed then

sat on Reardon’s tail and eventually made the pass half way through the race. Hansen overtook Reardon and began to chase Reed, but the reigning champion was too fast and held on for the win.

Reardon held on for third and CDR Rockstar Yamah’s Jay Marmont finished fourth. Second fastest qualifier also from the USA, Muscle Milk / Toyota JGRMX rider Justin Brayton, who was pushed over the berm on the first corner, made his way back through the pack to finish fifth.

Local rider Craig Anderson claimed the second holeshot in the second moto, but it was Reed who got out to an early lead with Brayton second and Reardon third. Hansen passed Reardon on the third lap and the three internationals held their position until the end with Reed throwing a huge whip to his home crowd fans once over the finish line.

“First and foremost I want to thank all of the Newcastle fans for coming tonight. It has been a long term plan to have a race here and after three years it has finally happened. I felt right at home racing out there tonight and it feels great to get the win,” said Reed after the win.

“2010 has been a tough year for me, but I had a blast riding tonight.”

Josh Hansen said, “I rode really consistent tonight so I’m happy. I had

Reed Wins Hometown SuperX

Josh Hansen (25) tries to get up the inside of Chad Reed (1) in one of the many elbow-to-elbow barging moves during the Newcaslte SuperX round.




great fun here tonight and I am really enjoying Australia. I’ve got to thank Monster for making this possible.”

The always exciting Lites class was also decided with a Double Header final and it was US rider JDR Motorex KTM’s PJ Larsen who finished first with Rockstar Motul Suzuki rider Matt Moss second and JDR Motorex KTM’s Ryan Marmont third.

Rockstar Motul Suzuki’s Lawson Bopping was leading until the second last lap on the first moto, but was pipped at the post by Larsen with Marmont third. Cody Mackie took an early lead in the second moto, but was overtaken by Larsen and Moss. Moss then overtook Larsen in a close shave and held on for the win.

Dylan Long won the first round of the Michelin Development Series with Jacob Wright second and Luke Clout third. n




CyCle Torque FeaTure: a PrivaTeer TeaM’s suPerX



It’s the pinnacle of Australian dirt racing… but it’s a hard slog for the privateers essential to the sport.

XDoing Super





XDoing SuperJUST getting to the main event is an achievement in SuperX, especially in the Pro Lites class. 50 riders have entered, but there’s only room for 22 on the starting gate, so making sure you’re in the top 11 from your one and-and-only heat race is crucial…

It’s arguably one of the most

spectacular forms of motorsport, and it’s evolved to the point where it seems more like a stage show than motorcycle racing, but make no mistake, if you have a race team in this series, preparation, attention to detail, and ambitions of winning are what you need to make it in the show.

The scene is set at what we like to call the ‘House of Racing’ Axis Motorsports.

Axis’ main business is the preparation of race and high performance dirt bikes, so it’s only natural it also runs its own race team, but the budget doesn’t run to anything like the factories.

We don’t get handed a bike and parts budget, but after a many late nights on the Dyno testing different Cams, Valves, Pistons etc we believe hard work will beat a cheque book an any track!

We have two Pro Lites riders this year riding Honda CRF250Rs, Dylan Peterson (#119) is from Qld and Michael Addison (#6) originated from WA, but now lives with his fiancé in Wollongong. The crew at the races includes two mechanics, a Manager, a Crew Chief and an all rounder.

Just over a week out from Newcastle and we have just finished a photo shoot/test session with the riders’ new Fox gear and helmets on our practice track. Gearing, tyres and last minute EFI settings were locked in. The riders (like most racers) wanted/needed more power to get out of the blocks so a couple of last minute ‘special’ parts were purchased from one of Hoppo’s connections in the states. Andrew ‘Hoppo’ Hopson – the owner of Axis Motorsports – worked for many years in the states. His last role before moving back to Australia was Crew Chief at American Honda during Ricky Carmichaels’ winning streak.

Monday morning and bikes are stripped down for last assemble with

‘special’ parts which have arrived. Usually a straight-forward engine building exercise for us, until a bit of a setback: some of the engine parts are incorrectly packaged, leaving us with stripped down bikes, parts that don’t fit and no Australian supplier. We have to wait until the next morning with the time difference to talk to the US. New parts are then shipped which should be on time.

In the meantime bike bling is installed – not just the basic anodised bits but also custom graphic kits, factory titanium pipes, custom seat covers with rider names and stadium front number plates, titanium footpegs and – after all it is a show!

A day before the riders are due in town and the truck needs to be packed, yet the parts haven’t arrived from the US, thus we have no completed bikes. We wait as long as possible, but eventually rebuild the bikes using the parts and settings have. Another late night getting both bikes ready.

It’s Friday morning before the race and it’s a hive of activity at the shop. Riders arrive, we get a quick hello out of them before they sight each of their bikes via their race numbers. The boys make a beeline straight toward each of their bikes. These guys have been racing for many years and usually get a new bike every season, so to see facial expressions saying ‘Is this thing with my name on it really for me?’ makes the long hours of polishing aluminium, scrubbing every bolt and applying custom graphics with


Dylan Peterson.





surgeon-like precision rewarding.The bikes are taken to our SuperX test

track for one last trial, nuts and bolts are re-checked and bikes are the last thing that goes into the truck.

We are fortunate enough to have quite a large self-sufficient transporter complete with a kitchenette and rider showering area. We carry usual parts a weekend racer would carry like tyres, tubes, levers etc, plus some extras such as clutches and cables, spokes and rims, plastics and graphics and even a spare bike to pull any part we need, or even transfer rider numbers and transponder should a major machine failure occur.

Friday afternoon, and to compliment our new bike look we have a new pit area look – not quite as large as the Factory Teams’ semi trailers, but we do our best to please our sponsors by exposing them to as many people as we can.

At 4am on Saturday morning I receive more bad news – we are one of the teams which has lost our pit area. “What do mean it’s lost?” I ask. He explains there was a mini storm and strong winds ripping through the pit area have destroyed truck awnings. I arrive to see one section of what was to be our hospitality area non-existent and the tarp covering our mechanical area flapping over the truck. I secure it the best I can until the rest of the crew arrive later that morning.

Before practice is the riders’ track walk. This is the only opportunity for

the riders to get a close look at the track prior to practice. If you were to stand back and watch the riders walk the track you would see them stand on the apex of a jump next to their team-mate or mechanic, look forward and back a few times and make a hand action similar to when you when you stick your hand out a car window and move it in the wind like a snake. This is the only way SuperX racers communicate during a track walk.



Tensions are high as we prepare for our one and only qualification race. Both our riders are in the same heat and are lining up on opposite sides of the starting gate.


We watch our riders both get great starts as the gate drops and anticipate the first turn, where 22 riders try to get through the the first turn in the lead, usually squeezing into a space

no more than a metre wide. We see both riders slide in beautifully when disaster hits… A wayward rider gets pushed wide, collecting more than half the field including what we feel is both our riders. We are all horrified when we don’t see our riders make it through the carnage, and are even more heartbroken when we see a two red Hondas - numbers 6 and 119 – both our riders emerge last and second last.

We know they are fast – but there are

only 8 laps in heat races, would it be enough? It turns out no. We end up 13th and 15th. It seems this story will not have a happy ending, but then again, Dylan and Mick are uninjured, the bikes are not bent and there are 6 rounds to go. Sure we have some points to make up, but anything can happen...

Feel free to visit the Axis crew at any of the SuperX rounds and meet the guys, and don’t forget to ask for a autographed poster. n


Michael Addison.

Michael Addison (right) and Dylan Peterson (left) signing posters.



WHEN BMW released its S 1000 RR the motorcycling world stood up and took notice. Here was a bike which produced 200hp, had a class leading traction control and a stratospheric top speed.

World stageBMW has never really been known for its sports bikes,

even though it had some pretty ballsy big bore four cylinder machines in its fleet. The S 1000 RR changed all that. Here was a Bavarian missile which could take on the Japanese and Italian top dogs and beat them.

Although BMW’s factory world superbike campaign – two years so far – on the S 1000 RR has been reasonably successful – Troy Corser has seen the podium – you get the feeling BMW’s head boffins would have liked it to be more successful. BMW hired Davide Tardozzi to run the world superbike team with Corser and serial crasher Ruben Xaus in the hot seats. Tardozzi and BMW have since parted company. The press release says the decision was mutual. Read into that what you will. Next year former Suzuki pilot and title contender Leon Haslam will join Corser on the team which may well see some better results for the team.

But as a superstock racer the S 1000 RR has been nigh on unbeatable overseas. It has won numerous championships and in some series it seemed every second rider was on one.

Down underIn Australia Rob Dunstan from Motohansa decided

he wanted to be part of the action and planned early to run a two bike team in the Formula Extreme series. Motohansa is an aftermarket supplier, specialising in BMW motorcycles. The Motohansa team also service and repair BMW motorcycles so they certainly know their way around the Bavarian made motors. Dunstan is also

no stranger to racing, having campaigned an R75/5 Post Classic racer and a K 1200 R naked race bike which was recently ridden by Jason Kain.

Getting a bike was the first hurdle. Due to rave reviews in the press it seemed every S 1000 RR was spoken for before it reached our shores. Dunstan was eventually able to get a couple from Fraser Motorcycles and set about preparing the bikes for track action. By the time he got the bikes it was very close to the first round of the FX championship so there was no time to lose.

Jeremy Crowe and Glenn Scott were the two riders. Both bikes were to be the same specification. Both riders

are very different in weight and size and this would prove to be a challenge for the team further down the track with bike set up.

There’s not a lot of changes you can make to the bikes for the FX1000 class. Motohansa had to source race fairings from Italy – you can buy them from Motohansa in fibreglass or carbon fibre – and race mechanic Graeme McMillan made the clip ons and rear sets.

A titanium full race Laser exhaust was fitted, and a Power Commander 5 tuning device made sure the fuelling was spot on. When this was completed the bike

was taken to S&R Pro’s dyno in Sydney and the result was 198hp at the rear wheel.

Further race preparation saw the team fit a Öhlins cartridges to the standard forks, and an Öhlins TTX shock. A BMC filter took care of the incoming air and a 520 RK racing chain kit and Alpha sprockets took care of gearing. Bendix brake pads and Silkolene oil completed the package.

Race readyThe first outing was at Wakefield Park. It was blatantly

obvious that horsepower was in abundance. It was also obvious that getting the horsepower to the ground was going to be the issue, at least for the Wakefield Park round. In fact this has proved to be the issue all season. Feedback from Crowe and Scott has seen a number of different suspension settings tried but the big S 1000 RR has so far defied all attempts to get it to hook up without tearing apart rear tyres. This is plain to see from the pit wall, as the bike bucks and weaves when the riders are pouring on the power. Dunstan thinks the major part of the problem is the treaded rear control tyre which he believes struggles to handle the horsepower of the BMW. The Motohansa BMWs are the only ones racing in the FX series but there are others being ridden elsewhere, most notably by Craig Coxhell in the ASBK series. Coxhell is able to run slicks and hasn’t experienced the same issue. Not helping is the savage power delivery of the Motohansa machines which is hard to tame without delving into the standard ECU.

Dunstan says the team has been behind the eight ball this year. The team’s budget has only allowed minimal testing, Crowe hadn’t raced for 18 months, and all of Scott’s recent experience had been on 125 GP bikes in Spain. Both riders aren’t short on talent though: Crowe last raced for Yamaha in Australia and Scott is a former

It doesn’t take a lot to turn BMW’s barnstorming sports bike into a track missile.

raCer FeaTure – MoTohansa BMw s1000rr

Superstocker

‘…there’s no doubting this is the fastest

race bike we’ve ever ridden around Eastern

Creek…’



Before painting the aftermarket bodywork. Hmm… Titanium Laser… sweet! Like most modern sportsbikes, the engine hangs from the frame.

Aussie 125 GP champ.Results during 2010 have been promising. Crowe has

visited the podium on a number of occasions and Scott has been a regular top ten finisher.

Cycle Torque got the chance to ride Crowe’s machine at Eastern Creek recently. We had already ridden the stocker at the world launch in Portugal and then at Phillip Island. We were super impressed with the bike. It had awesome power and the ABS and traction control package was second to none.

For our Eastern Creek test we rode the bike exactly as Crowe had last raced it, tyres and all. For all its huge power output you can easily tootle around on this bike. Crowe runs a race pattern shift with the standard BMW quick shifter which is the slickest quick shifter we’ve ever used. It took a while to get used to not shutting the throttle for gear changes but once we did, shifts were lightning fast and slick, with a backfiring sound at each change.

There’s no way we could ride the Motohansa S 1000 RR anywhere near as fast as Crowe or Scott but there’s no doubting this is the fastest race bike we’ve ever ridden around Eastern Creek. Wheel-standing onto the straight and out of turns was dead easy and the bike felt very stable at all times.

Crowe and Scott decided early in the piece to do without the adjustable ABS. At first Scott ran the traction control in Slick Mode but Crowe turned it off completely. At the Eastern Creek round Scot also turned off the traction

control. We weren’t riding the Motohansa machine hard enough to experience major wheelspin but it would take a top level racer to feel confident with the traction control off.

The team has been particularly impressed with the Bendix brake pads and the Silkolene oil. “Brake fade was a bit of a problem with the standard road pads but the Bendix pads eliminated that, and give better feel at race pace,” said Dunstan.

“During the year the engine has been checked and no wear found. Not even the valve clearances needed doing, so that’s a big tick for Silkolene oils,” he added.

It looks as though the Motohansa team will again field the S 1000 RR in Australia in 2011 with Crowe the rider.

Scot got great support from a number Australian companies like Fuglies Eyewear and Insure My Ride. He struggled to get the best out of the bike but rode it extremely well considering he came straight from a 125, but he’s now departed the team to ride a 600 superstock machine.

It’s been a stellar performance from the entire team in 2010 and plans afoot to further develop the bike we could well see some better results in the future.

If you want to spec your S 1000 RR to the same level as this bike then call the team at Motohansa on 02 9638 4488 or visit www.motohansa.com.au. They can supply and fit the gear and can also race prepare your bike.

– Chris Pickett

Cycle Torque November 2010

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Transcript of Cycle Torque November 2010