Cycle Torque October 2013

2013 BMW F 800 GSADVENTURE

ALSO RIDDEN: MOTO GUZZI CALIFORNIA 1400 CUSTOM

TRIUMPH TIGER SPORTKTM 1190 ADVENTURE R

HUSQVARNA

TC 250 R

HUGE KIDS’ BIKE

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EE OCTOBER 2013

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HYOSUNG OF YOUR CHOICE

DETAILS INSIDE

CYCLE TORQUE OCTOBER 2013 - 2IN THIS ISSUE

It’s all about the kids in this issue of Cycle Torque as we take a look at getting youngsters involved in riding, from fun bikes to motocross to an explanation of the different types of riding activities children can try.

Of course we have lots in the issue for grown-ups too, from the news of the new Ducati Panigale 899 to tests of the Moto Guzzi California 1400 Custom, KTM 1190R, BMW F 800 GS Adventure, Husqvarna TC250R and the Triumph Tiger Sport.

Add in all the usual columns, news, letters and videos, and it’s another bumper issue of Cycle Torque.

Please don’t forget to tell your friends about Cycle Torque’s iPad edition and rate the App on iTunes.

– Nigel Paterson [email protected]

mailto:publisher%40cycletorque.com.au?subject=Feedback

CYCLE TORQUE OCTOBER 2013 - 3

66KIDS’ BIKE

REGULARS

RIDDEN

CONTENTS

FEATURESCOVER PHOTOS: BMW BY IKAPTURE, CRF BY PATERSON

04 NEWS TORQUE

15 SMALL TORQUE

18 EDITORIAL

21 DIRTY TORQUE

22 RACE TORQUE

25 GUNTRIP

78 MARKET TORQUE

82 TORQUING BACK: LETTERS

26 34 42

50 58

WIN BIG

in our PhotoComp.

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MOTO GUZZI CALIFORNIA 1400 CUSTOM TEST

KTM 1190 ADVENTURE R LAUNCH

2013 BMW F 800 GS ADVENTURELAUNCH

HUSQVARNA TC250RTEST

2013 TRIUMPH TIGER SPORTLAUNCH

WIN A 250cc HYOSUNG OF YOUR CHOICE 15

R4

R2

R2

R1

PPhotoComp

PGiveaway

CYCLE TORQUE OCTOBER 2013 - 4NEWS TORQUE

THE highly-anticipated Ducati 899 Panigale has been unveiled and is being described as a more accessible - which we presume means cheaper - way to experience the exclusive world of Ducati Superbikes.

The middleweight Panigale is designed to provide the thrill of the new generation flagship model with the refined character of an everyday streetbike and replaces the Ducati 848.

Its new Superquadro engine features a revised bore and stroke for a broad power delivery, producing 148hp (109kW) with a torque of 73lb-ft (10.1kgm). The super-smooth power unit continues to be a fully stressed member of the innovative Panigale monocoque construction, achieving both an outstanding power-to-weight ratio and ride-enhancing agility with a dry weight of 169kg (372.5lb).

An 1199 silhouette underlines the family DNA, while the Ducati Quick Shift (DQS) and the fully integrated Riding Mode technologies of Ride-by-Wire, triple stage ABS, Ducati Traction Control (DTC) and Engine Brake Control (EBC) continue the benchmark ingenuity introduced with the new generation Superbike.

“The Ducati factory has a clear objective with the stunning 899 Panigale, it

will provide a new way to access the exclusive world of Ducati Superbikes, with an ideal balance of track performance and street capability. Based on a new “Supermid” capacity version of the award-winning 1199 Panigale, it is designed to provide the thrill of the latest generation flagship Superbike model with the refined character of an everyday streetbike,” Andy Simpson, Sales Manager at Ducati Australia, told Cycle Torque.

899 PANIGALE HERE JANUARY


“The first delivery of 899 Panigale are due to arrive in January although price is yet to be confirmed. As with 1199 Panigale last year, customer orders will be delivered based on the time that the order was placed with the dealer. Consequently, we recommend that anyone interested in purchasing an 899 should contact their local Ducati dealer now to place an order and ensure earliest possible delivery.”

For more information check out www.cycletorque.com.au/more n

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CYCLE Torque got its first glimpse of the limited edition Vespa 946 in the flesh last month following on from the Australian Piaggio and Vespa dealer launch.

The national dealers got their first look at a black tie launch of the 946 which was flown in especially for the event prior to the press unveiling.

First shown in Milan in 2011 it has become a highly sought after model, built once annually the first collection was designated “Ricordo Italiano.”

The ultra stylish 946 represents a totally new Vespa while the name and styling cues reference the original 1946 prototype and is designed to project the Vespa brand into the future.

The hand crafted design is widely praised and the response has been excellent so it’s no surprise that Australia’s assigned shipment has been oversubscribed by wholesale orders and soon to become sold out to customers.

Vespa’s signature, the all steel body is instantly recognisable, however this new design is an intricate construction of pressed steel with over 320 welding points, many by hand, which now includes components produced from aluminium for the front guard, rear quarter panels and handlebars.

Features never seen before on Vespa models include full LED lighting, LCD dash, horizontally mounted suspension, ABS and Traction control.

The 946 is powered by the new 125cc 3 valve engine and the fuel injected unit is designed by Piaggio to maximise fuel economy and emission outputs. The 946 also showcases the first rear disc brake fitted to this motor.

The 946 goes on sale in early November with an MLP of $11,990 and comes with a warranty of 2 years unlimited kms.

For more information check out www.cycletorque.com.au/more n

Vespa's exclusive 946

NEWS TORQUE




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

NEWS TORQUE

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HYOSUNG and Cycle Torque have teamed up to offer readers the chance to win a 250cc Hyosung of their choice. The lucky winner will get to choose from a Hyosung GT250 or a GT250R or a GV250, so whether you like a naked bike, faired bike or cruiser you can take your pick!Entry is via the iPad edition of Cycle Torque or Cycle Torque’s website on www.cycletorque.com.au. And they are a popular machine. When Cycle Torque first tested the GT250R back in 2011 and posted the video on YouTube it was a big hit with the LAMs market. To date that video has had more than 177,000 views and ranks as one of the most popular video tests we have produced.Cycle Torque covered the 2013 Hyosung range in this year’s March edition, still available on iPad or on eMag via our website. n

Win a Hyosung of your choice


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KAWASAKI is getting ready for the new year with a new suite of colours for its popular Ninja 300 which also boasts two different Special Edition models for 2014.

The new Lime Green Ninja 300 will be available in ABS or non-ABS while the new white Special Edition colour scheme, called Pearl Stardust White, is available in non-ABS. The all-white Ninja 300 is back by popular demand and will be available in ABS or non-ABS versions.

The new orange Special Edition colour scheme, called Candy Burnt Orange, is ABS equipped.

This class leading model has heaps more to offer in 2014 too. The Nissin ABS control unit is only 40 per cent the size of previous units and weighs 775g less.

The Supersport style 10-spoke wheels feature a design similar to that used on Kawasaki’s flagship Ninja ZX-14R.

Electronic fuel injection system is also similar to the Ninja ZX-10R and Ninja ZX-6R with dual throttle valves offering precise control on intake air, resulting in linear throttle response across the rpm range. Dual throttle valves also contribute to combustion efficiency and therefore engine performance as well as favourable fuel consumption figures.

And all that before you even get to the slipper clutch. n

NEW NINJAS

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Harley to launch 500cc LAMs BikeBURGEONING markets in Asia and learner markets around the world have convinced Harley-Davidson, the iconic American motorcycle manufacturer, to produce a 500cc V-Twin.

The as-yet un-named machine will be light and nimble with a low seat height and priced competitively - which is why it’s not being built in the USA, but in India.

With around 40 horsepower, the new 500 should have wide appeal to the learner market in Australia.

Like KTM and other manufacturers, Harley has realised it can’t compete in small-bore markets with bikes built with high-priced Western labour workforces.

Harley-Davidson already has factories in India and Brazil, mainly producing for their domestic markets, but the new 500 is expected to be a big seller for the brand in places like Europe and Australia, where learners simply aren’t allowed to ride bikes like the Sportster 883. n

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New Superbike PromoterMOTORCYCLING Australia’s (MA) board has awarded the promotional rights to the Australian Superbike Championship (ASBK) to International Entertainment Group.

In recent years spectator attendance at the premier road racing series in Australia hasn’t exactly been anything to write home about, so a part of the challenge facing IEG will be to boost those numbers, but that wasn’t addressed in the MA press release.

Another challenge is balancing the cost of racing for both privateers and distributor-backed teams, which ties in closely with the technical rules of the bikes - and with significant changes coming at international level thanks to the take-over of the Superbike World Championship by Dorna, it’s all still a little bit up in the air, but MA has said the rules will be published by October 31.

MA will have a more direct role in the conduct of the championship and this will involve staff at each round and a technical officer will be appointed in the next few months. An overseeing committee with stakeholder representation will also be established.

MA President Stephen Foody said the decision was difficult given the number of substantive applications received.

“There will be significant key performance indicators as part of the rights contract and these indicators will be reviewed on a regular basis but at a minimum both prior to and after each round,” he said. n

http://www.brp.com/en-au

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OCTOBER 18-20’s Australian Motorcycle Grand Prix at Phillip Island will feature a young upstart close to nailing the MotoGP title at his first attempt, a defending champion in fine late-season form fighting hard to defend his title and an ageing Valentino Rossi looking forward to recapturing the Phillip Island Crown he wore for many years.

The upstart is Marc Marquez, leading the championship and looking like a champion mid-season, but he’s been beaten a few times in the lead-up to Phillip Island and you have to wonder if the pressure is getting to the young Spaniard.

Jorge Lorenzo is the defending champion who has benefitted from his Yamaha receiving a new seamless gearbox, the high-tech cluster improving drive out of turns and helping one of the smoothest riders around look even smoother. He blitzed the field at Misano, jumping straight out to a big lead and a strong win to peg back Marquez’s lead.

Rossi won many, many races at Phillip Island before Casey Stoner began his run of victories, so it would be very satisfying for the Italian to make the top step of one of his favourite tracks, and his form is looking pretty good, and the fast flowing corners of Phillip Island will suit Rossi.

Dani Pedrosa, Cal Crutchlow and Stefan Bradl will be there trying to squeeze onto the podium at the Island too so it’s looking like an awesome MotoGP in Australia this year.

Moto2 features Aussie Ant West, the long-term grand prix rider having another tilt at his home race, and it’s an event which brings out his best - he’s stood on the podium there a number of times and would love to take the top step.

In Moto3 Arthur Sissis and Jack Miller are representing Australia, and the two youngsters are learning their craft and are worth keeping an eye on – Sissis grabbed a podium at the Island last year and Miller has something to prove to the big teams as the season draws to a close. n

PI MotoGP a classic?Marc Marquez leading the Moto2 race at Phillip Island in 2012 - expect to see him

at the pointy end of this year’s MotoGP race.

Jorge Lorenzo last year - he won the title at last year’s Island race.


AUSTRALIAN audiences will have the opportunity to see the award winning “Dream Racer” documentary feature film on the big screen for the first time from Oct 9-23.

Dream Racer tells the story of French Australian Business Consultant Christophe Barriere-Varju’s attempt to take on the Dakar Rally on his motorbike.

For the first time on the big screen, Dream Racer shows the legendary Dakar Rally in its purest form – no sponsors, no multi-million dollar team, not even a mechanic – just one man, a motorbike, his tool-roll, and the world’s most dangerous motor race.

But far more than just a motorbike movie, it’s a call to arms for anyone who has ever dreamt of doing anything – a spine tingling antidote to the fear of life passing you by unfulfilled.

Dream Racer has been acclaimed at film festivals around the world, with wins including Best Documentary at Los Angeles All Sports Festival, the Human Values and Sport Award in Barcelona and runner up for Best Documentary in New Delhi. After attending a cast, crew and friends preview screening, Candide McDonald, Editor of Australian Creative magazine dubbed Dream Racer “The motivational film of the decade.”

Tickets by pre-pay only. Check out www.cycletorque.com.au/more for dates and venues, to view the trailer and book tickets. n

Dream Racer screenings



Terms and conditions: Entrants must be over the age of 17 years. Entry is free. Only one entry per person per day is permitted. Entries open 9am September 23 2013. Entries close midday Monday, January 6 2014. Prize will be drawn 3pm Monday, January 6 2014 at Cycle Torque offices, Warners Bay, NSW. Entry is by online form located at www.cycletorque.com.au or via iPad/digital edition (eMag). Prize is not redeemable for cash. No employee or family members of an employee of Motorcycle Publishing Pty Ltd or associated companies are permitted to enter. The single (1) prize is a choice between either a GT250 Hyosung OR a GT250R Hyosung OR a GV250 Hyosung motorcycle valued at up to $4990. The prize is to be collected by the winner at their nearest Hyosung dealership, and includes vehicle registration and on-road costs (value variable dependent on the winner’s address, age, driving record and experience). The prize will be awarded to the first complete, legible, random serial number selected from all the serial numbers allocated to each online entry. The winner does not need to be present at the draw. The winner will be telephoned and emailed at the conclusion of the draw. Winner to be notified by telephone and email. Name to be published in February 2014 editions of Cycle Torque print and digital editions and online at www.cycletorque.com.au. The promoter is Motorcycle Publishing Pty Ltd. The name of the promotion is Win A 250cc Hyosung of Your Choice. NSW Permit Number LTPS/13/06788.

Cycle Torque/Hyosung giveaway

Enter in the iPad edition or at www.cycletorque.com.au


ANDY STRAPZ IN AT COWESANDY Strapz’s presence on Phillip Island has changed for this year’s Moto GP. The all singing, all dancing Andy Strapz Show will be in the main street of Cowes (85 Thompson Ave) for GP week.So Andy and his team will not be at the circuit Expo but at the shop, situated not far from the Post Office in Thompson Ave, Cowes, not far from Bikers Gear, there will be far less crowding and less stressed than the GP Expo.The whole experience of dropping by to say g’day will be much more relaxed and a lot less crowded. There is a substantial parking area, special, new gear and free coffee.Boris Mihailovic will be signing copies of his book on Saturday at 11am and there will also be a guest appearance by none other than Spannerman. Updates will appear on the Andy Strapz Facebook page. The shop will be open Wednesday to Monday, till late.

HARLEY ANNIVERSARY PARADEMORE than 7000 Harley-Davidson riders thundered through the streets of the iconic manufacturer’s home turf in Milwaukee, Wisconsin on Saturday, August 31 in a parade marking the marque’s 110th anniversary.It was part of the company’s global celebrations in 2013 which even saw Pope Francis bless crowds of Harley-Davidson riders in Rome earlier this year.The anniversary parade in Milwaukee took an eight kilometre route while tens of thousands of Milwaukee residents cheered the parade on.

KTM DIRT DAYS ARE BACKKTM’s Dirt Days events are back and now in their fourth consecutive year. The events provide customers and fans the chance to test the latest 2014 technology from KTM including the SX, EXC and Freeride ranges.Each event will have a motocross track and marked enduro and freeride loop for entrants to test bikes. 2014 machines will be on hand including the motocross range 125/250 SX 2-strokes and 250/350/450 SX-F 4-strokes as well as the new generation enduro models including 200/250/300 EXC 2-strokes and 250/350/450/500 EXC 4-strokes, the popular Freeride 350 and all new Freeride 250R.The KTM Dirt Days will be at:Oct 13 – WPC Farm, Copley WA

Oct 27 – ACUSA Park, Harrogate SANov 3 – State Motorcycle Sports Complex, Broadford VICNov 10 – Lovett Ranch, Cessnock NSWNov 17 – Queensland Moto Park, Coulson QLDRiders must be at least 16 years of age, and wear full safety gear in accordance with MA regulations including off road boots, pants, jersey, gloves, helmet and goggles.For more information check out www.cycletorque.com.au/more

HUSQVARNA ANNIVERSARY MODELSTHE Paul Feeney Group has announced the recent arrival of the first limited shipment of Special Edition, Husqvarna 110 Year Anniversary models. The initial shipment which is arriving on dealer floors now consists of the TXC 310 R & TXC 250 R. These models feature a revised graphics package and black anodized rims. The TXC 310 R and TXC 250 R are equipped in a Cross Country design consisting of motocross based frame and panels layout, Twin Chamber front forks with Enduro settings, 18” rear wheel and an Enduro spec engine benefiting from electric start, Keihin EFI and a 6 speed gearbox. The TXC combines the versatility of an Enduro bike combined with enhanced handling and lower weight characteristics of a motocross bike. The fitment of the 48mm Kayaba USD Twin chamber forks compliment the revised settings for the Kayaba rear shock.The TXC 250 R will be offered at $7,495.00* MSRP and the TXC 310 R at $7,995.00* MSRP (*Special Promotional price at participating Husqvarna dealers) .Check out www.cycletorque.com.au/more or contact your nearest participating Husqvarna dealer.

BAYLISS CLASSIC 2014SATURDAY, January 18, 2014 - that’s right, mark it down in your diary because it has officially been confirmed as the date that the Troy Bayliss Classic will return to Taree Motorcycle Club.Cycle Torque will have lots more information next month, but this year’s Classic was a sell-out, so get you tickets early. Tickets for the Troy Bayliss Classic are now on sale and limited to 6000 for the 2014 event. Adults $30, Children 5-15 $15, Family of 4 (2 adults 2 children) $75.

SMALL TORQUE

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SUPPORT FOR ASBK RIDERSAPPLICATIONS are being accepted for the Kirk McCarthy Memorial Award which provides financial and product support to Australian Superbike (ASBK) riders contesting the 2014 ASBK championships.The family of the late Kirk McCarthy, Motorcycling Australia (MA) and a number of industry partners established the awards program in 2005, helping some of Australia’s brightest motorcycling stars kick start their career since then.MA Chief Executive, David White said the award gives Australian Superbike riders the financial backing they need so they can concentrate on what they love doing - racing.Last year’s recipient, Nathan Houterman echoes White’s sentiment saying he felt relieved when he heard he had been chosen for the award last year.“The financial assistance and the industry support helped keep me racing at the level I wanted to be at,” Houterman said.“My family and I will always be grateful for the help the McCarthy family have given me.” The award is open to all riders in the ASBK championship classes.Applications can be downloaded from the Kirk McCarthy website www.cycletorque.com.au/more or via Motorcycling Australia. Applications close Monday, October 14 2013.

BURGESS TAKES ANOTHER TITLEKAWASAKI’S Luke Burgess has added yet another Australian title to his growing collection after winning the 2013 Australian Super Motard S3 250cc Title aboard his KX250F at Queensland’s Whitsunday Motorsports complex.After qualifying his KX250F in pole position, Luke went on to win all five races to win the championship in flawless style.The victory means that he has now won Australian Championships aboard Kawasaki machinery in dirt track, road race and now Super Motard. He also won the NZSB (New Zealand Superbike) 250cc Championship earlier this year.Luke, who works as a salesman at family owned dealership, Mackay Kawasaki, is thrilled with the win.Luke will now have a couple of weeks to rest before competing at the final round of the Australian Super Bike Championship at Phillip Island, Victoria on 5-6 October where he will be racing to defend his ASBK 250cc Title.

GP COUNTDOWNFIVE-TIME MotoGP World Champion Mick Doohan was joined by MotoGP star rider Daryl Beattie, Team Honda Racing and Honda Australia at Phillip Island in early September to kick-start the countdown to the 2013 Tissot Australian Motorcycle Grand Prix. Taking celebrity guests on two-seater rides at lightning speeds around the Phillip Island Grand Prix Circuit, Mick Doohan and Daryl Beattie, who were team-mates in the 1993 MotoGP Honda factory team, took to the circuit with ease.The event marked six weeks to go until the 2013 Tissot Australian Motorcycle Grand Prix which will hit Phillip Island on October 18-20. Team Honda Racing was the backbone of the event providing two Honda CBR1000RRs that have been modified to be used as a two-seater machine, with an array of specification changes, these motorcycles offer an experience second to none. With just one month to go before the MotoGP reaches Phillip Island, very limited tickets remain for Honda’s VIP marquee. For more information check out www.cycletorque.com.au/more www.hondamotorcycles.com.au

WATERS CHASING THE DREAMNICHOLAS Waters improved his times and retained his place in the top 10 after consecutive Japanese rounds of the Asia Dream Cup as he continues his fight towards a podium finish.Held at the iconic Suzuka Circuit, in early September, Nicholas spent much of round 4 jostling with the front of the field achieving the 2nd fastest time in warm up and 6th in qualifying. Rain proved a challenge and he crossed the line in 9th and 7th in race 1 and race 2 respectively.A week later Nicholas was back on his CBR250R at Japan’s Autopolis International Race Course for round 5. After qualifying 10th he spent much of race 1 near the front until the final lap when several riders crashed sending him off into the gravel, recovering his CBR250R he finished 12th.After a good start in race 2 he was in 2nd position at the halfway mark. Struggling on the straights, Nicholas fought hard to the end and crossed the line in 7th position.With one round remaining Nicholas retains his position in 10th overall. The final round of the 2013 Asia Dream Cup will be on November 21-23, 2013 at Losail International Circuit in Qatar. n

For more information on any of these stories go to www.cycletorque.com.au/more

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CYCLE TORQUE OCTOBER 2013 - 18EDITORIAL

But we recently received a threatening letter from someone who we can only assume has a residence in the area but also resides in the big smoke. Maybe a wealthy person with a ‘weekender’ at Wollombi. It’s an area popular with Sydney’s elite, as well as those who want to get back to basics. I’ve spent lots of time in the Wollombi area over the years and have met quite a few from both camps.

In essence, I believe, the letter writer accuses Cycle Torque of enticing people to ride too fast on the roads in and around Wollombi, and talks about the fact locals are sick of motorcyclists using the area like a race track, and of cleaning up the carnage. The letter writer even insinuates we could be to blame for a recent motorcycle related death due to our competition. They are not the exact words but it seems it’s the message the writer is trying to give. It looks like the writer has written the email while angry and fired it off into cyberspace. I can’t comment on any accident because I do not know the details.

Never once have we told riders to use the roads around Wollombi as a racetrack. The competition is all about taking it easy and enjoying the area, whether as a prize winner or not, not blasting through it at a pace which is dangerous to road users, including the person themselves, whether on a bike or not. The competition wants you to send in a picture of you and your motorcycle from anywhere in the world. If you win,

you win a weekend at Wollombi. You can drive a car there if you like to enjoy your prize, or even fly in by helicopter if it so takes your fancy.

It’s easy to blame Cycle Torque but maybe it’s not so easy for the writer to look at the bigger picture in all of this. Instead of blaming us, why not lobby the Cessnock Council, the Police Local Area Commander, and the NSW State Government to see what they are doing about the situation?

I don’t know what the letter writer has done regarding this but I made some calls myself to see what’s happening on the government front.

For many years there were HWP police stationed at Cessnock Police Station but we were told by Cessnock police they were moved to Maitland Police Station quite some time ago – 2008 in fact.

Motorcycle riding in the area has been hugely popular for many years, and it’s something the police and the Cessnock City Council are aware of, as is the new Cessnock Council Road Safety Officer I spoke to. In strategic areas there are motorcycle rider awareness signs, highlighting dangerous corners and the like, so it shows even previous council Road Safety Officers have been on the case.

And while areas like Laguna, south of Wollombi, is getting

towards the boundary of the Cessnock Council’s area, it is still the subject of police enforcement I have been informed. Special police operations have been run to try and reduce the number of accidents from riders passing through.

A popular ride is to leave Sydney and go through to Wollombi via Kulnura, then continue on the Broke, Milbrodale and then return to Sydney via the Putty Road, or vice versa. This has been the case for many, many years. I was involved in a study a number of years ago with police from Singleton and other interested motorcycle groups with regards to accidents on the Putty Road. Looking at times many of the accidents occurred we thought fatigue could have been a major factor in these crashes, which often had single vehicles involved. There’s no sugar coating the fact speed could well have been the factor in many crashes too but it goes to show not all accidents are caused by excessive speed. I believe fatigue, which leads to inattention, is the silent, and quite possibly the biggest, killer on our roads. But it’s hard to pinpoint so I feel police often take the easiest route and blame speed.

Cycle Torque does not condone dangerous riding and we can hardly be blamed for the actions of members of the public riding or driving on a public road.

– Chris Pickett

CYCLE Torque has been running a photo competition for the last few months called Ride Wollombi. We are working together with a number of Wollombi businesses to show there’s much more to Wollombi and its surrounds than just the road in and out. There are plenty of great places to stay and eat, and the scenery is amazing. It’s a great place to while back the hours and take in the old world charm of the place. A place where you can slow down for while.

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CYCLE TORQUE OCTOBER 2013 - 21DIRTY TORQUE CYCLE TORQUE OCTOBER 2013 - 21

One of the major changes for 2013 was the move from a 2 x15 minute and 1 x 30 minute moto format to the more traditional 2 x 30 minute motos for the MX1 and MX2 class while the MXD (under 19 years) class raced 2 x 20 minute motos at each round.

I openly criticised the change to the longer motos because I believed there simply weren’t enough fit riders to keep the racing interesting all of the way to the finish line. I am happy to say that I was wrong. The racing in all classes was sensational at each round thanks to most of the riders in the top 20 stepping up their training and being able to stay on pace till the chequered flag.

That aside, the major criticism by mid-season was the lack of riders fronting up to compete in the MX1 and MX2 classes with the reasons put forward centring on the cost of travel, the cost of entry fees and the lack of prizemoney so let’s take a look at these issues.

For starters, motocross riders have been footing the bill for getting to and from race meetings since day dot. It is not a new phenomenon and it is part of our sport that can’t be avoided but if you are in the sport right now and think that it is harder or more expensive than yesteryear let me tell you a little bit about my racing days. I hear you groaning but don’t be a smart arse, read on, you may learn something.

In 1981 I was a shit-kicker at Darryl Reeks Suzuki in Ipswich with a net wage of $89.00 per week and as soon as I was eligible I took out a loan to purchase a second hand Toyota Hi-Ace van so that I could get myself, my riding gear, tools and my Suzuki RM465X and RM125X to whatever race meetings I wanted to attend (teenagers rode big bores back in the day).

Over the next seven years that Hi-Ace and I clocked up hundreds of 1000s of kilometres driving all over the Eastern states of Australia racing every major motocross or supercross event on the calendar yet I can’t remember at any stage complaining about the cost because I was having an absolute cracker of a time.

The petrol price in 1981 was 35 cents per litre and went up to just over 53 cents per litre by 1988 while entry fees ranged

from $30.00 to $100.00 per event, depending on whether it was a club, regional or national race meeting.

From what I can tell the racing of today is no more expensive than it was back then with wages increasing a lot more in relation to the increases in the cost of entry fees, fuel, bikes, riding gear and consumables. Remember, I was happy to race out the back of my Hi-Ace, rode basically a stock bike and didn’t spend one cent on tattoos, nose/ear/eyebrow/tongue piercings, bleached hair, the hippest clothing, hats that didn’t fit, pants that hang over my arse, mag wheels or trick stereos.

Hmmm, perhaps the increased costs of racing today are the fancy transport options and the bling hanging off the riders and the bikes?

Entry fees have remained the same for the MX Nationals for three years now and are just over the $200.00 mark per round while prizemoney wise I see that WEM will outlay $65,000 for the 2013 series as they pay down to 15th place for the series overall in the MX1, MX2 and MXD classes.

Funnily enough, Kevin Williams pointed out to me personally there was several thousands of dollars unclaimed from last year’s prizemoney pool and he had to chase people to invoice WEM so that they could balance their books and he expects the same to happen again this year.

As a Pro-rated motocrosser back in the ’80 and ’90s I never expected prizemoney when I went to a Mr Motocross, Australian Motocross or a national Supercross event. Sure I managed to snag a few cheques over the years but in general I went there because I enjoyed racing and if I cracked the top 15 I was more rapt with my riding than worrying about the prizemoney.

I suppose the bottom line is that if you aren’t getting any prizemoney at the MX Nationals you either get faster, enjoy the sport for what it is or stay home and tell your mates that if you were still racing you would be flying…

So, putting all of that aside I can tell you 68 riders entered at least one round of the MX1 class with 59 riders scoring points while 97 riders entered at least one round of the MX2 class with 77 of them scoring points. Surely out of all of these riders we can fill the gates at each round with enough reserves to fill in when a position becomes available thanks to illness or injury to a rider already entered.

Speaking of which, both of the major classes were severely hit by injury this year and that didn’t make it any easier to fill the gates but I still think that there are enough riders out there to get a full contingent at each round. All we need is for the Pro level privateer riders around Australia to show a bit of ticker, get off their arses and enter at least their local MX National round for the fun and experience.

Finally, whether you are a paid factory star or a box van privateer, I know you young guys think you are invincible, I was exactly the same. But there is only a small time in your life that you can race at the highest level so my advice is that you get to the big races as much as possible because when age catches up to you there will be plenty of years ahead as just another face in the crowd with no celebrity status, no fanfare, just another paying customer.

Get to the races, create great memories, garner lifelong friends and have no regrets.

Darren Smart

Local Pro rider Josh Kilvington rode the Coolum round of the MX Nationals

THE 2013 MX Nationals featured a new race format, a new venue, new sponsors, innovative safety procedures, a revised points system and the MX1 Superpole yet after 10

rounds of great racing there is still criticism of the series and the promoter WEM.

Racing the MX Nationals

CYCLE TORQUE OCTOBER 2013 - 22RACE TORQUE

But when Chris ran through the myriad preparations he and Alex had to make, I understood the enormity of their quest and their determination to make it happen. They had some welcome assistance and to those who helped out, congratulations for being part of this extraordinary journey for the Pickett clan.

You will have no doubt heard about Alex’s incredible achievement of being the fastest newcomer at the meeting with a 114.8mph lap on the lightly-modified Ducati 848. I just about fell off my chair when Chris told me Alex’s time was made from a standing start and on only his fourth lap around the 37.75 mile course. I had spoken to Chris several times about how they were going to approach their IoM debut, and Alex made it plain he was going there to make a name for himself. Chris and I counselled Alex to forget about any such thing, and to just treat the 2013 event as a learning experience. After all, Chris wrote prior to his heading off that it takes about three years to fully learn the dips, shadows, cambers, and entry/exit markers of all 265 corners, making year one merely a recce for IoM TT aspirants. But Alex had prepared almost perfectly for his debut, and his sensational lap was no fluke and completed with some margin. For over a year, he had studied the course very closely via on-board footage on YouTube, and had visualised just about every metre of its famed high-speed complexity. When he was going around in the newcomers’ bus with an experienced TT rider briefing them on the nuances of each section, Alex told a wide-eyed Chris, “Oh, I know this one; it opens up about here…”Although Alex had very little actual practice up until his fast lap, he had done literally hundreds of laps in his mind and was fully programmed to execute what he had learned. This is a very powerful example of the benefits of pre-event visualisation and how it is just as effective as real-time practice. Well done Alex!

LUNCH ANYONE?I recently visited Christchurch for a Saturday lunch. You read right, I flew out late Friday and returned home on a 7am flight Sunday. I don’t usually hook-up for such gatherings, but this was no ordinary get together. The guests of honour were Stu Avant and Mike Sinclair, who were on hand to celebrate their debut 1976 GP year together. Other guests included John Boote, Dennis Ireland, Mike Pero and Paul McLachlan, as well as Stu’s old sponsor Tommy McLeary and many others involved in bike racing, particularly on NZ’s south island. Murray and Jeff Sayle also attended, and John Woodley wrote a very nice tribute to both Stu and Mike in absentia. Stu is a self-proclaimed clown, but he has the best straight-man in the business in Mike. The pair recounted their incredible adventure to Europe to contest the world 500 championship when they were both 21, and how they both survived the perils of GP racing dicing with legends Ago, Sheene and Read. Stu of course became one of New Zealand’s finest international racers of the ’70s, and Mike went on to crew chief for some of the biggest names in grand prix racing – Hennen, Hartog, Ferrari, Mamola, Rainey, Beattie, Bayle, Abe and Biaggi. The lunch was the idea of former REVS new editor Peter Donaldson, who was joined by long-time REVS editor Michael Esdaile and REVS/Two Wheels legend Brian Cowan. All three Kiwis made significant contributions to Australian motorcycle publishing in the ’70s and ’80s, and it was great to catch up with Brian who continues to write about bikes and cars aged 70. Blessed with an incredible mind and a jolly disposition, Brian, who once worked as an engineer for Leichhardt council in Sydney before becoming a moto scribe, said being a motorcycle journalist is “still fun”.

DIRT-TRACK ON THE RISEThe successful running of 2013 KTM King of Nepean is yet more proof dirt-track’s emergence from the shadows to earn the recognition it so deserves. This year’s KoN field was headed by defending King Luke Richards, Marty McNamara, Brody Nowlan, Paul Caslick, Ian Hamilton, Troy Bayliss, Garry McCoy, Chris Vermeulen, Shawn Giles, Mark Willis and former motocrosser Stuart Bennett. Last year’s KoN was my first dirt track meeting for almost 20 years, and while it was good to taste the delights of sideways action again, the 2013 event provided some of the most spectacular racing I’ve seen since, well, the inaugural Troy Bayliss Classic in January! Make no mistake dirt-track at its best is arguably the most entertaining form of racing there is, and I can’t wait for the 2014 Troy Bayliss Classic at Old Bar on Saturday 18 January. I’ve actually worked my Xmas holiday around it, and if anyone hasn’t seen motorcycle racing at its most hair-raising, do yourself the proverbial favour and make a beeline for the TBC or any other dirt-track meeting.

– Darryl Flack

Constant MeshI WAS delighted to take a call from Picko after he got back from the Classic TT to regale me of his

debut at the Mountain Course with son Alex. There can be no greater challenge than to race a motorcycle around the Isle of Man, and when Chris told me 18 months ago about his plans to enter

the Classic TT with Alex I was very happy for them – and a bit jealous.


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CYCLE TORQUE OCTOBER 2013 - 25GUNTRIP

The local GTR crew (Nissan, not Bridgestone) occupy the southern end of the car park while the northern half is dominated by Triumph triples, a long line of black and purple broken by the red of a single 748 Ducati.

I go inside and join the queue at the end of the 20-metre stainless steel service counter. The teaspoons are no longer chained down and the tables are wood rather than laminex but the style is unchanged. The menu, more extensive than in pre-’69 days, still emphasises the breakfast-all-day staples essential to British two-wheeled culture. But these days you can pay in euros if you like.

I collect my bacon roll and mug of tea and wander over to an unoccupied end of a table. The sound system obligingly serves up Buddy Holly as I take a seat and catch fragments of conversation around me:

“We were 11 hours into the ride – ”

“Same day those squaddies were killed in Iraq – ”

“It’s getting dark and just as we leave Benny drops the bloody thing – ”

I fall into conversation with a bloke who’s ridden his R1 from the depths of Oxfordshire for breakfast. “It’s easy,” he tells me. “Stick to the A40 all the way and peel off at Hangar Lane. I’ll be back in time to do the Saturday shop with the missus. You can’t ignore weather like this.” I tell him I’m from Oxford myself but I see he doesn’t quite square this with my accent.

My new friend heads off for his appointment with the weekly grocery run as I finish eating and wander outside. The line of hardware has been supplemented by a couple of cruisers and the sharpest-looking unit I’ve seen in many a long day – a middling capacity Aprilia V-twin, supermotard style, finished in Italian tricolore colours, with a fast idle that gives it a real racetrack urgency; but, oh man, that seat height…

The barren acres of war-damage rubble heaped east of the road that once made the fast run north to south a far better bet than the other way have long been softened with grass and are now manicured and landscaped into a light industrial park studded with IT outfits. The old North Circular Road has been widened into four lanes and straightened, but in places – as around the Ace –the old A406 has become an access road, unaltered, disappearing as of old beneath a succession of railway viaducts, one of them adorned with ancient lettering advertising Ferodo brake linings. I narrow my eyes for a second and the world becomes a place of grey tints with steam trains labouring across the viaducts, the growl of Triumph Bonnies and BSA Gold Stars asserting themselves on the approaches to the Ace…

But the new Ace is not a place that encourages nostalgia. True, it has deep roots and the photo gallery on the first floor chronicles some surprising twists in its history, from the Luftwaffe bomb that demolished half of the original 1930s café to the size of the crowd that turned up at its second reopening half a century later. But it’s a past that is respected more than revered.

Today there is no sign of Mark Wilsmore, presiding genius and the man who rescued the Ace from banal obscurity as a tyre dealership. Maybe he doesn’t need to be there every minute these days. He guided the reborn Ace through its infancy to what it is now: a mecca for those riders (and perhaps drivers) who believe there’s more to living motorcycles than MotoGP, Sunday rides and touring. These days the Ace has real substance, direction and drive. It’s run and patronised

by people who understand and has become an information conduit for half the clubs in the country and plenty more worldwide. It’s in safe hands.

The sun is overhead now and the second wave trickles in. More tourers arrive: BMWs, a couple of FJR1300s, a Honda Deauville, all with pilots who look as though they’ve covered some ground to get here. The café is serving more burgers than bacon and eggs as the accents around the tables grow more varied. Suddenly the sound system begins cranking out Whitesnake and I make my leave, turning left onto the A406 to the accompaniment of Coverdale’s sandpaper vocals. For the Ace Café, the weekend has scarcely begun. There’s a rockabilly band tonight and tomorrow the Vintage Japanese Motor Cycle Club moves in. The Ace is making its own history again.

– Bob Guntrip

MorningTHE ACE Café shimmers, looking a little

awkward in the summer heat. It’s a Saturday morning in late August, another

long hot day in what’s become a memorable British summer. There are no rides or

meetings planned for today and attendance is sporadic. It’ll be different next weekend

when the Brighton run is planned but for now everything is low-key and informal.


TestCYCLE TORQUE

MOTO GUZZI CALIFORNIA 1400

CUSTOM

CHARACTERCUSTOM



By their very nature, custom motorcycles

have ‘character’. But you don’t have

to build your custom Moto Guzzi.

They’ve already done it for you...

CHARACTER MORE


With gobs of torque available down low there’s no need to rev the ride-by-wire fuel-injected beast anywhere near its peak output of 96hp at 6750rpm. As the revs ride the rubber engine mounts soften the buzz reaching the nether regions, producing a relaxing ride on Italy’s biggest V-twin. I’m struggling to enjoy the audio though, the pleasant exhaust growl stifled by the legalities we suffer from these days, but at least that’s easily fixed.

Your eyeballs can feast, too. The quality touches abound, from the mirrors to the grips to the rocker covers to the wheels… everywhere really, the California oozes quality and cool.

Road WarriorThe Custom runs a ‘gunfighter’ style seat, comfy enough for the pilot, but perhaps less so for the pillion. The running boards still allow a fair amount of lean and are designed to fold when grounded, optional rather than mandatory. ’Guzzi cruisers have always had pretty fair ground clearance and brakes. Gone are the famous ‘linked brakes’ set-up. Replaced by modern ABS. The Brembos are truly powerful with excellent feel. I loved the engine and the brakes. There are other modern electronic elements too... Moto Guzzi has equipped the bike with a 3-mode traction package which includes cruise control. Pioggia = rain; Tourismo = Dry/cruising; and, my favourite, Veloce = Huge grin on your face, awesome fun! I left this Custom in Veloce mode most of the time because I’m a hopeless child who can’t resist the temptation and fun this mode provides!

Similar but differentThis bike has a sister bike, the ‘Touring’, and serious touring, two-up is certainly its forté.

The seat on the touring is quite different, and very comfortable for passengers: we didn’t find the Custom’s seat popular with passengers. On smooth roads and freeways the suspension performance was fine, but the ride wasn’t so comfortable if the road was rough - we didn’t have the opportunity to try out the bike with different suspension settings, which is a shame because I believe adjusting the preload and damping would have produced a better ride.

THE rhythmic pulsing set in as soon as the starter fired up the California’s 120Nm, 1400cc V-twin. The awakened beast was

shaking gently at idle, smoothing out nicely as I ride away.

TestCYCLE TORQUE


CUSTOM

CUSTOMCHARACTER

n REPORT BY ‘AUNTY’ MAL CHERLIN : PHOTOS BY MATT O’CONNELL

n RIDING GEAR: NOLAN HELMET, SCHOTT JACKET, IXON GLOVES, DRIRIDER BOOTS


The remote reservoir twin shocks are adjustable for preload and rebound damping.

Like a Lyrebird Moto Guzzi’s owners Piaggio Group invested $50 million upgrading models and their factories. The Custom is festooned with beautiful detailed touches. Screen printed brushed alloy ‘rocker boxes’, the bike has overhead cams, but is styled to reminisce, the beautiful wheels, brake and clutch reservoirs, levers, grips, and running light equipped headlight. To say nothing of the distinct incursion of the heads into the formed space integral with the tank. It’s all different and hi-qual’. Moto Guzzi has a range of accessories including a number of gel and leather

comfort seats, top boxes, racks and other goodies. DPM, De Pretto Moto, provide the Custom’s bling, and the stuff is again, quite beautiful. Galluzi himself saying “details make the motorcycle.”

Big twin rockerLet’s revisit that engine. Roller rockers, 4V, OHC, twin plug, injected, 1400cc. It goes REALLY well when provoked. Despite this ‘Guzzi claim a 15-20per cent improvement in fuel efficiency compared to the previous generation 1200s. An awesome feat. No doubt the overdrive tall sixth gear has a part to play here. This bike is a naked power cruiser, with a full touring sibling. Neither bike is a lightweight, however at 318 kilos wet and rollin’, the Custom ain’t as heavy as many in this group. It handles, stops and goes pretty darn well, albeit with some fine tuning needed to optimise rear suspension behaviour. I found the ‘bars excellent when ‘head down’, but a tad closer would be nice for general riding. The rev counter instrument takes some aero cues from the headlight and the result is reasonable progress through the airstream despite the absence of a screen. Also, the rev’ counter and speedo are integrated. Two instruments in one, with the emphasis on the rev’ counter. Cool.

In a nutshellThe 1400 California Custom is a detailed delightful shafty with a 200 section rear tyre, low seat ‘n’ forward controls, an imposing engine, in more ways than one. Build quality and attention to detail, wonderful.

A torque monster that revs like a sportsbike, the way it ‘passes the ball’ from its torque-centric heartland onward to its smooth rev-ability higher in the rev’ range is simply fantastic, and, it throbs at idle and goes like stink.... so ‘character’ abounds.

Combine the beautiful (ABS) brakes, integrated MGTC 3-mode (Veloce is best!) ‘interventions’, with the fuel injected 4V OHC 1400cc’s grunt, cool styling, detailed finish and it’s a desirable, intriguing, unique, fun motorcycle!

You get all this for $21,990 + ORC which I think is quite reasonable. This is a different take on a ‘cruiser’ for most people and in many ways it’s this difference which will help attract buyers, besides the fact it’s a fun and exhilarating bike to ride. n [email protected]

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CUSTOM

CYCLE TORQUE OCTOBER 2013 - 31CYCLE TORQUE OCTOBER 2013 - 31S P E C I F I C AT I O N S : 2013 MOTO GUZZI CALIFORNIA 1400 CUSTOM

Engine Type: Air/oil-cooled V-twin Capacity: 1380cc Transmission: 6-speed and shaft drive Fuel Capacity: 20.5 litres Frame Type: Steel frame Seat Height: 720mm Dry Weight: 300 kg Front Suspension: 46mm conventional

forks Rear Suspension: Twin shocks

adjustable preload Brakes: Dual Brembo 4-piston calipers on

front, single Brembo 2-piston caliper on rear Tyres: 130/70-18, 200/60-16 Price (RRP): $21,990 + ORC

www.cycletorque.com.au/more CALL FOR A QUOTE

1800 24 34 64WE’LL BEAT ANY PRICE GUARANTEED*


www.motoguzzi.com.au

Big engine, chome-finished tank. The headlamp’s a stand-out. Pipes are too quiet.

Shaft drive, of course. The Italian eagle in pride of place.


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CYCLE TORQUE OCTOBER 2013 - 32We

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ash

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CYCLE TORQUEMOTO GUZZI

CALIFORNIA 1400 CUSTOM

CYCLE TORQUE OCTOBER 2013 - 33We

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CYCLE TORQUE OCTOBER 2013 - 34CYCLE TORQUE OCTOBER 2013 - 34

LaunchCYCLE TORQUE

KTM 1190 ADVENTURE R


If you like your adventure riding a

bit more aggressive than most, you should

try KTM’s new 1190 Adventure R.

MORE



KTM’S 1190 Adventure range is aimed right at the aggressive end of adventure touring. But our report on the launch of the 1190 Adventure a few months ago also highlighted how good the bike is as a road machine too. Since the inception of the 950 Adventure some years back KTM has usually had an upspec Adventure model for those riders who want to step their touring up a notch., and the ‘R’ is exactly that.

What’s the difference?The 1190 and 1190 R share the same chassis and motor but there are differences in suspension, wheel sizes and of course the obligatory graphics. Both models have a 17 inch rear wheel, but the ‘R’ has a 21 inch front wheel which allows the use of more aggressive offroad tyres, and helps steering the beast in the rough stuff. The main differences between the two bikes comes down to 220mm suspension travel for the ‘R’ while the Adventure gets 190mm front and rear. Weight on the ‘R’ is 217kg (no fuel) compared to 212. I can only guess the longer suspension uses up the 5kg, as fuel tank capacity is the same at 23 litres. Seat height and ground clearance is taller on the ‘R’; 890mm compared with 875 and 250mm compared to 220mm. The wheelbase on the ‘R’ is 1580mm, 20 more than the regular Adventure. All of these differences come down to the

longer travel suspension on the Adventure R. And if you want to get serious offroad you’ll want this extra travel.

Torture testOur launch route was a pretty serious one, but not really a torturous one. Sounded good though didn’t it? Rarely do we get to test bikes like this on such varied terrain, for such long distances. Our bikes were equipped with what most adventure riders would call knobbies. We kicked off from

LaunchCYCLE TORQUE


n REPORT BY CHRIS PICKETT PHOTOS BY IKAPTURE

n RIDING GEAR: FOX HELMET, LIQUID IMAGE ‘CAMERA’ GOGGLES, MOTODRY JACKET, ALPINESTARS GLOVES, TRIUMPH ADVENTURE PANTS, FORMA BOOTS


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Wisemans Ferry and headed to St Albans, dirt all the way to Wollombi Road and through the back of the Watagan Forest to the sleepy hamlet of Laguna. There seemed little time to have a coffee as the route consisted of something like 400 kilometres. Doesn’t sound that much but most of it was dirt, and tight dirt at that...

My first impression of the bike was it was very capable but was it a big leap over the previous 990 like everyone was saying. Not so sure about that. But the day raged on and despite a few overcooked corners I got through the next session unscathed. This is a big bike with lots of horsepower, around 150 in fact. When you give the old throttle a bit of a squirt the corners tend to rush up somewhat fast.

ShortcutTime was an issue so we decided to head from Howes Valley straight up the Putty Road to Singleton. I was amazed how quick I could ride this baby through the tar corners on knobby tyres, and with that sort of horsepower on tap you make quick work of a rear knobby, make no mistake. Get throttle happy and you will be best friends with your local tyre supplier. Yes sliding the rear is fun… It was on this stretch I really took time to look at some of the info on the instrument panel. As you would expect for a bike like this it has trip meters, gear indicator, ABS and traction control settings, time, what riding mode you’re in etc. The list goes on but there’s more than enough info if you’re planning an intercontinental trip sometime soon.

I had played around with the Riding Mode settings to see what was what, but until then I had pretty much been in ‘Off-Road’ which limits hp to 100 and minimal traction control. From there you get ‘Rain’ which gives 100hp and full TC; ‘Road’ with the full 150 ponies and a decent intrusion of TC, while ‘Sport’ gives more power and less TC. When on the tar for a decent stretch I went with ‘Sport’ which was fun but really only necessary if you are attacking the tar corners or are some sort of Extra Terrestrial in the dirt. I just cannot imagine any mere mortal rider using all the 150 ponies in the bush. Maybe during the Dakar Rally but phew...

Into the abyssAfter a bit of lunch it was into the Mount Royal Ranges near Singleton on our way to Moonan Flat pub for our overnight stay. This covers everything from backroad tar to glorious dirt roads over the tops, and some gnarly uphill stretches. We took the hard way of course. Everything I threw at the 1190 R it took in its stride, except for some of the erosion banks. After a

couple of big bottom-outs I had to remind myself I was on an adventure bike, not a 450 EXC-F. Once I gave myself an uppercut I tended to roll over the jumps rather than loft the front big time. We even got to test the headlight as we rolled into Moonan Flat after dark. The headlight is not as good as some but still very good.

Heading back the next day was more of the same and the bike was a delight to ride.

VerdictI got to test the 1190 R back to back with the outgoing 990 and while the 1190 R is not a stratospheric leap ahead it’s definitely a better bike. The engine is smoother, has more punch of course, handles better and feels more refined.

At $21,995 + ORC it’s a steal. n [email protected]



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WATCHVIDEO NOW

http://cycletorque.com.au/videos-oct13

CYCLE TORQUE OCTOBER 2013 - 39CYCLE TORQUE OCTOBER 2013 - 39

S P E C I F I C AT I O N S : 2013 KTM ADVENTURE 1190 R

Engine Type: Liquid-cooled V-twin Capacity: 1195cc Transmission: 6-speed and chain drive Fuel Capacity: 23 litres Frame Type: Tubular steel frame Seat Height: 890mm Kerb Weight: 217 kg (without fuel) Front Suspension: WP USD forks Rear Suspension: WP adjustable single

shock Brakes: Dual Brembo 4-piston calipers

on front, single Brembo 2-piston caliper on rear. With ABS

Tyres: 90/90-21, 140/80-18 Price (RRP): $21,995+ ORC


We’d look for an alloy bashplate.

Orange crash guards stand out.

Knobby tyre on the 21-inch front wheel.

Impressive high-tech instrumentation.


www.ktm.com.au


http://www.ktm.com/au/travel/1190-adventure-r/highlights.html#.UjvK8rzjLIo

CYCLE TORQUE OCTOBER 2013 - 40LaunchCYCLE TORQUEKTM 1190

ADVENTURE R


LaunchCYCLE TORQUE

2013 BMW F 800 GS ADVENTURE

A Lighter Adventure


The long-range middleweight

MORE



BMW launched its new F 800 GS Adventure to journalists with a rock-music backed video showing the bike off as a performance all-rounder, with impressive dirt action and on-road speed, using a mix of solo and two-up shots. I got the feeling there’s a video director out there who wants you to believe the new GSA is a long-range motocross machine with a dual seat and panniers. Thankfully, it’s not. It is a lot of things, but primarily it’s a long-range tourer capable of going places few bikes can.

A lighter tourerBMW has long made Adventure Tourers – larger fuel tanks, alloy panniers, enhanced crash and weather protection… and until now they have all been based on the large flat-twin power plants, so every GS Adventure has been a big, heavy motorcycle. Fine if you don’t mind that – but limiting in some ways. And expensive, too.

The F 800 GS Adventure tries to address some of those issues. It’s a touch over two grand more money than a standard 800 GS, and by the time you’ve added a few options and accessories you won’t be getting any change out of $20K: however, that’s the best part of $10,000 cheaper than a similarly-equipped 1200 GS.

Not only is it lighter on the wallet, it’s also much lighter on the scales too, the bike just 229kg ready to ride, about 30kg lighter than the 1200 GS Adventure.

What’s different?The key changes which differentiate this bike from the standard F 800 GS are the larger tank, increased weather protection, crash guards, standard ABS and a new Enduro Mode option.

The underseat tank is eight litres larger than the standard model and the subframe reinforced to cope, the fairing screen is much larger and there are standard hand guards. BMW’s Comfort Seat is standard on the GSA, although there’s a plethora of options when

it comes to seats to suit different height riders.

The seat certainly is comfortable – two long day rides may have resulted in a few sore muscles and my butt felt properly pampered – but off-road I’d prefer a flatter seat which is easier to move around on.Talking of comfort, I loved the larger, more protective screen and handguards. Tall enough to block the cold from your chest but not so high to ever interfere with my view or cause buffeting, the screen is awesome. Similarly, the handguards block the wind from your hands and combined with the standard heated grips means you should never have cold hands and would rarely need thick gloves.

LED indicators and auxiliary lights are standard.

Crash protection is also enhanced on the GSA, with guards around the motor and a plastic bash plate standard - for the launch BMW fitted all the bikes with the (338) optional heavy-duty alloy bash plate (you can see the difference between the two in the video, use the QR code on the page to view).

A non-standard accessory also fitted to the test bikes was a Touratech headlight protector, because with so many bikes in a group it was a recipe for rocks being thrown.

The Adventure also gains ABS standard, while BMW’s traction control (Automatic Stability Control) and ESA (Electronic Suspension Adjustment) are options.

A new option is Enduro Mode. At the press of a button, a rider can switch from road-going ASC (traction control) and ABS to a dirt-oriented setting which provides more slip in the loose stuff – so you’ll slide more out of corners and get less intrusion from the ABS system.The larger fuel tank takes the bike from being close to 300km before the big push to as much as 500km. Fuel consumption on the F 800 motors can vary widely, with some riders reporting over 20km/l but ride hard off road and that could nearly halve. Either way, the 16 litre tank on the standard GS was a bit of

problem for many potential owners, because the range through Australia’s outback just wasn’t good enough, and because the tank sits under the seat, it wasn’t an easy problem to solve.

Increasing the fuel capacity has resulted in bulges at the back, but you can lean on them while standing, which is pretty comfortable.

Another positive change is the adoption of triple-row footpegs, which are much more comfortable to stand on than the double-row type on the standard GS. The brake pedal also has the flip-down height extension like the one on the 1200 GS Adventure.

I never found riding on the standard GS as comfortable as I thought it should have been; the GSA’s triple row pegs have fixed that, and I’d recommend to anyone with a GS to get a wider set of pegs.

The GSA is equipped out of the factory with knobbier tyres, from a couple of different manufacturers.

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n REPORT BY NIGEL PATERSON : PHOTOS BY IKAPTURE/PATERSON

n RIDING GEAR: FOX PANTS AND JACKET. ALPINESTARS BOOTS. LS2 HELMET.

A Lighter Adventure


Carrying the loadBMW’s Adventure machines have always been able to carry a big load, and the F 800 GS Adventure is no different. The bike’s standard equipment includes pannier racks (which double as crash protection bars for the underseat fuel tank) and a rear rack. The company offers alloy panniers and a top box, in addition to an optional tankbag.

The tankbag is expandable, has a map/phone pocket, weather flap and fits on snugly - although at one stage I didn’t have it tight enough and I managed to bump it forward, into the key fob, which turned off the ignition while riding. A trap for newbies and tightening the straps fixed the problem. The tankbag can be leaned on while standing and doesn’t get in the way unless you really fill it up.

The panniers form-fit around the expanded tail section of the bike. They feature locks and seals to keep moisture out and look great. A pair of cases will set you back $1592, which I thought was pretty reasonable, but I think the top case at $1016 is a few hundred more than it really should be. The tankbag is $340 and two sports bag soft luggage options are priced at $230 and $267 respectively.

Performance85 horsepower (63kW) and 83Nm is never going to pull the arms out of your sockets on the bitumen, but there’s more than enough performance here for off-road touring. It’s actually more than the old R 1100 GS produced, in a much lighter, more compact package.

On the road the bike is awesome – it’s quick enough around town, cruises effortlessly at highway speeds and can accelerate you to licence-losing velocities pretty easily, too – but it’s not as comfortable and it won’t get you there as quickly as the open-class adventure bikes.

Off road it could well be a different story. The reduced weight and easier handling of the 800 could well make you quicker along a

firetrail than you’d be on a bigger bike. I found it to be less effort to ride, too, which means reduced fatigue.

If you’re wondering if the 800GSA has enough performance for you, I’d say it’s only two-up riders with full panniers and a few elite riders who like tearing up expensive knobbies which really need the extra performance – but that’s not to say you don’t want the performance. I love big, heavy, powerful machines, even when I’m not exploring their full potential.Chris Vermeulen was the special guest at the launch of the GS Adventure, and he owns an F 800 GS – and if a MotoGP winner doesn’t need open-class performance, do you?

ElectronicsThe F 800 GS Adventure debuts BMW’s new electronics package available on the F-series.

ABS is standard, while Automatic Stability Control (ASC, what we call traction control) Electronic Suspension Adjustment (ESA) and the new Enduro Mode are available as options.

Enduro Mode works with the ABS and ASC to deliver increased slippage before the electronics kick in – in road mode the engine performance is reduced if both wheels aren’t spinning at the same speed, so no wheelies or rear wheel slides. In enduro mode, some variation is allowed, so you can powerslide through turns and the system only tries to correct if it’s getting out of hand.

I was surprised to hear ex-flat track champ Vermeulen liked the Enduro Mode (I’d presumed he’d switch it all off while off-road) but then I realised he’d spent years racing bikes with traction control, and was happy to smash the throttle and let the electronics help. Enduro Mode also reduces the propensity for the ABS to kick in – it doesn’t switch ABS off at the rear like the 1200’s Enduro Pro mode, but it does reduce the ferocity of the ABS kicking in.

The ESA only adjusts rear suspension damping, across comfort, standard and sport – I did like switching the ESA to comfort off-road and back to standard or sport on the bitumen.

The ASC and ABS can be switched off completely, but you have to remember to do so each time you switch on the ignition.

Suspension and rideThe BMW F 800 GS Adventure is an awesome all-round adventure tourer. It’s got the load carrying, off-road handling, road bike comfort and even scratching ability which makes it one of the most versatile motorcycles ever built.

The handling - that elusive combination of suspension performance, steering, brake feel and feedback – combine nicely to inspire confidence in the machine. I found myself having an absolute ball, sliding it out of gravel turns and pitching it hard into bitumen bends.

Pricing and specificationsBMW provided fully-specced bikes to the media for the launch, and that’s certainly a great way to have them equipped - if you can afford it. The base price is $18,550, $2060 more than the standard GS - that would be a no-brainer for me, the expanded range, bigger screen and triple-row footpegs alone would be worth the extra money.

I’d definitely add the Enduro Package ($580), but I’m not sure I’d go for the ESA - at $580 it’s not cheap and as it only adjusts the damping at the rear… maybe I’d go for it if I was rolling the purchase into a finance package, I’m not sure.

From the accessories side, I’d probably go with the alloy panniers, a sport bag and the tankbag. I might have skipped the tankbag and opted for my Kriega bum bag, but with the power outlet next to the ignition, running power into the tankbag for phones, GPS etc is so easy it’s not funny.

So my bike would be $21,714 plus on road costs – not cheap, but considerably less than a similarly equipped 1200. n [email protected]

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CYCLE TORQUE OCTOBER 2013 - 46TAP TO PLAY

LaunchCYCLE TORQUE


http://www.youtube.com/watch?v=OQK9FoPLDFM&feature=share&list=UUos2wuLZWUT3vrU9HIHouBQ


A taller screen, handguards and wider bodywork offer increased weather protection.

S P E C I F I C AT I O N S : 2013 BMW F 800 GS ADVENTURE

Engine Type: Liquid-cooled parallel twin

Capacity: 798cc Transmission: 6-speed and chain drive Fuel Capacity: 24 litres Frame Type: Tubular steel frame Seat Height: 890mm (860 low option) Unladen Weight: 229 kg Front Suspension: 43mm USD forks Rear Suspension: Adjustable single

shock Brakes: Dual 2-piston calipers on front,

single piston caliper on rear Tyres: 90/90-21, 150/70-17 Price (RRP): $18,550 + ORC



The fuel tanks bulge out the sides to accommodate 8 litres more than the standard F 800 GS.

This bike is equipped with the optional alloy bash plate and panniers. Engine guards and centrestand are standard.

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CYCLE TORQUE OCTOBER 2013 - 48LaunchCYCLE TORQUE2013 BMW F 800 GS

ADVENTURE


LITES RACER

Super TestCYCLE TORQUE

HUSQVARNA TC250R


LITES RACER

One bike, three testers,

three opinions.



The Bike: Before we go any further let’s take a look at what is new of the 2013 Husqvarna TC250R and what we can see here is just an up-grade from the massively improved 2012 model but here are the facts:

- Strengthened Radiators: The new radiators are from a different vendor and feature additional capacity and bracing. They’re stronger and flow fluid more efficiently.

- Magnetic Oil-Sump Plug: In another nod to durability, Husqvarna upgraded to a magnetic plug. Now all of those metal shavings go somewhere instead of cycling through the engine and wreaking havoc.

- EFI Mapping: The EFI mapping was adjusted to offer a smoother power delivery in the bottom part of the rev range.

- Grips: New half-waffle, medium-compound rubber grips.

- Cosmetics: New in-mould graphics and updated handlebar pad cover.

The Riders: Never have a more diverse trio of riders been combined to test once dirt bike.

- At 87kgs and 172cm, Darren Smart. After 40 plus years of riding and racing dirt bikes I won’t find fault in the motorcycle that I am riding unless it makes me work any harder than I deem justifiable to do fast laps. I just want to ride as fast as I can without thinking about it too much, I hate compensating for poor handling, crap suspension, wobbly power delivery or dodgy brakes.

- At 70kgs and 168cm, Joel Keenan is a 17 year old motocross enthusiast that has spent the last two years making the most out of a 2007 Honda CR125R and the reason why he is involved with this test is because not only is he a very good dirt bike rider he also has a very mature approach to his riding and racing with more than sensible opinions compared to most of the teenagers I have met over the last few years.

- At 90kgs and 185cm, Andrew Bailey is in the 50 years plus range but is a former nationally rated motocrosser that has a gaggle of state titles to his name. Andrew had been riding

a 2010 Yamaha YZ250F for the last two years and has a very open mind as to what is right and wrong when it comes to smacking a dirt bike around a moto track. ‘AB’ is still riding way faster than what you would call ‘Vet Pace’ so he is the perfect person to let loose on the latest Husky.

The Setting: Joel, Andrew and I took off to a private motocross track West of Brisbane on a Saturday morning with the TC250R in tow. When we arrived we were more than happy with the track for this test though Andrew and I didn’t like the look of the ‘triple jump’ or ‘stutters’ but the rest of the track seemed to offer everything we needed to put the TC250R through its paces.

The easiest way to get this right and readable is to segment each aspect of the TC250R so that each rider can offer their opinion so here we go, starting at the front and working our way to the rear, Smarty, Joel and ‘AB’ present to you the 2013 Husqvarna TC250R.

The ‘Red Head’ Motor: At just shy of 38 horsepower the TC250R is well behind the class leading KTM 250 SX-F that puts out the best part of 43


HUSQVARNA TC250R

LITES RACER n TEST AND PHOTOS BY DARREN SMART

CYCLE Torque has asked three riders to ride and give their opinions on the 2013 Husqvarna TC250R - regular tester Darren Smart, hotshot teenager Joel Keenan and fast veteran Andrew Bailey. We hope you like the multiple opinions in the test, and we’d love to hear your opinion via [email protected]

mailto:feedback%40cycletorque.com.au?subject=Husqvarna%20TC250R%20Super%20Test


horsepower but let’s see what out trio of testers thought.

Here are the horsepower figures from an independent dyno for the top MX2 legal motocross bikes available in Australia. 1. KTM 250 SX - 49.77; 2. Yamaha YZ250 (2 Stroke) - 47.10; 3. TM 250MX - 44.02; 4. KTM 250 SX-F - 42.88; 5. Kawasaki KX250F - 41.15; 6. KTM 150 SX - 38.83; 7. Honda CR-F250 - 38.43; 8. Suzuki RM-Z250 - 38.01; 9. Husqvarna TC250R - 37.84; 10. Yamaha YZ250F - 37.12; 11. TM 144MX - 34.84; 12. KTM 125 SX - 34.66; 13. Yamaha YZ125 - 34.01.

Smarty: I always chuckle when I think of the two very pro Yamaha testers who turned up at Queensland Moto Park for the 2012 TC250R test and quite openly told everyone that would listen that the Husky was quite a bit slower than the YZ250F.

Talk about egg on face! The 2012 and 2013 TC250R puts out a fraction more horsepower than the YZ250F and that is that! The Husky ‘Red Head’ motor is light, fuel injected and offers the hydraulic clutch and even though it doesn’t jump out of its skin when you pull the throttle to the stoppers it does offer a power delivery that allows the rider to do consistently fast laps without too many heart in mouth moments which in turn garners confidence in the overall package.

Joel: I found the husky’s engine to be well on par with other 250F’s I’ve ridden. On tight inside lines or small ’berms the “red head” engine had a responsive and tractable feel. Even when I cracked it on as hard as I could it wouldn’t hesitate, and the thing would just start to pull up to the midrange where it really hauls. It’s the kind of engine that loves early shifting to keep it in the midrange where I found it would pull hardest. The power on the Husky just feels hooked up and rider friendly the whole way through the power-band (most beneficial at the end of a moto). With all that said the Husqvarna’s definitely not a slow revver!

AB: I was impressed with the power delivery of the TC250, and I would be hard pressed to say either bike was faster, considering my YZ250F has an aftermarket pipe and has been re-jetted to suit. The Husky was impressive straight off the showroom floor with the Accropovic pipe as standard equipment. The throttle response was everything I could hope for, with a light feel and instant response right across the rev range.

Kayaba Forks: We set the compression and rebound clickers at 11 out from hardest and put the fork to the test.

Smarty: I found that the fork offered a good top to bottom slide through the stroke without any spiking or bottoming. I rode through sharp edged stutters, cased out on the big

triple and bashed my way through brake-in bump while hard under brakes without any harsh ‘smack-back’ through the hands. I can’t ask much more than that from a set of fork so I give them the thumbs up.

Joel: The forks gave me confidence, I could really trust them. The front end always did what I thought it was going to do. Braking and acceleration bumps were there, but didn’t smash through my arms. Over the stutters and rollers the forks didn’t feel too harsh or as though they were blowing through the stroke too fast.

AB: The front fork action was good, not too much dive under braking, no negative feedback through the whoops and a plush feel on the biggest of jumps whether front or rear wheel landings, and there were some big jumps at the test track, I felt confident to hit everything and clear it which was a big surprise, as at the start of the weekend I had thought that I wouldn’t be able to do half the jumps on the track.

Kayaba Shock: We did the same with the shock and set the compression and rebound clickers at 11 out from hardest while I had set the race sag for my weight at 100mm. In theory it should have been too hard for Joel and too soft for

Andrew but they seemed to manage.

Smarty: Like the forks, the Kayaba shock copped all of the punishment without anyone coming in complaining. I for one hate a shock that allows the bike too much sideways deflection and there was nothing of the sort with the 2013 TC250R. There were two sections on the track that were perfect for a bad shock to give me trouble, one was a fast right hand sweeper that was riddled with bumps and the other was the sharp edged stutters, the TC250R shock and fork combo felt great through both sections.

Joel: As with the forks the shock felt really predictable. Everything that the track threw at me I knew how the bike was going to react. Through rollers, stutters and even hard acceleration over rough ground I just had to keep the front pointed straight and the rear of the bike would follow.

AB: I like my bikes to be balanced front to rear in the suspension, and the bike seemed perfect in that department with not a scary moment anywhere, the rear end hooking up through the whoops and stutters and consistent along a whooped up straight that swept around a corner to the right with no swapping going on as I drifted through the corner.

Braking: Brembo Brakes are the best BUT if the forks and the rest of the chassis don’t work in sync it can be dodgy when trying to brake deep into corners.

MOREContinued on next page


Smarty: I am easy pleased here, as long as the brakes work to my liking and don’t fade late in the moto I can’t complain. Brembo brakes are the best in the world and I found that the TC250R package allowed me to brake deep into each corner with a heap of confidence.

Joel: The brakes on the husky are just plain awesome. Braking hard into inside’s was a breeze. Once I knew I could trust them I could get on them hard and didn’t wash the front once. They were responsive and felt great throughout every moto.

AB: The Brembo brakes gave good feel through both ends and it would be hard to find brakes that worked better. I really liked the feel of the back brake that wasn’t touchy but worked well without having to worry about stalling the motor on the slower corners.

Cornering: Tipping into a corner under brakes and accelerating out of a corner with full throttle is the what we do a dozen plus times a lap, how does the TC250R fair?

Smarty: Aha, this is exactly where it can go pear shaped for the ol’ Smarty. I cannot stand a dirt bike that fights me on the way into a corner OR that wants to punch me wide once I have pulled full throttle on the corner exit.

The track that we rode for the TC250R test had every corner scenario known to motocross and not once did I have to put myself into over-drive to get myself through a corner. Actually, I found that the TC250R settled nicely into corners but I didn’t like running the berms with the Husky, I felt more comfortable diving to the insides and getting the bike straight as soon as possible for the drag race to the next corner while on flat corners I felt more conformable rear wheel steering under power.

Joel: The number one thing I looked for in the husky was how easily it was to “tip in” to a corner. Not only did the

husky love to “tip in” it also loved to stay there the whole way through the turn (provided I did things properly). Even sweepers that I hit standing up all it took was a bit of weight on the inside peg and the bike stayed pointed and heading were I wanted it to go. The engine compliments the chassis very well through the flat turns. This bike loves to corner and to me corners are what motocross is about, this was the standout quality for me.

AB: The steering was fantastic going exactly where you wanted it to go all the time, I didn’t feel the front end washing, over or understeering unless I wanted too. Smarty tested the TC250 at Queensland Moto Park the weekend before I tested it, and hosed me. I was following him on the YZF and not being able to get to the same lines in the Iooser corners. I did some research and after 3 years putting up with very average steering geometry on my YZF250 2010 model (in 2011 Yamaha changed the steering offset) and thanks to a ProTaper steering headset which I put in on the morning of this test, mine is fixed as well.


HUSQVARNA TC250R

Continued from previous page

A slim feel and new graphics.

The Red Head motor has excellent mid-range.

At $8295 you’re getting a lot of motocrosser for the money.

SPECIFICATIONS: n ENGINE TYPE: LIQUID-COOLED SINGLE

n CAPACITY: 250CC

n TRANSMISSION: 5-SPEED AND CHAIN DRIVE

n FUEL CAPACITY: 6.5 LITRES

n FRAME TYPE: TUBULAR STEEL FRAME, ALLOY SUBFRAME

n SEAT HEIGHT: 985MM

n DRY WEIGHT: 101KG (WITHOUT FUEL)

n FRONT SUSPENSION: KAYABA 48MM USD FORKS

n REAR SUSPENSION: KAYABA ADJUSTABLE SINGLE SHOCK

n BRAKES: SINGLE CALIPER FRONT AND REAR

n TYRES: 80/100-21, 100/90-19

n PRICE (RRP): $8295

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S3



Ergonomics: While punching out laps a motocross rider has constant contact with his or her machine. It can feel as natural as pulling down your pants to pee or as awkward as trying to do a poo with your pants on while singing the national anthem at the State Of Origin in front of 50,000 people. Surely the TC250R sits in there somewhere?

Smarty: No probs here, every dirt bike I have ridden since 2005 has had the basic ergos sorted. I just want to go from sit to stand from corner to jump to rut to stutter without having to feel restricted and the Husky was as comfy as an old sock in no time.

Joel: I’m a little fella and I felt right at home on the husky. Standing, sitting or cornering the controls were always where I wanted them. Everything was in the right place on the TC250 I never felt uncomfortable.

AB: I had a ball riding the TC and would look forward to riding it again, I think the tougher the track the more it would shine being incredibly user friendly and confidence inspiring.

Overall Confidence: This is key, there is no such thing as the perfect dirt bike but when a rider is in the heat of battle or just busting out laps for the fun of it he or she must have a degree of confidence in the dirt bike they are riding. Where does the TC250R sit in that category?

Smarty: This is where I felt the TC250R really shone. IF I had to push a little harder to gain some time I felt that I could do it without risking a crash or off-track excursion. The overall package inspired confidence at every turn or jump, the gears are well spaced, the throttle responsive and the suspension allowed me to ride without having to dodge bumps or g-outs, just power through and keep on ripping laps.

Joel: This is the most forgiving motocross bike I have ridden, the engine masked when I missed a shift or just plain wasn’t in the right gear. The chassis works well and is really complimented by the power curve of the engine. It’s light and more importantly feels light underneath you. When I got out of shape it didn’t take much to muscle it back into line and could throw it wherever I wanted it to go on the track, the bike’s a pleasure to ride and gave me confidence to push harder.

AB: I am taller than Smarty and Joel so it is easier for me to get caught up on motorcycles with ‘stuff’ that isn’t in the right place. I didn’t even think of this while riding the TC250R so it must have been ok.

Would we buy a TC250R? Smarty: At the tender age of 50 I find my needs as a racer a lot different from what it was when I was younger. Obviously I am no longer chasing glory at a national level but I still want to get around at a fair pace and I honestly believe that I would be more than competitive on the TC250R at any Vet or club event.

Sure, it is a touch down on horsepower compared to the KTM and KXF but over a whole moto I think that the power and

handling package of the Husky would put me in good stead to punch out good lap times right to the finish line and now that they are selling for just $8295.00 I would be heading straight to my local Husky dealer.

Joel: Being young I always want to improve myself and better my abilities on the bike. I feel having a bike that makes you feel confident is a huge part to learning the basics of riding a motorcycle and progressing as far as you can. If I feel confident on the bike not only does it make riding heaps more enjoyable it means that learning new techniques or skills becomes less of a chore.

The husky tc250 had that for me. The bike did everything I could ask for and more. In my opinion, at a clubman level the engine is more than competitive against any other

bike in the class. The build quality looks up to scratch with the big 5 and at the price I can’t see any downfalls coming out of buying a TC250.

AB: A good handling, easy to ride bike with plenty of power combined with hydraulic clutch and brakes. I know all the Euro bikes have the hydraulic clutch but the Japanese bikes still don’t have them off the showroom floor, an aftermarket pipe which most riders put on the Jap bikes. The bike ticks all the boxes, it would be on my short list for a future bike for my son, me I am going to get a 450 but that’s another story.

Summary: Three riders with different styles, size, height and weight all taking a shine to the 2013 Husqvarna TC250R. All of Joel and AB’s comments were put into this test with no editing from me so what you are reading is what they wrote.

I have to thank Joel and AB for offering their valued opinion in the first ever three-rider ‘Super-Test’ for Cycle Torque magazine. I for one really enjoyed reading their opinion on the TC250R and I hope you, the reader got something out of this as well. Hmmm, we could be on to something here. Let us know what you think. n

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CYCLE TORQUE OCTOBER 2013 - 56Super TestCYCLE TORQUEHUSQVARNA

TC250R


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2013 TRIUMPH TIGER SPORT

Prowling Tiger


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New lines, tauter suspension and more power give the Tiger more bite.

Prowling Tiger



Not that that is a bad thing: Tiger buyers were always looking for a comfortable all-day ride, with good torque produced by the motor and all-round ability considered more important than outright performance.

In recent years the Tiger has been one of those ‘all roads’ machines – able to take on poor secondary roads through its long travel, plush suspension without being an adventure bike – with a 17-inch front cast wheel, wide tyres and tipping the scales at over 230kg, you wanted a well-formed gravel road to feel comfortable off the bitumen.

But times change and Tiger owners – and potential new owners – were telling Triumph to make the bike more road-oriented, sharper in the twisties and a bit more comfortable. The most famous of the British marques has delivered.

Updates and changesStiffer suspension, 10 more horsepower, an extra dollop of torque, tweaks to the ergonomics and more aggressive lines have given the Tiger Sport a new, sharper, focus. It handles better, especially on good road surfaces, the suspension settling the bike much quicker before tipping into turns, allowing deeper braking and letting you get harder on the throttle coming out.

Suspension travel has been reduced from 180mm/170mm (front/rear) to 140/150mm. That’s still longer than most sports tourers, so don’t expect it to flick into turns like a Daytona 675, but it’s certainly sharper than the old model.

There are all sorts of updated components, from the new airbox and its deep induction noise to the new aluminium and stainless steel muffler (although the bike I rode was equipped with the optional Arrow muffler, which is both lighter and boosts power, without significantly changing the noise level). Updates to the EFI and airbox have helped reduce fuel consumption, despite the increase in

power. The neat instrumentation includes fuel consumption readings, and my test bike average 14.9km/L on the day of the launch, which gives a potential range of nearly 300km.

The headlight has been updated for better spread and penetration. That’s really what Triumph said during the press conference.

The chassis has been updated, especially at the rear, the bike now sporting a single-sided swingarm, a new subframe, a lower seat and new wheels. Most of this is for styling’s sake – a single-sided swingarm actually makes the bike heavier, but they look great.

It does it comfortably, too, with an upright riding position which is comfortable all day – no aches and pains in the joints after five hours of riding through a mix of twisty secondary roads, crowded highways and even some over policed freeways.

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OVER the years Triumph’s Tiger has evolved from a pseudo-adventure bike – more show than go in off-road ability – to the bike we have today, a half-faired sports-

tourer with no dirt pretensions at all.

n REPORT BY NIGEL PATERSON : PHOTOS BY IKAPTURE

n RIDING GEAR: BELL HELMET, IXON JACKET, IXON GLOVES, TKD JEANS, DRIRIDER BOOTS

Prowling Tiger


While the joints may have been fine, I was a little disappointed in the new seat, which gave me a bit of numb bum syndrome after 3-4 hours. Although Triumph has taken a little of the ‘step’ between the rider and pillion passenger out with the new model, it still locks the rider into one position, which isn’t ideal.

Motive forceThe first of the modern Triumph Tigers were introduced in 1993, with an 885cc four-stroke triple powering the machine. These days its 1050cc, with a ride-by-wire throttle and excellent fuel injection.

As I mentioned earlier the power is up 10 ponies, but probably more importantly the torque is up 6Nm, and significantly up from 3000rpm. This Tiger stomps out of slow corners and is particularly effective in carving up traffic.

Triumph has been evolving its 1050 triple for years and years, and it really shows in this machine. Silky-smooth delivery of the 120-odd horsepower through the six-speed box – now with a lower top gear – makes this machine a fast road bike.

Who’s buying?Tigers are typically bought by 47 year old men – shit, that’s me! Seriously though, I do see the attraction: comfortable (my minor gripe about the seat

notwithstanding), fast, economic (the price is unchanged the new bike is the same as the outgoing model, $15,990) and versatile, the Tiger certainly ticks a lot of the boxes I want ticked in my wish list for sports-tourers.

Owners of earlier Tigers had a few beefs, including the clunky gearbox (a feature of all Triumph 1050s) so the company has done some work there, and a firm left foot never misses anything. It’s still a bit noisy, but we were told during the launch they bed in and get quieter with a few kilometres on the odometer.

Another beef was pillion accommodation. The outgoing model put the passenger up high behind the rider, where they caught a bit more of the wind blast than many liked, so a redesign of the back of the motorcycle has dropped the passenger seat 40mm.

Motorcycles built for two are often also called upon to carry the kitchen sink, too, so Triumph has made panniers and a top box available (although they hadn’t arrived in the country at the time of the launch). The top box is available with a 12 volt power socket and passenger backrest).

Super versatileThe Tiger Sport is a really versatile mount. Through the Gold Coast morning traffic it threaded its way without fuss, the upright riding position giving a great view over most tin-tops and the wide, flat-ish ‘bars allowing easy manoeuvring in traffic.

In winding roads the Sport moniker made sense, especially when compared to earlier models, and when you hit the freeway the fairing blocks enough of the blast to make a transport section an inconvenience rather than a chore.

Who’s it for?The old Tiger sat between the 1200 Explorer (a serious Adventure machine) and the Sprint GT (sport tourer) in the Triumph range. I’m surprised Triumph chose to move it closer to the Sprint, rather than Explorer – it’s now competing for interest with a host of capable machine, whereas it was firmly in the ‘Any Road’ category.

Unlike machines like the Kawasaki Versys and Ducati Multistrada, the Tiger doesn’t come with dual-purpose rubber. It’s now firmly a road bike, a versatile sports-tourer at a competitive price. n

MORE


Prowling Tiger


LaunchCYCLE TORQUE



MORE

Both front and rear suspension is adjustable.

Engine is all about torque and usability, not pure top end power.

Triumph’s Nissin brakes have plenty of power and feel.

Single sided swingarm makes life easy, and looks great too.

Triumph has loads of accessories for the Tiger Sport, like these crash bars.

Similar dash layout is used on many of Triumphs’ machines.

S P E C I F I C AT I O N S : 2013 TRIUMPH TIGER SPORT

Engine Type: Liquid-cooled inline triple Capacity: 1050cc Transmission: 6-speed and chain drive Fuel Capacity: 20 litres Frame Type: Alloy twin spar Seat Height: 830mm Wet Weight: 235kg Front Suspension: Showa 43mm USD

forks Rear Suspension: Showa adjustable

single shock Brakes: Dual Nissin 4-piston calipers on

front, single Nissin 2-piston caliper on rear Tyres: 120/70-17, 180/55-17 Price (RRP): $15,990 + ORC



WATCHVIDEO NOW


CYCLE TORQUE OCTOBER 2013 - 64LaunchCYCLE TORQUE2013 TRIUMPH

TIGER SPORT

THE FUN

CYCLE TORQUE FOR THE LOVE OF MOTORCYCLING

Big BlueYamaha’s PeeWee machines introduced thousands of riders to the

fun of motorcycling, and these days the tuning fork brand has many models to suit anyone big enough to pull on a helmet.

In addition to the PW50, there’s the electric-start TT-R50E, the and PW80. The PW machines are easy-going two-stroke bikes which have been around for decades, the TT-R50E a relatively new machine with an electric-start four-stroke powerplant and easy-going nature.

Stepping up a little for older kids, the TT-R110E, and the two TT-R125 machines are all single cylinder four-strokes with electric start and the reliability you expect from Yamaha.

SuzukiThe bright yellow in the paddock belongs to Suzuki, with its DR-Z

four-strokes and JR80 two-stroke.The JR80 has been around for ages, this popular little bike

continuing to make new friends as generations grow up. Technology marches forward though, and Suzuki offers the DR-Z70, DR-Z125 and DR-Z125L (big wheel) for those looking for that user-friendly nature.

KawasakiKawasaki’s racing green has always signified high performance,

and maybe that’s why Kawasaki offers both small and large wheeled models in both its KLX110 and KLX140.

Cycle Torque has had a KLX110 as a past project bike, and it proved to be reliable and a lot of fun for three different riders, and the latest version has electric start. The bigger KLX140 is aimed at older kids and young adults.

KTMKTM’s attitude of ‘Ready to Race’ means the KTM 50 Mini

is promoted as the “launchpad in the MX world”. It’s an easy to ride machine suitable for raw beginners and is an excellent choice for youngsters wanting to go racing in the future.

Racey Red HondasHonda has gone four-stroke only with its kids and family bikes, with

a seven-bike range covering little kids to teenagers and mums.From 50cc to 150cc, from very little (CRF50F) to the suitable-for-

adults CRF150F, there’s a racey-red Honda designed to suit every kid’s size and experience.

The latest in the range are the CRF125F pair - big and small wheel versions are both available. Aimed at riders from about the age of 10, these fun bikes are low-maintenance, easy to ride fun machines.

AtomikAtomik produce a massive range of child-friendly machines. From

50cc machines for the littlest youngster to 250cc machines for teens and smaller adults, Atomik has machines to suit nearly every size, shape and ability of rider.

Atomik’s website features MX, Pit, Enduro, Motard and Competition categories.

OsetOset bikes are unusual in a number of ways - the big feature is they

are electric powered, but they also unusual in that they are a trials design, rather than MX or enduro. Electric minibikes designed for great

balance, riding one of these machines is really great for a youngster’s confidence and skills. The advantages of electric power include no fuel mixing, no hot exhaust and best of all, no noise. Because they are a Trials bike, they are really easy to ride in the backyard, and with no noise they won’t annoy the neighbours. There’s a range of three machines, one for the littlies, one for riders 5-10, and the new 20.0 model for more advanced riders (look for the test in next month’s issue).

ZumaThere are a few interesting kids’ bikes in the Zuma range starting

with the Volt Electric Mini bike which is powered by a 24v/12Ah, 500watt motor. The model features an automatic transmission which has three speed settings (7kph, 15kph and 25kph) with 1.5-2.5 hours of run time, seat height is 47cm and these bikes are suited to children aged between 4 and 10 years.

The ZRF70 Pro-Junior Mini Bike is powered by a 4 stroke 69cc motor and has a 4-speed semi-automatic transmission. It features a Kick/Electric start and is suited to children aged 6 to12 years. It is priced at $899.

The T110E is a mid-size mini bike and is powered by a 4 stroke 107cc engine. It has a 4-speed semi-automatic transmission with Kick/Electric start. It is best suited to children aged 8-14 years and is priced at $1099. n

Motorcycling can be a family affair - there are machines available for kids as young as four, and a huge variety for riders of all ages, stature and experience. FactorYamaha PW80

Suzuki DR70

Kawasaki KLX110

Honda CRF80F

Atomik MX 70cc

Oset electric

Zuma T110E

KTM50SX

CYCLE TORQUE OCTOBER 2013 - 67THE FUN


LET’S GOracing

Junior racing is a fun, controlled way to introduce youngsters to competitive fun.

YOUNGSTERS can get into the thick of motorcycle competition on bikes as little as 50cc.

From the non-competitive nippers (4-7yo) to motocross, speedway, dirt track and road racing, you certainly don't need to be a grown-up to race motorcycles.

Junior Motorcycle Racing is controlled by Motorcycling Australia and the state controlling bodies. Juniors need to be a member of a racing club and do the Kickstart program to gain a Motorcycling Australia licence before they can compete.

Follow the links from www.cycletorque.com.au/more to find a club and a lot more information about how to get involved.Minikhana

Minikhana is all about skills - the winner will be the rider showing the greatest control rather than simply outright speed.Motocross

The most popular form of junior motorcycle racing, motocross combines tight action with jumps, berms and whoops for excitement for the rider and crowd. Racing

motocross is a true test of rider and machine, as well as being lots of fun.Dirt Track

Run on oval or kidney-shaped tracks of graded dirt or grass, Dirt Track offers close competition and lets juniors learn how to control a sliding bike. Junior dirt track champions often go on to race other bikes at the highest level, including Casey Stoner.Moto Trials

Speed isn't important in trials, it's all about getting through an obstacle course and losing the least amount of points, which you do for things like putting your feet down.Road Racing

Junior road racing has produced many champions, with riders from their early teens climbing into leathers and riding on the bitumen. Junior road racers have progressed to race at the highest level of international racing, so it's a great starting point for anyone with high ambitions. n


JUNIOR

MXWhat kid

doesn’t want to go fast, fly high and play

in the mud?

Racing classes & agesDifferent bikes suit different riders, and

there are a variety of classes for different age groups.

There’s quite a lot of overlap in the classes, which means you don’t have to buy a new bike every time they have a birthday, but physical growth is a big determining factor in what bike suits which rider – our project bike pilot, Damien, has only recently turned 12 but his tall physique suits the CRF150RB big wheel, and he should get a couple of years out of the bike before he grows out of it.

Under sevens can get involved in fun riding in non-competitive events, riding 50cc machines. Kids 7-9 can race 50cc. 7-13yrs can run 65cc machines.

85cc two-strokes and four-strokes to 150cc are usually sold in standard and big-wheel versions - standard wheel bikes are for racers 9-13 years, big wheel machines for kids aged 12-15.

100-200cc two-strokes and 200-250cc four-strokes are for kids over 13.

Check with your club about what classes of racing they offer, because if they don’t have the numbers for a particular class you might be mixed with other classes, or possibly miss out altogether.

Husqvarna CR65

KTM 50SX

HusqvarnaWITH two models for the kids, Husqvarna’s CR50 and CR65

are genuine race bikes, with trick suspension and powerful two-stroke engines.

The CR50 features a Dual Clutch System with automatic gearbox, so even the youngest of racers can concentrate on their riding rather than the controls.

The CR65 is a step-up, with 6-speed transmission and manual clutch, this is a bike for the champions of the future.

KTMWith one of the biggest ranges of kids’ bikes and a

reputation for winning, it’s no surprise there are lots of orange machines at any junior motocross meeting.

With seven two-stroke racing models from 50cc to 150cc and a four-stroke 250, there’s no shortage of orange options.

All are two-stroke singles, ready to race out of the box. The 50SX features an automatic clutch and is suitable for those as young as four. The 65SX is the step-up category, while the 85SX is available in small and big wheel versions.

The 125SX and 150SX are for older kids and compete against the championship-winning 250SX-F four-stroke, at the pointy end of the field.


HondaHonda has gone four-stroke across its range of

competition motocross bikes, which kick off with the CRF150R/RB, available in small and big wheel (RB) version.

Cycle Torque has a CRF150RB project bike and you’ll find a separate article on that bike elsewhere in this issue.

Teenagers will be keen to jump on the new-for-2014 model CRF250R.

SuzukiYellow racers for the kids come in 85cc two-stroke and

250cc four-stroke models.

The RM85 has been a powerhouse model for Suzuki and those who’ve chosen to ride one over the years, and the latest model offers excellent performance and quality suspension. It’s available in small and large-wheel versions.

The RM-Z250 is a four-stroke championship-winning racer for teenagers and adults.

KawasakiKawasaki offers 65, 85 and 250F models in its junior KX

range. The green machines have long been popular, with the KX65 being an awesome first racer. The KX85 is available in small and big wheel versions, while the KX250F is the step-up

from the 85s and into senior ranks.

YamahaYamaha is a very traditional company and offers a mix of

two and four-stroke motocross machinery.The YZ85 is available in small and big wheel versions, the

YZ125 two-stroke is a weapon for experienced kids and even adults and the YZ250F is popular with teenagers. n

Yamaha YZ125

Kawasaki KX85

Suzuki RM85

Honda CRF150RB


KIDracerOur latest project bike is Honda’s CRF150R, the most cutting-edge bike you can race when you’re 12…

CYCLE TORQUE PROJECT BIKE – HONDA CRF150RB

Article and photos by Nigel Paterson

TWO-STROKE racing isn’t dead, but it’s surely looking for life support, and one of the nails in its coffin is the Honda CRF150R.

As Grand Prix and large capacity motocross have moved to four-stroke engines, the change is also taking place in the smaller classes, although it’s taking longer. Honda, however, signaled its intentions when it was the first company to offer an alternative to two-stroke 85cc machines with the release of the CRF150R in 2007.

The bike remained unchanged until last year, when a new carburettor was fitted to make tuning easier, redesigned much of the engine’s top-end and modified the valving in the Showa USD forks and Pro-Link rear suspension.

The Cycle Torque CRF project bike is an CRF150RB - big wheel (19-inch front, 16-inch rear) - model. The same bike with smaller wheels (17-inch front, 14-inch rear), for younger competitors, is also available (the ‘B’ on the end of the name is for Big Wheel).

The chassis is steel, not alloy, and I suspect that’s because the mums and dads in the paddock can’t afford alloy – and we can’t afford fuel injection either.

With a RRP of $7440 the CRF150RB is at the top-end of the kids’ bike MX pricing scale, but I was happy to do the deal on the machine with Western Motorcycles, Penrith, because I hope Damien gets a few years’ service from the bike – and then we can pass it on to his little brother.

KID


You have to be 12 to ride a big wheel 150 four-stroke in competition, and you can ride one until you’re 16 – but Damien will be physically too big for the bike by then.

Who’s it for?The CRF150R isn’t a great first bike - the performance is

probably too high for most youngsters who never tried to negotiate a clutch, throttle and brakes before, but for a kid stepping off a smaller MX or fun bike – our project bike pilot, Damien, has been riding a Kawasaki KLX110 for a while – it’s a great bike which will hopefully last him a few years before he grows out of it.

While it might not be suitable for the raw learner, it’s still a whole-lot more user friendly than the 85cc two-strokes it will line-up against on race start lines though. I’d hate to teach kids who’d never ridden a bike how to use the clutch on one of those…

I enlisted our motocross tester and coach, Todd Reed, into helping Damien learn the ropes on riding the CRF – I’m not a Dad who thinks he knows everything about a sport he’s never competed in. The first thing Todd did was adjust the clutch

lever to better suit Damien, so he could pull it in easily and get great feel.

“Use all four fingers Damien, and you don’t need to use the clutch when changing gears today,” Todd told Damien. I was surprised, I’d thought down-changes might be ugly without a clutch, and I thought MX riders only use one or two fingers on a lever…

“That’s all true, Nigel, but when kids are learning they need all the feel in the lever they can get, and complicating downshifts with the clutch isn’t necessary yet,” Todd explained.

Damien loves his new bike - he’s especially proud of the wheelie he pulled, despite it being a bit accidental – but it was captured on video, which is all that really matters.

I also wondered what sort of maintenance schedule I would need to adhere to with the little four stroke wonder.

Todd has this to say on the subject, “Keep the air filter clean and oiled – do this every time the bike is ridden - and you’ll get at least 50 hours out of the motor before you have to touch the top-end.

“Also don’t be frugal with oil changes. Modern four stroke

dirt bikes rev hard and offer loads more performance than those built 20 years ago so regular oil changes are a must. Other than that the bike needs a good set of alloy handlebars, an hour meter and not much else”, added Todd. n


SINCE the GFC it seems most people are a bit more careful with their money than before. I remember as a kid staring starry eyed in the showrooms of a few motorcycle shops when my uncle and aunty bought the latest and greatest mini bikes for my two cousins. My parents couldn’t afford to buy me one at the time but if there was something like the little Atomik 70cc four-stroke machine you see on these pages then maybe I would have been powered two wheel-equipped myself.

It costs under $700 which is a bargain, and we’ve had the bike here for around a year now. Originally it was bought for publisher Nigel’s son Damien who has since grown out of it and got a Honda CRF150 Big Wheel. We also have a Kawasaki KLX110 in the fleet which has been passed around, because as we know kids don’t stay the same size as they get older. The Atomik was the perfect middle bike for Damien as he went from KLX110 to CRF. Brianna was also at an impasse with her bikes. Our Shineray 250 was just too big for her so she was bike-less and complaining. So, the Atomik found its way to Chateau Pickett. It is designed for kids in their mid to late teens but it is probably a bit small for her. That

hasn’t stopped her riding the wheels off it though. She’s never really learnt to use a clutch properly yet (I’ve been slack) so the Atomik’s centrifugal clutch makes it easy for her. The 4-speed gearbox is easy to use and she reckons it’s fun to ride. I think she would enjoy the bike more if it had the 125cc engine in it but it will do for now. The bike also has disc brakes front and rear, and the shock and forks are sprung fine for her. Like anything suspension is a compromise to suit lots of different weight riders, and their ability.

Atomik is an Australian company who has designed the bike to its specifications and has them built in China. I think we are all aware that Chinese bikes have certainly got better over the years and we have had three machines on our fleet, a 50cc quad, the 70 Atomik and the 250 Shineray. Yes, they don’t have the same quality of Japanese and Euro bikes but I can tell you they have all been very reliable. Of course they are cheaper, and therein lies the main reason they have been so popular with families, they are cost effective fun for the family. Look at the $649 the little Atomik 70

cost. Are you kidding? We have got that amount of fun ages ago, and no doubt there’s lots more to come. And while the bike keeps starting first go I’ll be even happier.

Even though the name is called the MotoX it’s no race bike. You will not rock up to a junior MX or dirt track event and go head-banging with the other racers, and they are classed as a Pit Bike, so there are issues with racing classes. But as a bit of fun for the whole family it’s hard to beat on a dollar per smile value.

Don’t discount Chinese bikes as rubbish. As I said earlier they are still generally behind in build quality compared to the long established brands but the difference is nowhere near what you might think. Cost is not the only reason why Atomik keeps selling container loads of these bikes... n

Atomik’s MotoX70 gives lots of fun for

minimal cost.

CYCLE TORQUE LONG TERM TEST– ATOMIK MOTOX70Test by Chris Pickett : Photos by Paterson and PickettRIDING GEAR: Fox helmet, Fox gloves, Fox Apparel, Fox boots

BUDGETfun machine

BUDGETATVsKIDS’Family fun

on four wheels

ZUMA Power Products Australia has been importing a variety of the better brands of Chinese vehicles for more than a decade. This family owned and run business offers good product and after-sales support.

The Solar Racer Electric Go-Kart is powered by a 24v/16Ah 350watt unit. It also has an 8 watt Solar panel that charges as you drive. It has an automatic transmission with a speed variable up to 20kph. It is suited for ages 5-12 years and RRP is $599.00.

The Dirt Devil 70 Quad has a four-stroke engine with an automatic transmission. For mum and dad’s peace of mind

there is a speed limiter and a wireless remote immobiliser. This quad is suitable for children aged 5-12 years and RRP is $1199.00.

Zuma is also the Australian importer for Shineray and also stocks an extensive range of parts for many Chinese brands including Sunteck, LIfan, Loncin and Zongshen.

For more information check out www.zuma.com.au or ring (02) 4285 9400.

Honda’s TRX90 is the perfect introductory sports ATV and has an electric start for easy starting in all conditions. The bullet-proof 85cc SOHC 4-stroke engine offers smooth power delivery and reliability.

Maintenance free CD ignition system never needs attention. 15mm carby for excellent mileage and crisp throttle response. It features a quiet, efficient exhaust system with spark arrestor/muffler. Honda’s durable automatic clutch makes life easy for the kids and a versatile 4-speed transmission keeps you going. Strong, durable steel frame features independent front suspension with a pair of rugged shock absorbers while the rear offers a single shock system.

Front and rear drum brakes are sealed units and wheels are 8-inch.

Low 648mm seat height keeps it comfy while 7.5 litre fuel tanks gives good range. Park brake is standard.

Yamaha’s Raptor 90 features a new 88cc SOHC wet sump engine mated to a fully automatic CVT transmission. And it comes with the peace-of-mind safety features that you would expect form Yamaha, such as a throttle limiter that allows you to adjust the YFM90R’s acceleration and top speed to suit your kid’s ability level. And a parking brake on the handlebar to keep the new Raptor exactly where they last left it.

Raptor 90 also features dual A-Arm front suspension, rear disc brake, full floorboards and low profile Maxxis tyres. Final drive is by heavy duty 520 chain. Small enough for any 12 year old to handle, but big in features and ability, this electric start ATV has all the ‘use it, forget it, use it again’ low-maintenance convenience that kids (and parents) love so much. Of course, being a Yamaha, as much thought has gone into taking the stress out of your life as packing the YFM90R

with great experience-building features. Like the throttle limiter that features a simple plug-in for the CDI unit. Or the emergency kick starter unit stored under the seat for added peace of mind. Shock absorbers are five-way adjustable for preload and there’s a combination of dual drum brakes up front and a powerful disc brake out back.

Continued on next page

There is a huge range of ATVs out there for the family to enjoy. Here is a selection, with the main focus on entry

level machines, from some of the main brands available.


ATVsKIDS’

Family fun on four wheels. Continued from page 43

Kawasaki labels its KFX50 as “kids’ best friend”. Designed specifically with little bodies in mind, the KFX50 boasts a range of user-friendly features such as a built-in throttle limiter, automatic transmission and low seat height. And, for extra parental control, it is fitted with a second rear-mounted, lanyard-style kill switch enabling the parent to follow behind and shut the engine down in an instant. The 49.5 cc air cooled four stroke engine has a keyed ignition switch and a screw type throttle limiter and collar. It features continuously variable automatic transmission with electric push button starting with kick start backup.

The KFX50 has front drum brakes and a rear disc brake with A-arm front suspension, swingarm rear suspension and steel chassis for durability, ground clearance is 134mm.

The four stroke KFX90 is the ultimate kids’ thrill machine. Recommended for entertaining kids 12 years and older it will face up to the toughest of dirt challenges, attacking anything riders throw in its path with grunt and charisma.

Just like the smaller KFX50, the KFX90 has aggressive styling and lines mimicking its larger KFX models. The KFX90 features an electric start, beginner friendly CVT transmissions, a full floorboard design which protects rider’s feet and legs, single A-arm front suspension, rear swingarm suspension design, chain final drive, fast 89cc engine and throttle limiting screw, allowing parents to limit throttle opening to help new riders gain experience at slower speeds. The KFX90 comes in Kawasaki’s infamous lime green colour.

The Suzuki Z50 QuadSport is the entry level four-stroke in the ATV range. Safety features include a tether type remote engine stop switch, electric starter, throttle limiter and floorboards. The 49cc single-cylinder engine puts the power down through a CVT auto transmission that makes more torque available at lower speed for easier control. There is also a back-up pull starter. A keyed ignition switch lets the grown-ups decide when the action starts and stops.

Suzuki’s QuadSport Z90 is just right for the younger teenage riders. The exciting QuadSport Z90 is also safety-conscious, with a variable speed limiter, handlebar pad, full floorboards, emergency engine shut-off switch and start-up/parking brake link to ensure the brake is applied before starting. 89.8cc four-stroke single-cylinder engine is tuned to produce a broad, smooth powerband. Easy access oil filter and oil strainer cap takes time off the maintenance schedule. Easy to use CVT auto transmission lets riders focus on the riding. Low 650mm seat height for smaller riders. Drive shaft has double oil seals for long life performance.

Polaris’ Outlaw 50 Boardwalk has parent-adjustable speed limiter, safety tether, daytime running lights and is suitable for children above six years of age.

It’s a two-wheel-drive vehicle with a four-stroke single-cylinder motor. It has automatic gearbox and four-wheel drum brakes with a lockable hand lever park brake. Seat height is 584mm and fuel capacity is 4.5 litres.

Polaris’ Outlaw 90 Boardwalk has a parent-adjustable speed limiter and is suited to children above 10 years of age. It has a two-wheel drive four-stroke engine with automatic transmission with reverse (90 only), electric start and daylight running lights. Brakes are four wheel drums with a lockable hand-lever park brake.

Seat height is a comfortable 686mm with a fuel capacity of 6.4 litres.

Suspension is single A-arm up front with a monoshock swingarm rear. n

KIDS’

Scooters, Quads, Jet Skis, Trikes, Side x Sides and all the latest bikes on show, Accessories, Apparel plus related services & products, Huge accessories clearance centre, Info sessions right across the weekend on the QBE stage, Cafe Racer Flat Track & Bobber display by Sydney Cafe Racers, Special guests appearing right across the weekend, See live streaming from the riders on massive Super Screen, ‘Walk of fame’ Feature Bike Display And much much more!!!Enter onsite to win a Motorcycle Tour of Vietnam!

www.facebook.com/australianmotorcycleexpo

Featuring Performances by


KIDS’

bikeSTUFF

P R I C E : $29.95A V A I L A B L E F R O M : Good bike shopsM O R E I N F O : www.cycletorque.com.au/more

DIRTPAW – GET A GRIPTHE 2014 Fox youth Dirtpaw gloves (Anthem red graphic shown) feature padded Clarino palm, silicone lever grip, hook and loop closure and padded knuckle. Sizes – youth XS – L.

A HEAD STARTRXT Racer 2 helmet features true kids’ size shell with a superb fit giving excellent value for money. The RXT Racer 2 is ABS construction with AS/NZS 1698 standards and world renowned designer Antman’s graphics give it the look that every young motorcyclist dreams of. Colours: Red, Blue, Yellow, Pink, Gun Green. Sizes: KIDS XXS-L.

IN THE SADDLEFOX 180 Anthem pants are new for 2014 and feature RAP (rider attack position) construction for a precise fit on the bike. Made of durable 600d polyester fabric they have heat and abrasion resistant leather knee panels as well as stretch panels at the knee, rear yoke and crotch. Sizes – youth 22” – 28”Anthem red graphic colour scheme shown.

KEEP YOUR COOLTHE 2014 Fox HC Anthem jersey is made of a moisture wicking polyester fabric and has a soft rib knit cuff and collar. A drop tail keeps the jersey tucked into the pants. Sizes – youth S – XL. Colours – Anthem red graphic (shown).

JUST FOR KIDSKIDBIKERS Australia has the largest range in the

country of motorcycle jackets, helmets, pants and accessories designed exclusively for

children and teenagers. Rather than forcing youngsters to wear MX body armour or over-

sized hand-me-downs, Kidbikers Australia offers a wide choice of jackets in leather and

waterproof Cordura made to fit the youth rider. All jackets are made with armour in the

shoulders and elbows, additional back protection, removable quilted lining for summer/winter

riding, and are available in a range of colours. Motorcycle jackets and pants sizes range from 6

to 14.

KICKING GOALS

FOX’S Comp 5 Undertow boots feature race bonded

outsole for a new level of comfort and durability. Full leather upper construction

ensures an easy break-in and long life. Ultra easy aluminium

soft-touch pivot lock buckles lock down securely and operate

smoothly. Anatomically contoured construction

in shin plate and outer medial plastic

guarantee free, easy movement

without binding. Sizes – youth 1 – 8

Colours – Black Undertow

graphic (shown)

P R I C E : $119.95A V A I L A B L E F R O M : Good motorcycle storesM O R E I N F O : www.cycletorque.com.au/more

P R I C E : $39.95A V A I L A B L E F R O M : Good motorcycle stores.M O R E I N F O : www.cycletorque.com.au/more

P R I C E : $199.95A V A I L A B L E F R O M : Good motorcycle storesM O R E I N F O : www.cycletorque.com.au/more

P R I C E : $99A V A I L A B L E F R O M : Good motorcycle shopsM O R E I N F O : www.cycletorque.com.au/more


P R I C E : Check prices onlineA V A I L A B L E F R O M : Online or call 0422 384 647M O R E I N F O : www.cycletorque.com.au/more

CYCLE TORQUE OCTOBER 2013 - 78MARKET TORQUE

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

Wax Cap for EffortlessCleaning and Maintenance

Optional dual canal featuringnon-linear filter for varied sound attenuation

Pro Musicians audio driver fully incorporated into custom mould

Fully compatible with Jabra BT 3030 bluetooth device

Receive and re dial phone calls

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

Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

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

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

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

• No hollow tubing

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

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

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

• Detachable at "Y" for desired length

• Standard 3.5mm headphone jack

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

• Enjoy professional quality audio free from background interference.

• Lab manufactured, hypo-allergenic soft silicone custom moulds

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

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

R

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

Wax Cap for EffortlessCleaning and Maintenance

Optional dual canal featuringnon-linear filter for varied sound attenuation

Pro Musicians audio driver fully incorporated into custom mould

Fully compatible with Jabra BT 3030 bluetooth device

Receive and re dial phone calls

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

Jabra bluetooth sold separately

NoiseGuard Moto cable extension included

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

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

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

• No hollow tubing

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

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

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

• Detachable at "Y" for desired length

• Standard 3.5mm headphone jack

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

• Enjoy professional quality audio free from background interference.

• Lab manufactured, hypo-allergenic soft silicone custom moulds

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

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

R

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

• Backpacks • Tailpacks• Tankpacks • Waistpacks• Hydration • Helmet Bags• Drybags • Accessories

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Ph: 07 3869 3016 Fax: 07 3869 0704 Order online or call direct

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WE HAVE A LINE TO SUIT ANY CORNERSUIT ANY CORNER

● For all Motorcycles and Car Applications● Dont put up with a spongy brake lever! Firm it up and reduce your stopping distance!● ALL OUR KITS and CUSTOM LINES are manufactured with a high grade Stainless Steel Braided Hose, Stainless Steel Banjo’s and Stainless Steel Bolts with Copper Washers.● Add this simple upgrade to your braking system and feel the difference in your stopping power.

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

HEL 1-4 95x130 07-11.indd 1 29/7/11 12:29:16 PM

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WE HAVE A LINE TO SUIT ANY CORNER

WHAT’S STOPPING YOU!

andystrapz.com®

Going Somewhere?Visit Andy Strapz first.

THE EVOLUTION OF THE TRAILERSTEP 1 WHEEL OUT

STEP 2 UNFOLD

STEP 3 STRAP ON

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

[email protected]

®

The world’s only TRUE folding trailer.

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

Click here to email Dennis Penzo for more information.

LINK TO YOUR CUSTOMERS

Australian Motorcycle Tours & Rentals

Phone 1300 887 327


www.noiseguard.com.au

www.kriega.com.au

www.trialsexperience.com.au

www.airhawkguy.com.au

www.helperformance.com.au

www.andystrapz.com

www.foldingmt.com

[email protected]

www.compassexpeditions.com

CYCLE TORQUE OCTOBER 2013 - 79MARKET TORQUE

For the love of motorcycling

get the latest from

WEBSITE

FACEBOOK

VIDEO

TWITTER

NEWSLETTER

• NEW & USED BIKES

• PARTS & ACCESSORIES

• SERVICE & WORKSHOP

Ph: 02 4422 9683 www.nowramotorcycles.com.au

132 Princes Hwy, Nowra, NSW 2541

Royal Enfield tours, weddings, clothing, apparel.Wollombi, Hunter Valley Ph 0408 995 152

www.timetravellers.com.au

T I M E T R A V E L L E R SMOTORCYCLE TOURS & EVENTS


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www.bikesandbits.com.au

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www.shoraipower.com.au

CYCLE TORQUE OCTOBER 2013 - 80OVER $700 PRIZE

PACKAGE

Ride Wollombi Valley

CYCLE TORQUE OCTOBER 2013 - 81Photo CompetitionThe winner of the September Ride Wollombi Photo Competition is Darryl Easterman, of Wandel, Rockhamption, Qld.

His photo is taken in northern Vietnam sitting astride a Russian Minsk 125. He was “on a 1500 km trip with 10 mates from Hanoi north along the border with China, the best bike trip I’ve ever been on in 30 years of touring”.

He has won two nights accommodation for two at Capers Cottage on a Wednesday and Thursday (www.capers.com.au) with lunch for two at Cafe Wollombi. He will also receive a half-day tour for himself and pillion on a Royal Enfield C5 Bullet motorcycle from Timetravellers Motorcycle Tours & Events (www.timetravellers.com.au) a total prize package of $730.

For October’s competition the prize is two nights accommodation for two at Friar Jurd’s Self Contained Cottage on (Fri to Sun) (bookings through www.wollombitavern.com.au), Dinner for two to the value of $80 on Fri, Sat or Sun at Panino Café & Restaurant (Facebook) and a Half Day Tour for rider plus pillion with Timetravellers Motorcycle Tours & Events (www.timetravellers.com.au) for a total prize value of over $700.

Friar Jurd’s Self Contained accommodation cottages are within a stone’s throw of the renowned Wollombi Tavern, the infamous home of Dr Jurd’s Jungle Juice. Recently refurbished for couples and groups, the cottages feature open plan living, wrap around verandahs, full kitchens and an above ground pool. In excellent proximity to the village, your cottage is within walking distance of the Tavern, Wollombi Village Vineyard and Noyce Bros cellar doors, and the boutique shops, art galleries and cafes of the village.

Panino Deli Caffe & Restaurant is situated in the heart of Wollombi village, within the beautiful sandstone of Grays Inn. Your hosts Bruno and Victoria will enchant you with a delicious Italian inspired menu of gourmet delights made with love and only the best ingredients. The selection of luscious desserts will complete your dining experience.

Timetravellers will take you on a unique and memorable guided motorcycle tour on Royal Enfield C5 Bullets, through one of the most picturesque areas of NSW. With professional and friendly tour guides, classic fun bikes and a wide variety of corners & straights, your ride through Wine Country is sure to top off your weekend escape!

When visiting Wollombi Valley, why not check out Sculpture In The Vineyards, which is an annual exhibition of over 100 large scale outdoor sculpture works by emerging and established artists. From 2nd November, the Wollombi Wine Trail will be transformed into a spectacular celebration of art, food and wine, with guided sculpture & local Aboriginal artwork tours, and tailored workshops for groups of all sizes. (www.sculptureinthevineyards.com.au)

Wollombi Wine Tours can enhance your touring experience of the Wine Trail, where you can relax and soak up the surrounds in the air conditioned comfort of their 12-seater van. Enjoy private wine tasting at boutique cellar doors, local olives, cheeses and condiments, lunch and the convenience of service right to your accommodation doorstep. (www.wollombiwinetours.com.au)

Less than 2 hours from Sydney could be your peaceful country getaway, with cottages and weekend retreats on acreage from $300K! This home away from home could entice you to make the ultimate Tree Change, as many Sydney-siders have, running home businesses or working amongst the vineyards whilst enjoying a spectacular country lifestyle. Visit Wollombi Real Estate to arrange a viewing of some truly unique properties. (www.wollombirealestate.com.au) n

MOTORCYCLE TOURS AND RENTALS

Bikescape is a first-class motorcycle rental & tour company conveniently located in

Sydney, Australia. The Bikescape team are dedicated to providing personal, friendly

service, with rich insights into the best roads to ride, and ensure that you return home with

only the best motorcycling memories.TAP TO EXPERIENCE MORE

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Call Toll-free: 1300 736 869

TAP TO ENTER ONLINE ATwww.cycletorque.com.au/win

Ride Wollombi Valley



www.cycletorque.com.au/win


NewbiesIT MAY be last year, five years ago or for some of us more years than we would like to let on. Learning how to ride and getting your licence.Having done the rigmarole almost 30 years ago now I had forgotten the nervous excitement and some trepidation that is involved. Some eight months ago my wife, who has always enjoyed bikes but never road ridden herself, decided she would accept the challenge and do her licence. (She said that I go around corners too fast for her these days.) I admit it sounded like a bit of fun teaching Jane the finer art of two wheel adventuring. That bit of fun turned to a bit of frustration when I discovered every time I pulled a helmet on, Jane was right there beside me already geared up and ready for another lesson. Jane’s persistence paid off; soon she stopped stalling at every stop/go and something inside my psyche changed; this really was turning into fun for both of us and as Jane’s skill level improved and she mastered another part of bike road craft we both felt that bit of elation. We would get home after each lesson/ride and over a beer, have a chat and a laugh about that last ride.Like many of my vintage I taught myself to ride. Recognising these short comings in my bike skills, Jane and I contacted Top Rider Training in Queensland and Jane was booked into their Refresher Course and Q Ride assessment for a day. Had I taught her enough, had I taught her too many of my old habits?After Jane’s day of training the smile on her face spoke volumes, it seemed that getting her licence was secondary to the things she had learned through the day and time with others, all at the same challenge level.Please find someone who wants to learn to ride, get them out there and have a go, I tell you it really does ad another dimension to the favourite pastime of most readers, that is motorcycling. Thanks Nicki

and Matt From Top Rider QLD, travel safe.

– Brendan Toll

CelebrationTODAY we celebrate a small victory over the dark forces of the NSW Highway Patrol on the Old Pacific Highway.Nearly a year ago my brother and I were booked for passing over double unbroken lines after overtaking a covert Police SUV which pulled out suddenly in front of us then slowed dramatically and moved over to the left to invite overtaking.Over two consecutive weekends 65 riders were booked for the same offence. It was a SET UP where just down the road NSW Highway Patrol waited to fine those riders who fell for this entrapment ruse.We were outraged with this stupid, misguided and dangerous operation and posted notices the next day.Twenty riders responded to our notices at Road Warriors Café and Pie in the Sky Café on the OldPacific Hwy in the days following.In the end just five of us persisted with taking the matter to court to fight this injustice, rather than just paying their fine and getting on with our lives as many quite reasonably chose to do.Despite the odds WE WON! Just shows sometimes you can beat these misguided and misinformed public servants.Yes we won and we did appreciate the great support we received from many and in particular Cycle Torque Magazine whose Editor Chris Pickett wrote an excellent article examining the issue intelligentlyand Chris Burns of the Motorcycle Council of NSW. So in the end it was great to see the legal system of NSW actually deliver some justice to we poorly served motorcycle riders of this state. The entrapment of motorcyclists or any other road user should not be a method the NSW Police has as

part of its repertoire of enforcement techniques and hopefully this successful judgement and some succinct upcoming publicity will deter them from this approach in future.The reports from other riders indicate that similar operations were conducted by the NSW Highway Patrol in the south at the Macquarie Pass and out west on the Putty Road using similar techniques to harass,distress and induce riders to pass covert police vehicles.Some claimed this sort of operation has been a routine fixture of NSW Police operations for decades.If the many hundreds of riders who have been booked and paid their fines previously now wish to have their penalties reviewed and rescinded, it could be an expensive and embarrassing exercise of the NSW Police.

– Name and address withheld

Like mindedI READ with fascination and amusement the editorial in the August issue titled “The Bug”. I say fascination, because we must be living in a parallel universe, you and I.My love of projects matches yours exactly. I too have come to accept this love affair with buying projects and I think finally my wife has too.Keep it up, just think when retirement age comes guys like us will never be bored, and wont have to take up lawn bowls!Thanks for an entertaining read and confirmation that I’m not alone in my madness.

– Fred Distasio.

LETTERSTORQUING IBACK WRITE A LETTER!

WIN A GREAT PRIZEThis month Fred Distasio has won an Airhawk mid-cruiser seat for his bike, valued at $159. Airhawk seats make riding a lot more comfortable by putting a cushion of air between you and your bike. Check out www.airhawkguy.com for more information.Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email [email protected].


VIETNAM is one of the most picturesque, inviting and exciting places to ride in the world, and Cycle Torque is taking a group of readers on a 9-day ride along the Western Ho Chi Minh trail.

With Cycle Torque's partner Vietnam motorbike Tours, we've gained permission to ride through almost tourist-free areas of isolated countryside to some of the world's most magnificent caves and through World Heritage-listed areas of spectacular scenery.

Our tour will take us from the coast and up into the mountains, travelling from Hoi An to Khe Sanh, Phong Nha caves and along the winding, amazing Western Ho Chi Minh trail.

The Cycle Torque tour runs from February 1-February 9. Cycle Torque will, of course, be publishing the story of the tour.

Just 20 bikes are available for the tour - you can bring a pillion passenger on Vietnam Motorbike Tour's small-capacity road bikes - while your luggage will travel in the support vehicles.

The cost of the tour is $2650 for each rider, half-price for pillion passengers or non-riders, who can travel in the air-conditioned support van. The price includes daily breakfast and lunch, a welcome dinner, all fuel, bike insurance, third-party insurance, airport transfers, internal flights, guides, decent twin-share accommodation, helmets, wet weather gear…

The price does not include - International airfares, mandatory travel insurance, personal expenses (souvenirs, laundry, alcohol, vaccinations, tourist visa).

Tour extension option - let us know if you’d like to see more of Vietnam - we can arrange an extension to the Cycle Torque tour which can include visits to war museums and displays (including firing war-era weapons!), visits to former American bases and much more.

Email [email protected] or call 02 4956 9820 for more information and to book your place on the tour.

Cycle Torque’sHo Chi Minh Trail

Tour 2014

mailto:tours%40cycletorque.com.au?subject=Cycle%20Torque%20Vietnam%20Tour%202014



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Cycle Torque October 2013

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Transcript of Cycle Torque October 2013