Cycle Torque April 2014

IN THIS ISSUE

CYCLE TORQUE APRIL 2014 - 2

IF THERE’S one category of motorcycles which has really proven itself in the last decade, it’s adventure bikes. Not only is around half of BMW’s motorcycle sales adventure bikes, most other For the love of motorcycling manufacturers offer something in this space these days.

And rightly so, too – adventure bikes offer comfort, capability, fun and versatility. You can ride them faster up many good roads faster than a sportsbike, they can go places many a tourer fears to tread and are far more comfortable than a trail bike.

Suzuki has been offering its V-Strom adventure tourers for over a decade, and the 650 has become a huge hit, selling in massive numbers around the world because it is capable, versatile and really, really good value.

The V-Strom 1000 started well back in the day but Suzuki really dropped the ball here, not refining and updating the machine and interest in the bigger machine really waned over the years - but all that’s changed with the 2014 model, which adds ABS and traction control to a lighter, heavily updated package. It’s a great all-rounder, at a great price.

Also featured in this issue in the the Moto Guzzi V7 Stone, a beautiful retro machine, a Royal Enfield which looks like it should still be chasing the German 8th Army out of the desert, and Kawasaki’s rip-snorting KX85 kids’ motocrosser.

It’s also racing season again, so we’re taking a look at the Macau GP, the World Superbike Championship and young Pickett preparing for his assault on the Isle of Mann TT. But the most fun of all was our tour of Vietnam, this time the Western Ho Chi Minh Trail, a ride which was an awful lot of fun for a big group of great Aussie readers.

I hope you enjoy this issue of Cycle Torque.

– Nigel Paterson publisher@cycletorque.com.au

CONTENTS

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REGU LARS

RIDDEN SUZUKI V-STROM 1000 ABS

04 NEWS TORQUE

ROYAL ENFIELD CLASSIC

LAUNCH

TEST

21

14 SMALL TORQUE

30

17 EDITORIAL 18 DIRTY TORQUE 19 RACE TORQUE 20 GUNTRIP 65 BIKE STUFF

MOTO GUZZI V7 STONE TEST

67 USED & REVIEWED

2014 KAWASAKI KX85 TEST

37

68 MARKET TORQUE

46

75 BOOK SHOP 89 TORQUING BACK: LETTERS

V-STROM COVER PHOTO BY GEOFF OSBORNE

FEATU RES + MACAU GP 70

53

ALEX SETS HIS SIGHTS ON THE TT

TOURING VIETNAM. PT 1

57

83

QUAD TORQUE POLARIS LAUNCH

+ WSBK 79

http://www.suzukimotorcycles.com.au/

CYCLE TORQUE APRIL 2014 - 4

C90T

Watch the video http://www.youtube.com/watch?v=ULmS8ETBwxU

NOT A STREET BIKE. A BOULEVARD. The All-New SUZUKI BOULEVARD C90T cruiser delivers an unmatched level of performance – and it’s ready to let you choose any road.

A liquid-cooled V-Twin engine, the most powerful in its class, built with Suzuki-technology delivers outstanding power and torque specially in low to mid-range. Long-range comfort is enhanced by fully integrated hard saddlebags, windscreen and multi-function instrumentation on the C90T model. This ride is ready to roll. On the road, or the boulevard.

C109RT

Also available as non-touring models.

C50T

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 5

Two-wheeled Lotus

THE Lotus C-01 is arguably one of the world’s most beautiful motorcycles. But while it’s ridiculously expensive at well over $100,000 it also looks like it might be a tad difficult to ride, at least on Australian roads.

The C-01 was designed by Daniel Simon, the same guy who thought up the Lightcycles in the Sci-Fi movie Tron.

While it might have the Lotus insignia on the tank, the bike wasn’t actually built by the British bespoke car manufacturer, rather by German motorsports firm Kodewa and the Holzer Group. The company got permission to use the Lotus name.

100 of these gorgeous motorcycles will be built, and in a small variety of colours too.

A modified KTM 1195cc V-twin engine will be used, as if that particular engine isn’t fast enough already, the makers of the C-01 will stretch the power to around 200 horses.

The fork rake is a massive 52 degrees, so it’s built for straight line work mainly.

Stretching the bike’s legs and then expecting it to tip into a tight corner at speed might make for a very interesting turn of events.

“On a project like the C-01, things like seating ergonomics, airflow, engine cooling, suspension mounts, frame stiffness, etc. have a direct influence on the design,” said Simon.

“Conventional bike design avoids most styling trouble with very modular thinking, meaning each part like a gas tank, seat, tail, and fairing have their own lives, even if they come together in great harmony. With the C-01 we tried to blend many of those elements together, creating continuous automotive shapes and lines that run all the way from the headlight to the tail.” n

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 6

Dynamic Diavel DUCATI’S latest Diavel sports/cruiser was recently unveiled by Ducati boss Claudio Domenicali.

Ducati’s plan for continual development is to introduce one completely new model (the Monster 1200) and three ‘family-extension’ models: the 899 Panigale, the exclusive 1199 “Superleggera” and now the new Diavel.

The Diavel features the latest version of the Testastretta 11° DS engine, a new exhaust system and latest technological elements such as the new full-LED headlight. Other features include ABS, Ducati Traction Control and Ducati Riding Modes to deliver not only 162hp but the means to control the horsepower.

By the time this issue of Cycle Torque is in the shops the new Diavel should be in Ducati dealerships Australia wide. n

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

http://www.kenma.com.au/motorcycle_luggage.html

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 7

WR250 Price Drop YAMAHA’S WR250R has replaced the TT-R250 in Yamaha’s line-up as its performance trailbike, and now you can get one for just $7999 +ORC. Yamaha has dropped the price $2500.

This top value package offers class leading performance, a low maintenance engine designed to be held flat out for long periods – and a factory-backed two year warranty.

Designed for riders who want to ride and not spend too much time in the garage, WR250R is the closest you can get to a full blown enduro bike... but with the benefit of longer service intervals.

At Yamaha dealers right now. n

Manufactured in Australia

by Rideworx T 02 4271 8244 Find what fits your bike at:

www.barkbusters.net

TAP EACH PRODUCT ABOVE FOR MORE INFO

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 8

BONANZA

THERE are plenty of exciting things to see and do at this year’s Honda Broadford Bonanza, which is being held at the Broadford Motorcycle Complex on the Easter long weekend.

Due to overwhelming demand, extra tables have been arranged for the 2014 Penrite Broadford Bike Bonanza Gala Dinner, to be held at Mitchell Masonic Lodge, 19 Murchison Street Broadford on Saturday April 19.

Organiser Peter Drakeford said recently, “We have been able to increase the capacity to around 120 by completely reconfiguring the premises as we have been inundated with requests for information about the Gala Dinner. Tickets are flying out the door as entrants have heard of the quality of the night.

“This year, with the twin themes of the Castrol Six Hour Race and the BP Desert Rally, we have numerous personalities and people associated with these events attending the weekend so the extra capacity is very welcome. I am sure there are plenty of people wanting to catch Alan Cathcart’s interview with Graeme Crosby, roving grabs from the floor by Jim Scaysbrook and Don Gibb [the first promoter of the Desert Rallies in Australia]. This evening has become the social highlight of the weekend, with terrific food and great wines at subsidised prices from Tahbilk Winery.”

There’s also a new natural-terrain scrambles track specifically for the pre-78 motocross crowd and the pre-85 enduro faithful will be allowed on. “Lifting the year cut-off limit to 1989 has meant we need to cater for the lower end as well as the top end of the year spectrum” said Drakeford. “We are also organising a first for the event with a ‘Red Plate Trailride’ out of the complex on the Sunday.

Riders will follow an arrowed course of 60ks through the Tallarook forest and return, with a ‘special test’ on the way.”

“Entries for the weekend are up nearly 30 per cent on this stage last year”, said Drakeford. “Considering we had nearly 1,000 bikes running around across the various tracks in 2013, I think 2014 is going to exceed that figure. Surprisingly over half of all entries are new to the event, or haven’t been there for a few years. We’ve certainly hit the nail on the head with our double headed feature attraction this year”.

As well as the Castrol Six Hour ‘Afterparty’ at 7pm Friday, there will be a similar celebration of the BP Desert Races of ’71 to ’78 at the Speedway Shed at 6pm.

Friday evening’s welcome get-togethers will feature celebrations from both these events, with many former competitors and enthusiasts attending. Rare bikes abound. Roger Harvey will also launch his book ‘Desert Downunder’. n

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 9

Three more for H-D FRESH off the back of unveiling the new Harley-Davidson Street 500 and recent Project RUSHMORE-inspired Touring models, Harley-Davidson has announced three more motorcycles to expand its 2014 line-up.

The mid-year release of the retro Harley-Davidson Low Rider, SuperLow 1200T, and the Street Bob Special completes the largest new model launch in Harley-Davidson’s 110-year history.

“Our Model Year 14.5 announcement keeps the throttle pinned on the company’s accelerated, customer-led, product development process to highlight what a fantastic six months it has been for us,” commented Adam Wright, Director of Marketing for Harley-Davidson Australia. “The Low Rider, SuperLow 1200T and new Street Bob Special are a further result of being customer led and delivering the attitude and features riders want.”

Low Rider In 1977, Harley-Davidson created the Low Rider and now that legendary name is reprised in 2014 for an all-new cruiser that rolls with old-school class but features modern day performance.

Featuring the Twin Cam 103 powertrain, header pipes that feed a 2-into-1 exhaust and dual-front disc brakes - along with suspension that can handle hard riding or just plain cruising.

SuperLow 1200T Weighing over 50 kilograms less than the touring models you could call the 1200T the lightweight of the three new models. It features a detachable windshield, locking saddlebags and Dunlop Harley-Davidson Blackwall tyres as standard.

New seat and control ergonomics are shaped specifically to give more riders long-distance comfort, whilst power is delivered from the Motor Company’s 1200cc Evolution® V-Twin engine.

Street Bob Special The Street Bob Special is a custom model with forward controls and drag handlebars which replace the stock mini-ape hanger bars.

Also boasting a raft of other new eye-catching make-up for 2014, the Street Bob Special features a chopped rear fender, Fat Bob fuel tank and split 5-spoke cast aluminium wheels – as well as unique two-tone paint with graphics. The Badlander two-up saddle helps achieve the ‘Bobber’ look. In dealerships from April. n

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 10

RIC ANDREWS

MOTORCYCLES

Trumpy LAMS confirmed

GET IN QUICK LAST MONTH

TRIUMPH Australia launched the new Street Triple 660 learner approved LAMS model on its stand at the 2014 Moto Expo in Brisbane recently.

“Early interest in this model is very positive for the brand. Not that this comes as a great surprise, the Triumph Street Triple has been a hot favourite of Australian motorcyclists since its introduction in 2008,” commented Triumph Australia’s Mark Berger.

“The Street Triple is consistently awarded as the best middleweight naked bike on the market. Revamped for 2013 the Street Triple was built from the ground up featuring a new lighter chassis and wheels, better geometry, weight distribution and handling. This is great news for the learner market, as this fantastic and proven package including ABS braking is now available in a 660cc LAMS configuration, yet still featuring all the same quality components as the full power version,” Berger added.

Triumph’s extensive range of genuine accessories and clothing will also be immediately available to Street Triple 660 customers offering a range of customisation and high quality riding apparel.

Triumph is expecting delivery of the new Street Triple 660 in mid 2014. n

ON YZ250F/YZ450F AND WR250R/WR450F/WR250F Yamaha demos on floor – XJR1300, MT09, XVS650, XVS950 BOLT – book your test ride.

www.ricandrewsmotorcycles.com.au 169 MANNS ROAD, WEST GOSFORD 2250

02 43 24 1800

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 11

Nudge the NC750 NUDGING it up a gear, Honda announced the naked NC750SA has arrived in Australia, but now with more power and torque than its predecessor. It must surely be one of the most affordable, useful and fun naked motorcycles available.

HOME OF HONDA ON THE

CENTRAL COAST

With an MLP of just $8,799* and handy features such as the helmet sized under seat compartment and standard ABS, Honda’s NC750SA is the ideal mid-sized daily commuter for riders of all sizes and experience levels.

Thanks to the extra 75cc capacity that has been added to the liquidcooled, SOHC, eight-valve parallel twin-cylinder engine, more power and torque is delivered throughout the entire rev-range. The gearing is taller but acceleration and top speed are both improved, while the addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet robust engine feel.

Practical features abound on this bike, like the easy-to-read instrument display and Honda’s Ignition Security System (HISS) which is an effective anti-theft system.

We think the new NC750SA will be a popular machine with both riders stepping up to a larger motorcycle or those wishing to scale back.

Check one out at your Honda dealer. n

Watch the Video https://www.youtube.com/ watch?v=A_yaz_QKQxk&list=UUo s2wuLZWUT3vrU9HIHouBQ

www.worthingtonmotorcycles.com.au Ph (02) 4340 3555 Cnr Central Coast Highway & Kangoo Road, Kariong, NSW, 2250.

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 12

TMAX 530 YAMAHA’S TMAX 530 Maxi-scooter now has ABS for 2014.

Last year the TMAX underwent significant changes including a boost in capacity and acceleration and a decrease in weight and change in how that weight is distributed.

The result is the best ever TMAX. Compared to its predecessor, the 530 engine delivers extremely strong torque in the low to mid-speed range, achieving a significant increase in torque output.

This is achieved by an engine full of lighter, more efficient components, and the result is a noticeable boost in acceleration in the 40-90km/h speed range.

In many ways the TMAX is more like a bike than a scooter, with an alloy frame and bigger wheels, but it still has the scooter hallmarks, like the CVT transmission and upright riding position.

The 530cc four-stroke twin cylinder engine, big brakes with ABS, alloy chassis, large diameter wheels and motorcycle style suspension might make it go, handle and stop like a bike but it’s still a big scooter at heart.

It comes with a two year unlimited kilometre warranty and retails for $13,499. At your Yamaha dealer now. n

NEWS TORQUE

CYCLE TORQUE APRIL 2014 - 13

VLAD anti-bikie laws hurting motorcycling QUEENSLANDERS are being harassed by police as innocent riders get caught-up in the new VLAD anti-bikie laws.

Police Commissioner Ian Stewart was forced to apologise to Jamie Evans after he was detained and questioned at length before being allowed to move on without any charges being laid.

The Australian Motorcycle Council is collecting evidence riders are being harassed and is hoping the High Court challenge in progress will strike down the legislation.

The biggest issue with the legislation is its ‘association’ clauses, where almost any dealings with any member of any outlawed club can result in a person being considered an associate, which can mean harsher punishments and jail for even minor offences.

The laws have made being associated with or being a member of a banned club an offence, and could land you not just in jail but also in solitary confinement for 23 hours a day. They ignore the presumption of innocent until proven guilty and may lead to arbitrary detentions.

The legislation has also been condemned by Amnesty International.

Brisbane law firm Irish Bentley is fighting the laws, saying they are not just unfair, but also contravene human rights. Lawyer Zeke Bentley has said on the company website, “Premier Newman needs to understand that his VLAD Laws are not only illegal but also a game changer when it comes to his political popularity. Since Newman introduced his radical right wing VLAD Laws we are witnessing a massive swing away from him as preferred leader of Queensland.

“Irish Bentley Lawyers have been engaged to challenge Newman’s VLAD Laws in the High Court and that’s exactly what we will be doing we believe that these laws will be thrown out because of their toxic inhumane nature. The whole process of these laws is wrong they are not Australian by law and the majority of Queenlanders and other Australians are totally against these laws.”

Check out www.cycletorque.com.au/more for lots more information, including links to the Fight Bikie Laws Facebook page, an excellent investigative journalism report by Radio National’s Background Briefing and links to Irish Bentley Lawyers and more. n

SMALL TORQUE WOMEN’S MX

MOTORCYCLING Australia (MA) has announced that the 2014 Australian Women’s Motocross Championship will be held in Horsham, Victoria on April 12-13.

The Championship will deliver two-days of motocross action, with some of Australia’s top female riders set to vie for the prestigious national title.

Horsham Motorcycle Club is excited to see the calibre of competition at this year’s championship with club President Kenny Watts saying “Our club loves bringing big events to Horsham and our region needs that lift after the fires have once again ripped a hole in the Grampians and surrounding areas.”

Horsham also announced the championship will feature the new MX Amateurs (MXA), another level of racing which will provide riders a real chance for glory, especially those who have never raced in an MX National before.

For all the latest information and news on the 2014 Australian Women’s Motocross Championship, make sure to visit the Facebook page.

CYCLE TORQUE APRIL 2014 - 14

park -Nundle . Rides on Saturday and Sunday.

Go to www.cycletorque.com.au/more for more information.

POW WOW AT NEW DEALERSHIPS

INDIAN Motorcycles Australia has announced the appointment of two new dealerships, Brisan Motorcycles in Newcastle and Motorcycle Territory in Darwin.

Indian Motorcycles is spreading its wings across Australia building a dealer network to service Indian Motorcycle customers nation-wide.

Brisan Motorcycles and Motorcycle Territory join already opened stores in Melbourne, Sydney and Brisbane.

“We are thrilled to announce our two new Dealerships that will no doubt offer great service to our customers, as well as represent Indian Motorcycle as the premium iconic product that it is,” says Country Manager, Peter Harvey.

KAWASAKI TRACK DAY

Kawasaki Team Green Australia Members can help celebrate the first KTGA event, a “Come n’ Ride” track day which is being offered to HISTORIC WINTON members for only $50 inc GST. (Registered THE 38th Historic Winton event will be held at members riding a Kawasaki will receive 6 x 15 and around Winton raceway in Victoria on May minute sessions for this price).

24-25.

The day looks set to be a special one for Historic car and motorcycle racing machines Kawasaki fans with: from the 1920s through to the 1980s, plus various other historic vehicle related events will Kawasaki racer and 2013 Australasian Superbike and ASBK ProStock Champion Matt Walters in ensure it’s a weekend not to be missed. attendance, the latest Ninja models on display, Go to www.historicwinton.org for more Whip Industries Freestyle MX Team performing, information.

Kawasaki technicians on hand to assist with Kawasaki bike set-up and adjustments, Kawasaki sales staff on hand to assist with enquiries.

UNAPPROACHABLE THE Hunter Valley Norton Owners Club will And if that’s not enough, they’ll give every be hosting the 32nd Unapproachable Rally at paying participant a $25 food and drink Nundle NSW on the 2/3/4th of May 2014. voucher.

All makes of vintage and classic motorcycles are Go to www.cycletorque.com.au/more for more welcomed. info.

Rally will be based at The fossickers Way tourist

www.triumphmotorcycles.com.au

SMALL TORQUE TRAINED UP

MOTORCYCLING Australia (MA) and the Australian Sports Commission are inviting riders to apply for the 2014 Australian Institute of Sport (AIS) MS/SX and Elite Rider Training Camps.

MX/SX AIS camp on July 21-25 will provide coaching in general sports science (i.e. nutrition, sports psychology, physiology, strength and conditioning etc), physical conditioning and motorcycling specific training where participants will receive personalised tuition from Australia’s leading coaches.

The Elite Rider Training Camp on November 17-21 caters for Road Racing/Speedway and Dirt Track riders with training tailored specifically for these disciplines.

Both camp participants will be required to personally supply and transport their own motorcycle(s) for use during the camp.

Applications for the MX/SX camp close on May 19, while the Elite camp close on September 15.

Applications and enquiries for both camps should be addressed to: Laurence Miller, Motorcycling Australia, PO Box 134, South Melbourne, VIC 3220. Email: development@ma.org.au.

DUCATI SALES UP

DUCATI has closed 2013 with greater sales than the previous year, bucking the trend.

Ducati’s sales network of 817 dealers across 88 countries, delivered 44,287 motorcycles to customers, an increase over the 2012 total of 44,102.

Ducati, which has also increased its workforce by 83 to a total of 1,281 employees, achieved 51 per cent of its sales in Europe, 24 per cent in North America and the remaining 25 per cent in Asia and South America.

WORTHINGTON HONDA OPEN WEEK

Worthington Motorcycles at Kariong is the new home of Honda on the NSW Central Coast.

And to celebrate all things Honda there will be an Open Week from Saturday May 3 to Saturday May 10.

There will be daily lucky door prizes and a sausage sizzle every day.

But the real sizzle will come from the big savings on the enormous 2013 plate sale of all current stock.

There will be demo bike sales and you can also book in for demo rides (by appointment only).

There also will be up to 50% off on rider wear

CYCLE TORQUE APRIL 2014 - 15

(conditions apply) as well as colossal savings on all of the dirt bike range. Worthing Motorcycles are located at Kangoo Road, Kariong and you can call to book your demo ride on 1300 975 875.

Worthington Motorcycles can help customers with used and new bike sales as well as service, parts, accessories, finance and insurance.

They also are authorised dealers for BMW, MV Agusta, Moto Guzzi and Aprilia Scooters.

For more information, check them out on www.worthingtonmotorcycles.com.au

ROAD WARRIOR

MICHELIN tyres has released the Pilot Road 4 which caters for a wide variety of rim sizes, from 17-19 inch.

Michelin says the tyres grip amazingly well, and can cope with temerpatures from -5 to 45 degrees C. The Pilot Road 3 was also known for its great wet weather performance and Michelin reckons it’s even better on the new Pilot Road 4.

Find them in good dealerships Australia wide.

RIDING FOR HIS LIFE

WHEN he discovered that he had Parkinson’s Disease John Stockwell decided to embark on what was potentially the last ride of his life to raise money, awareness and the spirits of those who share his plight.

He started in Adelaide in February on his ST2 Ducati and headed east to attend the World Superbike meeting at Phillip Island and then plans to continue on a round-Australia odyssey.

He plans to head up the east coast and round to Darwin, across the Great Northern Highway to Broome before heading south to Perth, Albany, Kalgoorlie, over the Nullarbor to Streaky Bay and Port Lincoln, up to Port Agusta - and that’s just the first leg!

He then plans to head to Broken Hill, Cobar, Roma, Toowoomba, Tamworth, Dubbo, Orange, Bathurst, through to Canberra, over the Snowy Mountains, across country Victoria to Swan Hill, Mildura and finish in Adelaide.

To donate visit www.give.everydayhero.com/au/theride-of-my-life-for-parkinsons or call Parkinson’s SA on (08) 8357 8909. If you have a spare bed en route, or you’d like to join John for a stretch on the road call him on 0419 916 996. n

www.kawasaki.com.au

EDITORIAL

CYCLE TORQUE APRIL 2014 - 16

A coat of many colours I WASN’T able to make it to the first round of the 2014 World Superbike Championships at Phillip Island but I did catch most of it on TV. I think this year is going to be a cracker, with some riders changing seats and some new machines on the grid.

First up the Aprilias look awesome in the updated colour scheme, and the team of Sylvain Guintoli and Marco Melandri will be hard to beat. The big fly in their ointment will be Eugene Laverty who is in a basically privateer Team.

Crescent Suzuki is a UK based outfit but even without factory support have had huge success in the British championships over the years.

This team knows how to build fast bikes. And this was proved when Laverty took the win in race one.

Unfortunately his machine blew up big time while in a commanding position in race two.

Exactly why Laverty is not on an Aprilia is a mystery to most fans. He took second in the championship for Aprilia last year, and was in front of his team-mate, but the powers that be at Aprilia decided not to renew his contract. Maybe that’s why he was so intent on winning at Phillip Island. We will all have to wait to see whether or not he can keep that fire in his belly to embarrass the Aprilia factory team for the rest of the season. WSBK is a big business and there’s probably more political reasons than any other as to why the Irishman is no longer at Aprilia.

I must say it was great to see MV Agusta and EBR (Erik Buell Racing) in the Superbike class, and Ducati finally seems to have sorted out the Panigale. In Superpole qualifying though both Chas Davies and Davide Giugliano had lurid front end slides in Turn 12. Luckily they both stayed upright, but the results of 8th and 4th respectively are a sign of good things to come. At least I hope so.

Team Hero EBR had long time AMA Superbike rider Aaron Yates and Geoff May riding the 1190cc RX Erik Buell built bikes and while they were at the rear of the field it was great to see something different on the grid. It was expected Bimota would be contesting the championship

too but unfortunately there were issues with homologating their bikes so they were not at the first round. Yates was way off the pace and ended up being lapped in both races by the front runners, while May injured himself during practice and could not race. I really do hope the team can get some more speed, but at least it’s fantastic the fans get to see such bikes out there. Well done by EBR I reckon.

Likewise for MV Agusta, with Claudio Corti flying the flag in the Superbike class, and Jules Cluzel doing the same in the Supersport class.

Cluzel went on to win the restarted five lap Supersport sprint race and won, the first world championship win for MV Agusta since 1976.

When Cluzel got his trophy it was cool to see his female team manager get up on the podium as well.

But here’s my whinge on the television coverage of the WSBK round. I’m sick to death of only seeing the front runners in the race. The only time I saw the EBR machine of Yates was on the start line. Not once did I see him in either race, and if I did it was that fleeting I didn’t notice. Same with the MV Agusta 1000.

And while I was keen to see Glen Allerton do well on the BMW S 1000 RR, I barely saw him either. There were a couple of short glimpses but not enough. The rest of the coverage was OK I thought, with some good interviews etc but I do believe whoever does the actual race coverage needs to give some more consideration to local content. It would have been nice to see the Aussie support races too, but no chance of that. Allerton was the best performing Aussie over the weekend, taking 14th overall which is a top result for the very talented rider, considering he was riding injured after a big fall in practice. And poor Matt Walters. He got the ride on the Pedercini ZX-10R EVO machine after regular pilot Luca Scassa got injured. During practice Walters crashed the bike and it was damaged badly enough that there were not enough parts left to fix it. But the word in the pits is Walters

Matt Walters

impressed the team, enough that more could come of the relationship.

We had three Aussies in the World Supersport class: Billy McConnell, Bryan Staring and Ryan Taylor. McConnell was the front runner of the trio but fell during the restarted race, and both Staring and Taylor finished outside of the points.

Once again, I was really keen to follow their progress but barely saw them on the screen.

Allerton and Staring, and possibly McConnell have gone up against the world’s best before so they knew what to expect, but for the others it would have been a good test to see how they measure up.

The Superbike class is a mix of full on Superbikes and EVO machines for 2014, with 2015 being EVO only. I think this is the best move for the championship. It makes it not only more affordable, but it’s easier for national championships around the world to adopt those same rules, so the jump from national to world level is not so great.

– Chris Pickett

DIRTY TORQUE

CYCLE TORQUE APRIL 2014 - 17

Reliving Former Glory ONE of the very cool things about motocross is that it doesn’t matter whether you were a Club, Regional, State or Australian Champion in your hey-day, someone out there remembers you as the champion you once were.

When the time comes to relive those glory days in the form of the many Post Classic Motocross events being held around Australia you can bet the desire to compete is just too irresistible for many of our yesteryear heroes.

Any junior rider worth his or her salt has cut their teeth at their local motocross club and from there many riders broadened their horizons by racing at inter-club, regional and their state championships. From there we see the more talented riders go on to race at the annual Australian Junior Motocross Championships, obviously with varied rates of success.

Even at a club level, to be the local champion can garner a certain amount of fame among fellow club members, their families and spectators but to move on to be competitive at a State and National level exposes riders to a wider audience and if successful even junior riders can earn a fair degree of stardom.

Thousands of riders across Australia have been through all of the above and plenty are going through it right now. Without all of these talented junior racers (and their committed parents) the racing in the senior classes would be pretty ordinary and Chad Reed would probably be a boiler maker or a truck driver instead of a multimillionaire supercross superstar. Think about it.

I won’t even start trying to list the riders who managed to take their junior success, move up to the senior ranks and make a name for themselves but let’s take a look at what happens when riders who have reached a level where they are household names but are now simply too old to be competitive among the young guns of the sport.

Motocross in Australia from the late ’70s through to the

late ’80s was what you would call a ‘purple patch’.

The sport was HUGE! Supercross was taking off in a big way, the popularity of Mr Motocross was at fever pitch for part of this period and the number of people racing motocross will probably never be seen again here in Australia.

And all of the riders who were winning races through this period will now be 40-years-old or older and funnily enough, they never seem to be completely out of the sport. They pop up here and there at local events, vet races or classic and post classic races and their talent on a motocross bike is obvious, even after all of these years.

getting the bike working right and more importantly, riding it to its full potential.

I often go riding with former stars of the sport James Deakin, David Armstrong and Andrew Bailey and can I tell you, there is still serious pace when riding with these guys. Over the last few years I got to go toe-to-toe with former Australian junior motocross champions from the late 1970s in Steve Freiberg and the Redding brothers, Derrick and Ricky and they all still haul arse around a motocross track.

Dean Burt, Glenn Bell, Anthony Gunter, Stephen Gall, James Deakin, Steve Freiberg, the Armstrong brothers (Gary and Dave), Andrew Bailey, the Redding brothers (Derrick and Ricky), Paul Brenchley, the Horwood bothers (Peter and Christian), the King brothers from NZ (Shayne and Daryl), Brad Van Barello, Steven Andrew and a gaggle of other super-fast stars from yesteryear have all found a new passion for racing in this Post Classic racing category.

But where do these former heroes of motocross get to relive their glory days? Well, there was a time when riders from yesteryear could get together and bash ’bars at the very successful Thumper Nationals. For the riders who weren’t around or missed that era I feel sorry for you coz the racing was dead-set unreal but I can tell you from experience that the Post Classic Motocross scene is taking off like wildfire and has a very similar feel about it that the Thumper Nats had.

From what I hear, all of the riders above and plenty more are going to compete at the 2014 Post Classic Motocross Championship in Toowoomba over the weekend of the 25-27 April and when you consider that most of these guys got their first taste of dirt bike racing back in the 1960s and 1970s, they will be able to account for millions of racing laps completed, thousands of trophies earned and an equal amount of stories and memories that are bound to be recounted.

Post Classic means you can race motocross machinery from what they call ‘Evolution class’ (Non-Linkage Suspension/Drum Brakes/Air-Cooled Motor) to Pre-1985 and Pre-1990 with 125cc, 250cc and 500cc classes. So the motocrossers from the late 1970s through to the late 1980s are racing the very bikes that they raced when they were in their prime with a huge commitment to

If you were part of the racing scene yourself or just a fan of the sport, heading up to Toowoomba may just be the perfect time to catch up with some of your old sparring partners or racers you looked up to ‘back in the day’. You can relive the ‘glory days’ all over again, just like they are.

– Darren Smart

RACE TORQUE

CYCLE TORQUE APRIL 2014 - 18

Dirty Deeds THE rich array of Legends and All-Stars at the 2014 Troy Bayliss Classic was not only an incredible spectacle for the thousands of fans, it was manna from heaven for a motojourno like me. The paddock at the inaugural TBC in 2013 buzzed with a galaxy of superstar riders, and visiting legends like Jim Airey, Laurie Alderton and Tony Hatton simply added to the gravity of the event. I spent time chatting with Hatto about the history of dirt-track in Australia from when he first started racing in the early 1960s. He was absolutely delighted with the success of the first TBC as the event unfolded before our very eyes. We contrasted the incredible action at the TBC with the 2012 King of Nepean. Despite boasting a bevy of stars like Jamie Stauffer, Josh Hook, Luke Richards and Marty McNamara, it just couldn’t hold a candle to the red-hot action at Old Bar. In 2013, something happened at the KoN. It not only matched the TBC for intensity, it probably out-scored the TBC in sheer desperation and number of spills. Speaking to twotime KoN winner Marty McNamara, he agreed that the TBC had significantly raised the bar among the dirt-track elite.

“Once upon a time, you didn’t have to do anything silly in a heat, just keep your nose clean and rack up enough top-three finishes to transfer to the final. Now, every heat is like a final.

You can’t relax. I’ve had to up my fitness, and work harder and smarter about how I go about racing. Having all these road race stars, and everybody from all the other disciplines, has helped raise the profile of dirt-track for sure, but it’s also raised the bar as to what is required to win.” Some teams had more spare wheels than a factory Superbike squad.

I also caught up with TBC rookie Cameron Donald, who was making a holiday out of the trip up to Old Bar, staying at a B&B with his girlfriend on the way up from Victoria. Covered in thick Old Bar tar that couldn’t darken his mile-wide grin, Cam was having a ball. So too was Jason Crump, who backed up from 2013 magnificently.

“Last year I was coming off an injured shoulder, and I hurt my wrist in the [24-hour scooter] Le Minz a few weeks before, so I wasn’t quite 100 per cent although I had a lot of fun,” said Crumpy.

“It’s been good coming back for the second time, you know what to expect and I feel a bit stronger. The important thing is that you don’t want to look like a friggin’ twat.” Shawn Giles was another returnee, telling me about his new-found passion for Adventure riding after a recent trip down to Victoria with a few other legends of yore. “I absolutely loved it,” says Gilesey. “I’d like to do it every other week if I could!”

It was good to see the manufacturers beefing up their support for the TBC, including Kawasaki. It had prepared an ex-TKA motocross KX450F for AMA champ Henry Wiles, but rather than the team briefing him on the bike, the weekend turned out to be a technical seminar for long-time TKA wrench Glen ‘Bargs’ MacDonald.

“Henry is the ultimate professional,” says MacDonald. “I reckon he’s the best rider I’ve ever worked with.”

With names likes Phillis, Slight and Mladin in Barg’s CV, that’s some praise.

“Henry races dirt-track pretty much every weekend from May to October. He knows the KX450 inside and out. He’s raced it at all kinds of tracks in all kinds of conditions. He was actually telling us about technical aspects of the bike I didn’t know about, so it’s been an education. He’s amazing.”

When I asked sponsor Graeme Boyd if I could talk to Japanese slide Masa Ohmori, he told me that mechanic Kazu Kuroda could best discuss Masa’s weekend. He explained that Masa was enjoying his comeback to racing after a two-year absence, but he found the oil/tar surface a little slippery. He added that he preferred riding smaller bikes, a CRF250, on asphalt. Kazu has a remarkable story to tell. He had worked as a mechanic and mentor for Jack Miller in his early days of road racing; Kazu had cut his teeth in 500cc GP working with Team Rainey and Team Kanemoto riders Alex Barros, Norrick Abe and Luca Cadalora. Having a guy like Kazu in Miller’s corner in those early days could only have been a good thing.

Jack Miller

Kazu said he worked with Jack in the 2009 Red Bull Rookies Cup and in 2010 the IDM’s CEV 125 class. Our discussion took place while Jack was holding court with Wayne Maxwell, Alex Cudlin and a few others just metres away. I asked Kazu what he thought of Jack’s ascension to the best Moto3 team in the paddock – Red Bull KTM – and he said, “I’m very proud,” a comment he was to repeat several times.

We discussed what it took for riders to get to the top, and I mentioned an interesting exchange between Top Gear’s James May and Casey Stoner. May asked Stoner if you needed to be crazy in order to push a 350km/h MotoGP bike to its limit; Stoner’s reply was surprising: “Yes, I think so.” When I related this to Kazu, he said, “Jack, he’s crazy.” Like real crazy?

“Oh, yes, real crazy. Crazy.” Just then I heard Miller’s voice reach a crescendo with his audience immersed in laughter, “Get this, I came flyin’ down this driveway headin’ towards the garage door, and then…!” I didn’t quite get the fateful finish, but there were more laughs.

Our last two world champions Mick Doohan and Casey Stoner were very tightly wound, and could be prickly and defensive.

They had entered a unique realm different to normal people.

If he does make it to the top, Jack Miller will lead a new generation of larrikin Aussie racers, you can be sure of that.

– Darryl Flack

GUNTRIP

CYCLE TORQUE APRIL 2014 - 19

DQ Services THINGS come and go but ultimately it’s the people you remember. Going back 30 years to my first fledgling steps in the motorcycle industry I was convinced the whole thing was run by eccentrics. Behind every store counter there seemed to be an office occupied by a solid bloke who was full of good yarns and good humour. It was a rich environment, full of experiences and interest, of glimpses into how the motorcycle world really worked. Back in the office we’d get press releases from manufacturers and teams that told us something about what was happening now, but it was people like John Galvin, Greg Webb and Dennis Quinlan who could add the texture, the perspective and the history if you had the wit to listen.

You don’t hear their names much any more, but most of these guys – you’d call them elder statesmen if the expression didn’t sound so hollow these days – are still around: I believe Galvo’s in Queensland and Greg Webb is still, I believe, at the helm of Kenma. And Dennis, well, it’s been a while since he vacated his Croydon shop and took KTT Services out of the front line.

You might not recall KTT, but the business behind the classically-styled ad that appeared in all the comics once upon a time offered its customers chapter and verse in the arcane science of the motorcycle instrument, whether it was a five-inch Smiths speedo for a Black Shadow, a rev counter for a Manx Norton or something more modern.

Today, Dennis allocates one shed of his warren-like home to occasional instrument building but other activities compete strongly for his attention. He runs a comprehensive blog – velobanjogent.blogspot.com.au – and the content reflects the name. Dennis describes himself as a late convert to the joys of playing banjo – “I didn’t know how many types of instrument there were” – but two decades on from making the discovery, he steers the seven-piece Bridge City Jazz Band through a range of gigs that includes a residency at Club Ashfield in inner Sydney.

But his lifelong passion for motorcycles – in particular his beloved Velocettes – dominates his blog and consumes a fair chunk of his life. When I looked in a few weeks back, Dennis was tapping British and French sources to track down the full story on Velocette’s illfated world speed record attempt in 1963.

The factory’s successful 1961 attempt, with a 500cc Venom Clubman, fuelled Velocette’s advertising campaign for years, rightly celebrating that a 500cc pushrod single could average 100mph for 24 hours, and that after losing half an hour in the pits when one of the riders undertook an unscheduled off-track excursion.

That much is relatively well known. What isn’t so widely recognised is that Velocette tried it again, two years later, using a 350cc Viper. Effectively a sleeved-down Venom, the weighty Viper copped some sympathetic attention – fairing, tweaks to oiling and carburation, and a special sand-cast piston that boosted compression to 10:1 – to help coax it to a sustainable three-figure top whack. Indeed, the bike was geared for 110mph at 6500rpm, and showed no reluctance to get there: six hours into the run the bike was averaging 104.7mph, better than the Venom. But ignition failure ended the first attempt half an hour later, when the HT lead came adrift from the magneto. A second effort came the following day, but this time the trick piston failed, and Velocette had no choice but to pack up the truck and go home.

End of story? No. Dennis’s office is lined with motorcycle magazines and books from around the globe and across the century, which is how I came to be there in the first place.

“Look at this,” he said, handing me a year’s worth of French magazine Moto Revue bound into a handsome red volume.

“In their account of the record attempt they mention a broken head stud, which is completely lacking from the British reports.

“And that makes sense.” Dennis was warming to his theme.

“Because one of the riders complained of persistent ‘pinging’ and you’d get the same sort of effect from the vibration of a broken stud.”

There’s an inescapable feeling of triumph from a successful piece of detective work, and Dennis wore it now – if only for a moment. “Of course,” he said, his face clouding over, “the real question is what became of the record-attempt bike.

Nobody seems to know…”

I turned back to the stacks of British magazines I’m come to consult as Dennis returned to his computer and the latest issue of the Velocette Club magazine he edits. So that’s how it works, I thought. His face might have receded from public view but Dennis is still there, on the net, behind the scenes, filling in blanks and still adding, if at a slightly reduced pace, to the sum of human knowledge.

Behind me his chair creaked and Dennis appeared again, clutching a stack of small hardbacks. “You mentioned the photographer Volker Rauch just now,” he said. “Did you know he used to publish his own GP yearbook?”

I put down my pen and listened.

– Bob Guntrip

CYCLE TORQUE APRIL 2014 - 20

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2014 SUZUKI V-STROM 1000 ABS

Launch CYCLE TORQUE

CYCLE TORQUE AC PR YC I LL E2 0T1O4R Q- U2E1 A P R I L 2 0 1 4 - 2 1

2014 SUZUKI V-STROM 1000 ABS

Launch CYCLE TORQUE

Suzuki’s comprehensive CYCLE TORQUE APRIL 2014 - 22 update of the V-Strom 1000 has created a fast, capable, high-tech and very affordable machine…

2014 SUZUKI V-STROM 1000 ABS

CYCLE TORQUE APRIL 2014 - 23

Launch CYCLE TORQUE

N ARTICLE BY NIGEL PATERSON, PHOTOS GEOFF OSBORNE N RIDING GEAR: IXON JACKET & PANTS; LS2 HELMET, ALPINESTARS TOUCAN BOOTS

BORN from the imagination of a Manga artist, introduced in Middle Earth, ridden through fiery mountains and deep gorges, a new legend has been born.

OK, none of the above is true, but I thought it sounded good – the bike does look like a mangafan had a hand in drawing it up, Suzuki did fly Cycle Torque to New Zealand for the launch, we did ride it over hill and dale and the bike is a Good Thing, but Suzuki’s new V-Strom 1000 ABS is not likely to become legendary.

Then again, the V-Strom 650 is a bit of a legendary machine, it’s such a capable machine which is very easy to own; inexpensive to buy, cheap to maintain, comfortable and fun – they are the reasons it’s become a huge seller.

At $15,490 (plus the fees which vary from state-to-state) maybe the V-Strom 1000 ABS will also become a legend, too, for it’s also very capable.

Regular readers will know the Cycle Torque crew love adventure bikes, so spending a couple of days travelling to spend a day riding the new V-Strom wasn’t considered a high price to pay, especially with the launch being in New Zealand. NZ is simply one of the best riding countries in the world - good roads, fantastic scenery, light traffic and a relatively understanding populace makes Middle Earth a great place to experience on two wheels.

And the bike lived up to my expectations, too.

Compared to the outgoing V-Strom 1000 it’s lost a little weight, gained a few horses, been fitted with the latest electronics and copped a neat restyle.

V-Stroms – both the 650 and 1000 – have always been at the softer end of the Adventure bike range, with dirt capabilities which are closer to GSX than RM. That said, they firmly sit in the ‘Any Road’ category, bikes which can run happily along anything from a freeway to a fire trail.

12 Years coming The first V-Strom was introduced in 2002 and sold really well, catching some of the opposition unawares, but Suzuki didn’t run with the model strongly – in contrast with the 650, which is a big seller – and the 1000 was left to languish, effectively unchanged for over a decade.

It would have ABS, traction control and more power – and it would look better too, but would retain the long touring range, the big V-twin heart, comfy riding position and economic price.

All that paragraph is absolutely true.

The new bike Suzuki claims to have invented the adventure bike duck beak front guard way back with the DRBIG in the dim, dark ages of late last century. BMW popularised it on the Boxer GS machines, but Suzuki’s grabbed it back for the nose of the new V-Strom, and the bike’s styling flows from there.

Gone is the huge tank, a slightly smaller but much better looking version in its place.

But the Adventure bike market is one of the few segments showing real growth since the GFC, so an update was scheduled and with the old bike no longer even available in many markets around The back end in particular is impressive, lightened up and good looking in that tough, adventure the world (because it couldn’t meet emission laws due to a lack of catalytic converter) Suzuki style. started teasing us with the spec and features of a new V-Strom 1000 a couple of years back.

Continued on next page

2014 SUZUKI V-STROM 1000 ABS

Launch CYCLE TORQUE

The engine has received comprehensive updates. Many, many parts have been refreshed, redesigned or re-engineered. A larger bore has boosted capacity 41cc to 1036 although the larger pistons are the same weight as the outgoing model’s.

Much of the top-end is unchanged, but the bottom-end and transmission have received comprehensive updates. Power and torque are boosted a couple of horsepower and Newton Metres respectively, which is insignificant, but maximum torque now arrives at 4000rpm, which is not. This bike grunts out of the turns, overtakes and carries a load easier than the old model.

The engine is very smooth, with just a hint of V-Twin rumble getting through to the rider. The gearbox now has a slipper clutch and a taller top gear for more relaxed touring.

Adventure bikes are, after all, large capacity machines designed to take on the big trip over rough terrain.

The suspension is USD fully adjustable forks at the front and a single rear shock at the rear.

Although not the latest top-spec suspension, Suzuki’s equipped the new V-Strom well – suspension which works fine for most riders most of the time, without incurring high costs or requiring advanced electronics.

Most riders will set-and-forget the front forks – I don’t think any of the testers on the launch played with the settings at all. At the rear there’s a large remote mechanical knob to adjust the rear shock preload, which means it’s the job of a few seconds to adjust the bike to suit a passenger or load.

Toward the end of the first day I was starting to think I’d like to ride the bike with a bit more rebound damping as familiarity with the machine meant I was getting more comfortable driving hard out of turns, and that’s the sort of adjustment that’s available.

I reckon if I owned a V-Strom I’d tweak the settings in the first few weeks of ownership and then leave it all alone unless I was adding a passenger.

CYCLE TORQUE APRIL 2014 - 24 some dirt roads, where maybe I’d switch it off if the traction control was kicking in too soon and reducing drive.

The ABS can’t be switched off and that will put off some hard-core off-road riders, but I am not convinced turning off ABS on a 228kg machine is a good idea for anyone except an expert.

A tourer in Adventure clothing When you purchase a new V-Strom 1000 ABS, you’ll get an extra three key barrels - for the optional top box and panniers. So they will all be keyed alike, which is wonderfully convenient.

Also available are hand guards, centrestand, heated grips, a tank bag – yep, the things you need for long-distance touring. The V-Strom 1000 ABS might look like an Adventure bike, it might be marketed as an adventure bike, but I reckon it’s a touring bike, and a damn fine one at that.

The V-Strom ticks the boxes required in a touring machine – luggage capacity (there’s a standard rack and lots of luggage options), good pillion accommodation (including great grab rails), a decent range (the 20 litre tank is easily capable of returning 400km), comfort (there are options with the seat height, heated grips, hand guards) and safety (ABS, traction control).

At the front there’s an adjustable screen – with a set of spanners you can adjust its height (set it to personal preference and forget). The angle of the screen can be adjusted without tools, on the fly – just push it back from the lowest of three settings and all the way forward to release the latches and it’ll return to the lost spot. Easy, handy and useful, although the taller touring screen is well worth a look if you’re going anywhere cold.

I was disappointed to learn Suzuki’s redesign had reduced the fuel capacity by two litres to 20, but the claimed improvement in fuel consumption should go most of the way to enabling a similar range – Suzuki’s claiming up to 50mpg (21.25km/L) if the bike’s ridden calmly. I didn’t see those sorts of figures, but I wasn’t paying for the fuel…

You can keep an eye on fuel consumption via the dash, which also displays the ambient air temperature in addition to all the usual things. The controls for the traction control are on the left handlebar, and the dash displays the mode you’re in – and settings can be changed on the fly provided the throttle is closed.

The electronics

I really liked the dash with its large analogue tacho, digital speedo, big gear indicator and twin trip meters. I was a bit disappointed there isn’t a cruise control, for with all the electronics built into the V-Strom surely that would have involved a very small amount of computer coding.

Suzuki’s added another spark plug to the heads, ABS to the wheels and provided switchable traction control to the rider.

Conclusion

The spark plug is part of the updated electronics package which includes the ABS/traction control system.

The traction control system monitors everything from wheel speeds to crank position and which gear you’re in to prevent slides and wheelies. It can be switched off or set to one of two levels – level one allows a little wheelspin or the front wheel to pop off the ground just a touch before it kicks in. Level two kicks in even earlier.

I’d use level two in the rain or on a slippery hard surface, level one everywhere else except

Adventure bikes come in all shapes and sizes, with the most famous ones being capable of taking on trips across the desert. The V-Strom 1000 ABS has a softer heart than that, being designed primarily for the bitumen. If you think that’s a criticism, maybe the new V-Strom isn’t for you – but if eating miles in comfort along just about any road in the country is your style, the V-Strom will do it for you at a price which is difficult to beat. n MORE

2014 SUZUKI V-STROM 1000 ABS

Launch CYCLE TORQUE

CYCLE TORQUE APRIL 2014 - 25

2014 SUZUKI V-STROM 1000 ABS

Launch

CYCLE TORQUE APRIL 2014 - 26 www.cycletorque.com.au/more

CYCLE TORQUE

www.suzukimotorcycles.com.au WATCH VIDEO NOW

S P E C I F I C AT I O N S : 2014 SUZUKI V-STROM 1000 ABS Engine Type: Liquid-cooled V-twin Capacity: 1037cc Transmission: 6-speed and chain drive Fuel Capacity: 20 litres Frame Type: Alloy twin spar Seat Height: 850mm Dry Weight: 228kg Front Suspension: Adjustable 43mm USD Rear Suspension: Adjustable Link type Brakes: Dual 4-piston calipers on front, single disc rear, with ABS Tyres: 110/80-19, 150/70-17 Price (RRP): $15,490 + ORC www.cycletorque.com.au/more

Fully dressed with touring options.

The yellow parts are new for 2014.

CALL FOR A QUOTE

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

Finger-adjustable screen angle.

An alloy bash plate is an option.

The power socket under the dash is standard.

Instruments currently showing traction control at level 1 and 200km remaining fuel range.

2014 SUZUKI CYCLE TORQUE V-STROM Launch 1000 ABS

CYCLE TORQUE APRIL 2014 - 27

2014 SUZUKI CYCLE TORQUE V-STROM Launch 1000 ABS

CYCLE TORQUE APRIL 2014 - 28

CYCLE TORQUE APRIL 2014 - 29

http://merchandise.hondampe.com.au/

ROYAL ENFIELD CLASSIC

Test

CYCLE TORQUE

CYCLE TORQUE APRIL 2014 - 30

DESERT RAT CYCLE TORQUE APRIL 2014 - 30

ROYAL ENFIELD CLASSIC

Test

CYCLE TORQUE

Running from the Afrika Corp or just cruising the countryside, the Royal Enfield Classic 500 is happy to do both.

CYCLE TORQUE APRIL 2014 - 31

ROYAL ENFIELD CLASSIC

CYCLE TORQUE APRIL 2014 - 32

Test

CYCLE TORQUE

N TEST AND PHOTOS BY CHRIS PICKETT N RIDING GEAR: BELL CUSTOM 500 HELMET, MATADOR EQUIPMENT EYEWEAR, IXON GLOVES, BULL-IT JEANS, FALCO BIKER BOOTS.

WHILE everyone is looking starry eyed at the new Royal Enfield Continental GT it can be easy to overlook the range which has been a stable part of the Royal Enfield dynasty.

The particular bike on test is called the Desert Storm, but it’s part of the C5 model range which comes in a variety of colours, including one with a chrome/painted tank.

I particularly like the look of this bike, and I can imagine someone riding it in the Africa campaign in WWII. It might look that old but in reality it’s the fuel injected version with electronic ignition even. I’m only joking of course, the Enfields have been like this for some time now, and are more reliable than the earlier models. What you are buying is classic style.

Most readers would be aware production of Royal Enfield motorcycles went to India decades ago and the company has steadily improved the design over the ensuing years, without losing the quaint style and feel of the British built machines. This appeals to more riders than you might think, and they are not all old codgers looking to slow down or relive their youth.

The heart of the bike is the 500cc air-cooled single cylinder engine, which has hydraulic lifters and pushrods to actuate the valves. There’s electric start, or kick if you feel up to it, and either way the engine is an easy starter.

There’s a single disc brake on the front and a drum system at the rear, and preload adjustable twin gas shocks and unadjustable telescopic forks handle the road shocks. On the C5 model you will find a 19 front, 18 inch rear wheel combination which rather suits the look of the bike. Ready to ride it weighs in around 187 kilograms.

DESERT RAT Power is around 30 ponies and maximum torque arrives at 4000rpm.

It’s an easy bike to ride, and overall gearing is on the low side. Hunter Valley Royal Enfield dealer B & C Motorcycles (10 Main Rd, Boolaroo, Ph. 02 4958 1435) kindly loaned us the bike for evaluation and owner Brad Woodhouse told me he regularly goes one tooth bigger on the countershaft sprocket for customers as this gears up the bike and makes for a more pleasurable open road experience. This makes perfect sense and the engine seems happier for it anyway, which makes you wonder why the factory doesn’t do it standard.

First gear isn’t that low really but once you’re in second and above the gears are well spaced, and the engine is punchy off the bottom – well as punchy as an old school two-valve 500cc single can be. Don’t expect there to be a raging top end, but it will happily cruise along at a shade over 100 km/h. It will go faster but the riding position and lack of outright horsepower make it hard work for the bike and rider. That’s why going one extra tooth on Continued on next page

ROYAL ENFIELD CLASSIC

Test

CYCLE TORQUE

the front sprocket will benefit you on the open road. To be fair though, that’s not what the bike is about or what buyers want, and don’t be afraid to take the bike on longer distances, just don’t make most of it freeway work.

It’s a nimble little jigger, and the suspension copes with the bumps better than I expected too. You get a triple whammy with the suspension, as the single seat on the test bike was sprung too. The brakes are also better than I expected, with the big single unit on the front pulling you up fine, and the rear drum there to help. It certainly wasn’t better than the front brake, which is common on older style bikes. And it’s happy enough tootling along dirt roads too. I’ve ridden a few REs on the dirt and the narrow tyres and taller wheels make it a pleasurable little jaunt, and the plugging nature of the engine lets you get caught in pretty much any gear without worrying it.

There are bulging side covers on the bike, which can be opened by the ignition key. One hides the air filter and one some of the electrics, like the fuse holder. I was sort of hoping one would hide a cloth covered tool kit with a gas mask in there as well, just in case I was attacked with mustard gas. No such luck, looks like these fandangled new REs are reliable.

Overall the Classic 500 EFI is lots of fun to ride, and it just goes to show you don’t need exhilarating acceleration or eye popping retardation to enjoy riding a motorcycle. Sometimes it’s just about the ride, not what you are riding.

Prices vary depending on the model but this particular bike, called Desert Storm by Royal Enfield, retails for $8,200 + ORC. n

CYCLE TORQUE APRIL 2014 - 33

ROYAL ENFIELD CLASSIC

Test

CYCLE TORQUE

CYCLE TORQUE APRIL 2014 - 34

ROYAL ENFIELD CLASSIC

Test

CYCLE TORQUE

CYCLE TORQUE APRIL 2014 - 35 S P E C I F I C AT I O N S: ROYAL ENFIELD CLASSIC 500 Engine Type: Air-cooled single Capacity: 499cc Transmission: 5-speed and chain drive Fuel Capacity: 14.5 litres Frame Type: Tubular steel Seat Height: 800mm Dry Weight: 187kg Front Suspension: 35mm non adjustable telescopic Rear Suspension: Twin gas filled and adjustable shocks Brakes: Single disc front, drum rear Tyres: 90/90-19, 110/80-18 Price (RRP): $8200 + ORC www.cycletorque.com.au/more

www.cycletorque.com.au/more www.royalenfield.com

CALL FOR A QUOTE

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

500cc of single cylinder fun.

Shocks are preload adjustable.

Sprung seat works well with twin shocks.

Fuel injection makes starting an easy affair.

CYCLE TORQUE APRIL 2014 - 36

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MOTO GUZZI V7 STONE

Test

CYCLE TORQUE

CYCLE TORQUE APRIL 2014 - 37

MOTO GUZZI V7 STONE

CYCLE TORQUE APRIL 2014 - 38

Test

CYCLE TORQUE

Moto Guzzi has nailed the retro classic look and feel with the V7 Stone.

MOTO GUZZI V7 STONE

CYCLE TORQUE APRIL 2014 - 39

Test

CYCLE TORQUE

N TEST AND PICS BY CHRIS PICKETT N RIDING GEAR: DENNIS: BELL CUSTON 500 HELMET, MATADOR EQUIPMENT EYEWEAR, ARLEN NESS JACKET, GLOVES BY FIVE GLOVES, BULL-IT JEANS, FALCO BIKER BOOTS. BEC: BELL HELMET, IXON JACKET

ON PAPER, the Moto Guzzi V7 shouldn’t work. When I say that I mean it in the context of today’s super powerful machines which handle unbelievably well and weigh bugger all.

Today we almost expect every new model to be faster and lighter than before to be worthwhile buying. But, and it’s a big “but” here, those types of bikes are almost too over the top for today’s roads, where traffic is higher, roads poorer, and major consequences for doing 45 km/h over the speed limit. To be fair not everyone buys a modern sportsbike to terrorise the general public on the roads but hopefully you get my point.

While I love those types of bikes in the right conditions I also love riding machines which allow me to cruise along and smell the roses so to speak. The classic motorcycle scene is huge, as is the LAMS market. I see Moto Guzzi’s V7 range appealing to classic owners who also want a modern bike or someone looking for a retro styled machine, plus it’s a perfect step up for riders just off their learner’s licence and who want to go a bit bigger in capacity without going all the way. The V7 simply put is a lovely bike to look at and a lovely bike to ride.

In the brochure Back in 1967 the first V7 was released and is a legend in the motorcycle history books. This bike is light years ahead in technology but it still retains much of the classic look.

It still uses a 750cc engine in the same Moto Guzzi transverse V-twin layout, and it’s still an air-cooled, 2-valve setup. Of course it’s a much more modern design than the original but hooray for Moto Guzzi sticking to the old school specs I reckon.

A single throttle body sits behind the ‘V’, and there’s also the trademark shaft drive and double cradle frame. Suspension is fairly basic, unadjustable 40mm forks up front and twin rear shocks which are adjustable for preload only.

The Stone is the base model and comes in either satin black or white, with the cool looking Special using different paint schemes, including the 1970s V7 black/red stripe, and the even cooler looking Cafe Racer which uses a chrome plated tank, bikini fairing and sculpted seat among other improvements.

On the road The V7 isn’t a big bike, and the seat has a scallop in it which makes you sit ‘in’ the bike rather than ‘on’ it. This suits shorter riders but six footers will be happy too. Ownership for taller riders would possibly entail using an Airhawk seat or similar to get you a bit higher in the saddle, or even getting the seat reupholstered with extra foam. It’s a comfy seat, and the height issue is purely subjective. The rest of the riding position is spot on for this type of bike.

Starting the bike is easy enough, with the typical V-twin rumble and shimmy shake as the bike warms up on the stand. It likes to warm up a bit before you ride off and although torquey the engine doesn’t like you to be lazy on the throttle when you ride off, especially when cold. Nice to see Moto Guzzi has left some character in it.

It’s got a five speed gearbox which is a real sweety. Ratios are well spaced and even though it’s got only 50 horsepower on paper, it does feel stronger than that. It’s a bit of a minimalist machine the V7. It’s only got a single front disc with a 4-piston caliper, and it’s only wearing a 100 front and 130 rear tyre. But it only weighs 179 kilos with an empty 22 litre tank, which by the way gives you a very decent fuel range, and the smaller tyres help the bike feel very, very nimble in the bends.

Continued on next page

MOTO GUZZI V7 STONE

Test

CYCLE TORQUE

Power is strong enough off the bottom, and while the previous V7 tended to run out of puff as the revs went north, the updated V7 has more top end. Gearing is still lowish so don’t expect to be doing 200km/h everywhere. It’s definitely happier on back roads rather than a jaunt from Sydney to Melbourne down the Hume.

It’s equally happy cruising along or going for a sprint through the bends. There’s plenty of ground clearance and despite only having a single disc on the front it does pull up well. It’s not a bike that likes you to rush up to corners, rather it appreciates the smoother approach.

Ride quality is all right too. Just because there’s two shocks out the back doesn’t mean they don’t work. It would be nice to have a spot more travel out of the forks but they are fine generally speaking, while the rear shocks are set up firm without being too hard. Normally you would expect the shocks to have only 3-4 settings but the Sachs units fitted to the V7 have threaded adjustment so can be tailored to a far greater degree.

Verdict The V7 is very much a rider’s machine. It’s great fun to ride and while not overly fast or pin sharp it’s very smile inducing. Pricing is about right too, with the RRP $13,290 + ORC. Really, the V7 does have many prospective clients. From returning riders to those stepping up, or those looking for a no-frills retro classic, the V7 is a very smart choice.

Perhaps the last word should go to Cycle Torque’s book-keeper Rebecca. “I recently got my full licence and have mainly been riding an old Suzuki GN250. I was a bit nervous about riding the Moto Guzzi V7 but after sitting on it I realised it wasn’t too big, and after some practice runs around the car park near Cycle Torque I felt comfortable enough to venture out into the traffic by myself. It’s not an intimidating bike and it’s lots of fun to ride, even for a relatively inexperienced rider like myself. The previous biggest bike I had ridden was a 650cc cruiser, but I never felt comfortable with the riding position and the way it handled. There was none of that with the 750cc V7.” n

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CCYYCCLLEE TTOORRQ QU UEE AAPPRRIILL 22001144 -- 4 41 1

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www.cycletorque.com.au/more www.motoguzzi.com.au

Clocks are more retro than modern. Perfect for the V7.

Sachs shocks are adjustable for preload only.

Standard mufflers emit a nice rumble and look the part.

Maintenance friendly shaft drive.

S P E C I F I C AT I O N S: MOTO GUZZI C Y V7 C LSTONE E TORQUE Engine Type: Air-cooled V-twin Capacity: 744cc Transmission: 5-speed and shaft drive Fuel Capacity: 22 litres Frame Type: Tubular steel Seat Height: 805mm Dry Weight: 179kg Front Suspension: 40mm Marzocchi Rear Suspension: Twin shock with adjustable preload Brakes: Single disc with in 4-piston caliper on front, single caliper on rear Tyres: 100/90-18, 130/80-17 Price (RRP): $13,290 + ORC www.cycletorque.com.au/more

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The engine isn’t big on horsepower but it is a sweet unit.

The V7 is such a light bike it doesn’t need any more braking than the single disc set up.

MOTO GUZZI V7 STONE

Test

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MOTO GUZZI V7 STONE

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2014 KAWASAKI KX85

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LITTLE RACER WITH A BIG HEART

2014 KAWASAKI KX85

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Test

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Little in size but big on horsepower, the Kawasaki KX85 is a racer par excellence.

2014 KAWASAKI KX85

Test

LITTLE RACER WITH A BIG HEART

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N WORDS & PHOTOS BY NIGEL PATERSON

KAWASAKI’S 2014 KX85 is the latest in a long line of race-winning green minibikes which have been used by innumerable racers to launch successful amateur and professional careers.

The under 12s are riding the small-wheel version, while kids as old as 15 can ride the big wheel.

The KX85 is a high-performance, lightweight two-stroke engine hung off a simple, stiff chassis with good quality suspension, brakes and running gear. It’s a bike built for racing - it’s not for learners, for the timid or for paddock bashing.

High Performance For 2014 Kawasaki is claiming 20 per cent more horsepower thanks to a new singlering piston and changes to the KIPS exhaust valve, combustion chamber and cylinder head, while a larger radiator is there to get all the heat under control.

The 2014 model has a flatter seat which makes moving around easier, and the handlebar position can be adjusted to six different places, which makes the bike easier to tailor for personal style and rider size.

There are many other changes to the bike for improved reliability and the styling’s been updated to better reflect the factory race bikes – I’m not sure if that’s to help your junior racer believe he’s faster than he is, or if it’s to convince Dad that Junior is just a few steps away from a factory-supported ride, but hey, there’s no question the 2014 KX85 is a great-looking machine.

Alloy frames haven’t made it across the board in the junior ranks, with Kawasaki staying with steel for the KX85’s chassis. Kawasaki claims its steel perimeter frame with centralised fuel tank (for a lower centre of gravity) results in a better-handling package for the KX85.

The other big change for 2014 is the petal disc brakes, for improved performance and big-bike style.

Small changes have also been made to the 6-speed transmission and clutch, but more for reliability than anything else.

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2014 KAWASAKI KX85

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CYCLE TORQUE

Who’s it for?

The 2014 KX85 is for the kid who wants to win races. There’s no doubt lots of championships will be won by riders aboard KX85s, although you really need to understand that although a kid will be on the podium, it will take a team - at least one parent and the rider – to put him there.

The current crop of junior motocross bikes, especially the Kawasaki KX85, have proven themselves reliable by racing standards, but anyone new to the sport needs to realise these are highly-strung, high performance competition machines, requiring pre-mixed two-stroke fuel, an almost zealous attitude to maintenance and the commitment to get Junior onto tracks often enough to come to grips with the narrow powerband (the range of engine revs where the motor produces useable power) produced by high performance, small capacity engines.

Well maintained, the KX85 will be reliable, and are fairly simple to work on, at least for the Dad who knows his way around a spanner. Parts when needed are also quite reasonably priced. If you want to race one standard you can go for a full season without needing much more than a top end rebuild, and if you are searching for more performance out of the engine, it should still be reliable if the work has been done properly.

The KX85 is for kids who have done their time either on smaller 65cc motocrossers or are wrecking their fun bikes on big jumps and trying to eke out the last horsepower of performance, and simply need something faster.

On the other hand, many kids will be put off riding altogether if they try to ride an 85cc motocrosser before they are ready.

On the start line For those kids with the ability to ride a KX85 hard, they will be rewarded with the chance to experience the big jumps, high speeds and tight racing competition which is motocross in Australia. It’s a great sport which often builds pre-teens into confident, strong and talented young men and women – and sometimes they also go on to be champions.

The big wheel version tested here costs $6699, while the small wheel version costs $6199. n

2014 KAWASAKI KX85

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2014 KAWASAKI KX85

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Modern two-strokes are more reliable and flexible in their power delivery.

Forks built to race.

Engine is simple to work on.

S P E C I F I C AT I O N S : 2014 KAWASAKI KX85 Engine Type: Liquid-cooled 2-stroke single Capacity: 84cc Transmission: 6-speed and chain drive Fuel Capacity: 5 litres Frame Type: Tubular steel Seat Height: 870mm Dry Weight: 77kg Front Suspension: Adjustable 36mm USD Rear Suspension: Adjustable Uni-Trak Brakes: Single disc front and rear Tyres: 70/100-19, 90/100-16 Price (RRP): $6699 + ORC www.cycletorque.com.au/more

Black rims follow the styling of the bigger KX range.

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Cycle Torque Feature

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STEPPINGUP

Cycle Torque Feature After the Manx GP Cycle Torque’s Alex Pickett has his sights set on the TT.

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STEPPINGUP IT CAME as a bit of a shock when Alex was named as one of the top 10 future TT winners in a Bikesport News Magazine article in the UK. While we were surprised there’s no disputing the fact he was the fastest qualifier in last year’s Manx GP Newcomers race. And he had also qualified 11th for the Senior Manx GP race which was cancelled due to bad weather, apparently the first time in the event’s 90 year history.

As Alex prepares for his first Isle of Man TT, he realises it is a step up from the Manx GP, and it’s also important not to let articles like the one mentioned cloud his mind.

At the TT he’ll be considered a newbie. Speeds of the front runners are much higher and therefore it will be tougher to qualify.

The chance to ride for team DP Coldplaning/TCR Honda came up at last year’s Manx GP. The team saw something in Alex and there’s also an Aussie connection. This is the same team Cam Donald rode for in his first TT, and fellow Australian David Johnson too. The team works hand in hand with the Isle of Man Government to support up and coming riders. The deal Alex has is the same as Cam first had, bikes are supplied but Alex has to pay for his tyres and fuel plus get himself there and sort his own accommodation. Just that there is conservatively around $8000. But he will have a full team around him, and not have to worry about running around to get tyres changed or work on the bikes.

Alex will contest five races. For the Superbike and Senior TT he will ride a Honda CBR1000RR EVO Superbike, which uses a fairly stock engine and chassis, but has Honda race kit forks, Brembo brakes, HRC electronics package, and an Ohlins rear shock. This particular bike is being readied as we speak, with new 17 inch Astralite wheels being made to replace the 16.5 inch wheels previously fitted. The 16.5s were common in WSBK and places like the TT and British Superbike Championships but tyre development has pretty much halted for that size, and in fact very few manufacturers make those tyre sizes anymore.

In this trim the bike should produce around 180 horsepower at the back wheel, whereas the full factory Honda superbikes that riders like John McGuinnes will be on, have 200hp plus.

For the Superstock TT Alex will again be on a CBR1000RR, this time only lightly modified, with a slip-on muffler and uprated standard suspension. Interestingly the lap times many of the top riders do on Superstock machinery is only a few mph behind the Superbikes. That’s a good indication of just how good the standard bikes are, and how hard it is to go from 127mph to 131mph. Doesn’t sound much but for many riders it is literally miles away.

Then there’s the two Supersport races on the CBR600RR, which is similar in specification to the Supersport bikes you’d find on the grid in Australia – better suspension, faster engine.

Coming to grips with the bikes should not be too hard for Alex, and the CBR1000RR has a reputation of being probably the best bike to be on for the big bike races, that Continued on next page

Cycle Torque Feature

it’s easier to ride around the mountain course than the rest. Of course that’s open to conjecture but besides Kawasaki ZX-10R mounted Connor Cummins doing a 131mp lap from a standard start, all the recent race wins and super-fast laps have been on a Honda. Maybe the best riders just happen to be riding a Honda.

Alex has plenty of experience riding four cylinder machinery, and he’s ridden a wide variety of bikes in the last seven years, so adapting from the Ducati 848 to the CBRs should not be too difficult. Sure, you can take it easy for the first few laps but not too easy as the other more experienced riders will not be mucking around, and you do not want to be in the wrong place if there’s a critical difference in speeds between yourself and someone else.

The two challenges for Alex now are to get fit enough to cope with the two-week event, as there’s much more time available on the circuit. Whereas he completed six laps of practice at the Manx GP, he can quite well be doing four laps each afternoon at the TT.

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Alex did 10 laps all up last year, including the four-lap race. This year he should have completed close to 30 laps by the end of the two weeks, so at the moment he’s hitting the gym, cycling and watching what he shoves down his throat.

Money is the other hurdle. Hunter Valley Paintball in Newcastle has kindly allowed us to hold a fund-raising paint ball day on Saturday April 26, which is only three short weeks before he flies out to the Isle of Man. A percentage of the funds raised on the day will go to help Alex cover his costs for the TT, plus we’ll hold a free BBQ and have lucky door prizes, including some of the signed riding gear Alex wore at the Manx GP last year.

If you want to come by yourself, or put together a team then ring Hunter Valley Paintball on 02 4934 2212 and tell them it’s for the Alex Pickett fundraiser.

– Chris Pickett

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https://www.motoguzzi.com.au/v7range/index.html V7 Special_Cycle Torque_HP_FINAL.indd 1

4/03/2014 11:32:02 AM

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Cycle Torque does its second tour of Vietnam.

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“THIS tour is usually what we recommend for second time tour participants”, said Jason Thatcher of Vietnam Motorbike Tours. He went on to add, “the tour you did a couple of years ago is aimed at people coming here for the first time, but on this tour you’ll experience more remote places, another side to Vietnam.”

Two years ago on the first Vietnam Motorbike Tours/Cycle Torque tour we rode essentially from Nha Trang on the coast up through Dalat and Lake Lak on our way to Da Nang, a former popular R&R spot for American and Aussie soldiers during the Vietnam war.

This time we would be starting off from just south of Da Nang, at a seaside resort town called Hoi An. This is a place very popular with tourists from many countries, including France and Russia. We know Bali is a hot spot for Australian tourists and it seems Vietnam is the same for Frogs and Ruskies.

All of our group, close to 30, had flown into Da Nang from various places in Vietnam, some choosing to spend some time in the country prior to our tour, and some planning to do the same after the tour. But we were all raring to go for our first day which consisted of a 2-3 hour ride around Hoi An itself. In 2013 Hoi An was given a hard time by the same cyclone which badly damaged much of the Phillipines coast, but it was hard to really tell, as life goes on and people rebuild. Hoi An is also known for its marble sculptures and we ended up calling in to a massive shop where everything from life sized marble tigers to happy Buddhas you could fit in your hand were for sale.

My mistake was showing interest in some of the sculptures, which to be honest were very beautiful. The next thing you know I’m buying a sculpture which resembled a smaller and deformed version of something from Easter Island.

That said, I did find it very beautiful, and it has made an excellent wedding anniversary present for my wife. I did get a happy Buddha for free though.

Cycle Torque publisher Nigel Paterson and I were used to the intricacies of the Vietnam traffic system from our last tour but you could see on the eyes of most of the tour group, of which about a third were two-up, it was a bit of a shock to the system. There were a couple of returnees, like Greg, Mark and Therese, so they knew what to expect, but the others... But after day one there wasn’t anyone throwing their hands up saying they couldn’t continue, so it all looked good.

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WATCH VIDEO NOW The headline act of this particular tour was the Western Ho Chi Min Trail, which we were following as close as possible within the restrictions of modern day Vietnam and Laos. The Ho Chi Min Trail was named after the then North Vietnamese leader, and ran from north to south, with much of it actually in the neighbouring countries of Laos and Cambodia. It was used to ferry armaments and supplies to North Vietnamese and Viet Cong troops during the Vietnam war.

Day two saw us leave the picturesque Hoi An and head to A Luoi which is situated pretty close to the Laos border. I find the Vietnam road system very much like Eastern Europe. Unlike in western countries where towns have lots of streets, and then a road to the next town, and so on. In Vietnam and Eastern Europe the town just doesn’t seem to end, with most houses built on the side of the road, and the rest of the land given to farming. This is in regional areas, and of course major towns and cities are much bigger. You could ride for 30-40 kilometres with houses side by side the whole way. Another thing which takes some getting used to is the lower speeds of the traffic. Doing 300 kilometres in Vietnam is like doing 700 in Australia, because the motorcycles are limited to 175cc, so 80km/h is cracking along. I reckon you would average 50-60 km/h with minimal traffic, much less with heavy traffic. Day two was a bit over 200 kilometres, and getting to our digs at A Luoi saw everyone adjourn to the dining room where more than a smidgen of beer and bourbon was drunk. You see alcohol is much cheaper in Vietnam than here so budget issues were the last thing on our mind as we partied on, and it seemed a precedent had been set for the rest of the tour.

Compared to our last trip the roads were certainly more remote, and so were the towns. And the time coincided with Tet, the Lunar New Year in Vietnam which is a massive celebration. Most people were on holidays and shops closed. On the last trip we would all just find a decent restaurant but this time there were less options available. But Jason and the guides, Bau, JJ and TT know their stuff and had us in the best accommodation available, and us eating the best food available. It was all good from our point of view, as we were all there to sample a different culture and food.

From here it was off to Khe Sanh, about 140 kilometres further north. The road basically hugs the Laos border and to be honest it felt a bit surreal seeing the road signs showing Khe Sanh, as many of my era grew up listening to Cold Chisel’s Khe Continued on next page

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Cycle Torque Touring Feature

Back to Nam Sanh on the radio or in nightclubs. It’s a much bigger town than A Luoi, and an easy ride too. Once at our motel we quickly dropped our kit and headed out to an old American air base which is now a war museum, with numerous relics on display, mainly captured US aircraft and tanks.

The battle of Khe Sanh raged between American/South Vietnamese and North Vietnamese troops from January 21 and July 9, 1968. During the battle, a massive aerial bombardment campaign (Operation Niagara) was launched by the US Air Force to support the US base. Over 100,000 tons of bombs (equivalent in destructive force to five Hiroshima-size atomic bombs) were dropped until mid April by aircraft of the U.S. Air Force, Navy, and Marines onto the surrounding areas of Khe Sanh. The US troops were very much under siege and at the time it was deemed the most dangerous place a US soldier could be by the American press. Eventually relief soldiers got through to the base, but not long after the new American commander in Vietnam decided to dismantle the base rather than risk similar battles in the future. It was eventually captured by NVA troops on July 9.

According to our guides the surrounding hills were once thick jungle. Now the only plant which can grow beyond a small shrub is the hardy Australian Eucalyptus tree, as the poison nicknamed Agent Orange was used to defoliate large areas surrounding Khe Sanh and still affects the area to a degree, even after 40 odd years.

An amazing place, and we even stopped off at a scrap metal merchant who had old bomb casings and shrapnel. The war, while so long ago is still visually recognisable, with old tanks converted to bulldozers, old Russian trucks, and monuments not uncommon. It is even a source of income for some Vietnamese people who dig for scrap war metal in the hills. At A Luoi Nigel was even called into a house by a former NVA soldier who noticed him taking photos at dawn, just to have a chat. People move on from hardships, and Pete, one of the group, took a tour through the museum in Ho Chi Min (formerly Saigon) where the young female guide said, “we will never forgive and never forget, we have just moved on.” Like any story there’s always two sides. One thing is for sure though, the overriding feeling is of friendliness from the Vietnamese people.

Next month we sample one of the best riding roads in the world, and check out a world heritage area on our way back to Da Nang.

– Chris Pickett

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INFORMATION FROM OUR ADVERTISERS

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CYCLE TORQUE APRIL 2014 - 65

IBIKE STUFF

TOURING WITH ANDY

ANDY Strapz has developed new pannier frames to allow owners to use his Expedition Pannierz on the new 2013 BMW R 1200 GS. He has developed brackets that fit neatly into the frame cut outs at the rear allowing them to be removed in minutes if the owners aren’t keen on them being on the bike all the time. Supplied with stainless steel fittings and weighing only 2.3 kg (bags weight 2kg), they can be used with or without pillion peg brackets.

SUPER PROTECTION

PRICE: $375 + postage AVA IL A BL E F ROM: Direct from Andy Strapz MORE INF O: www.cycletorque.com.au/more

NEW from Rad Guard is a radiator guard for the new KTM 1290 Super Duke. This bike’s radiator is open and in need of some protection. Rad Guard’s guard will do the trick. This well designed guard has a robust frame to stop the mesh from ever touching the radiator core, even if there is a direct hit from a large stone. The guard does not restrict the air flow to the core and are bolted onto the bike making them nice and secure. Cheap insurance and peace of mind.

CROSS COUNTRY

PERFECT for the upcoming winter, the Arlen Ness Cross-Country leather jacket is made with full-grain washable cow leather, making it one of the most comfortable jackets on the market. Along with the 100 per cent polyester breathable internal fix mesh lining, the Cross-Country jacket also has a thermo vest liner which is ideal for cold conditions. Other key features include a front metal zip with leather puller for convenience, a waist adjuster with a metal snap, and an anti-EM wave series phone pocket.

COVER ME

OWNERS of the new Yamaha MT-09 can now get tank cover/ bag systems from bagster.

These covers fit perfectly, and not only protect the tank but have the attachments for the optional Bagster tank bag.

We can tell you from experience this system fits and works a treat. You can even get it in a variety of colours which are matched to the MT-09’s paint work options.

Distributed by CTA Australia.

PRICE: $249 for cover only.

AVA IL A BL E F ROM: Leading motorcycle shops MORE INF O: www.cycletorque.com.au/more

PRICE: Normally $195 but website special for $175 AVA IL A BL E F ROM: Direct from Rad Guard MORE INF O: www.cycletorque.com.au/more

PRICE: $599.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

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CYCLE TORQUE APRIL 2014 - 66

IBIKE STUFF

EXTREME MONKEYING

A UK tech company appropriately called Powertraveller has designed a range of electro wizardry to charge stuff on the go. The Powermonkey Extreme is the most comprehensive kit in their shed. Plug it into a bike, car (if you have a 12V USB type charger), wall, computer or the included solar cell to juice up the 9000mAh Lithium polymer battery. The unit can charge a smart phone 3-6 times, a tablet to 2 times. Use the ciggy outlet to charge anything you’d plug in the car.

The kit comes with a clamshell carry case and an impressive array of adaptor tips to suit most modern devices.

PRICE: $220 + postage AVA IL A BL E F ROM: Direct from Andy Strapz MORE INF O: www.cycletorque.com.au/more

TRIPLE VENT

HARLEY-Davidson has added two new styles – Passing Link for men and Waterproof Textile for women - to its Triple Vent System (TVS) jacket range.

The ladies will love the Eclipse waterproof leather jacket with lightweight cowhide leather construction, light padding in the right areas and reflective areas for added safety.

RST STUNT

RST’s Stunt boot is built for the street, with hard wearing PU coated leather construction and built in moulded PU protection. The Stunt boot is an excellent boot for everyday street riding. Features include built-in PU shin, ankle and heel protection, moulded anti-twist mid sole, vulcanised, anti-slip rubber sole, gear change toe pad and heavy duty lace and velcro closure.

Comes in black only, and Euro sizes 36-48.

PRICE: $129.95 AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

GET TOUGH

FRESH from the land of the long white cloud is a new Ventura Tough-Rack system for Kawasaki 2008-2014 KLR650. Very different in design to the current Bike–Pack systems it does still utilise all existing Ventura Packs and Ventura Monza 42-56 litre Panniers. Tough-Rack is considerably beefed up to handle the extreme conditions and loads dished up by Aussie Adventure tourers. The Ventura Tough-Rack system comes as a rear carrier which can be purchased separately with or without packs or as a complete Tough-Rack kit which include Pannier-Support assemblies and matching panniers.

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AVA IL A BL E F ROM: Good motorcycle stores MORE INF O: www.cycletorque.com.au/more

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CYCLE TORQUE APRIL 2014 - 67

USED & REVIEWED Shoei v. Shoei

IT’S TOUGH for helmet manufacturers to make it obvious how much they have improved a helmet when one model replaces another, for they’re all hard on the outside, soft on the inside and have knick-knacky things for vents, visors and emergency access.

Hold-on a sec… did you say emergency access, that’s new… and a feature of the new NXR Shoei helmet, a feature missing from my much-loved older Shoei, my Bradley Smith replica XR1100.

In fact, the NXR is a Pure Sports helmet, replacing the sports-touring moniker on the XR1100.

It has a new, more compact and aerodynamic shape, which you can see if you compare the models – there are four different size shells to make it as small and light as possible. Different shell sizes means the interior foam can be more consistent in thickness other helmets often just have one shell size, so the interior padding is thicker on smaller sizes so the helmet can fit smaller heads. By having different shell sizes, the smaller helmets are actually smaller.

The new aerodynamics are aimed at reducing lift and buffeting, while a more rigid visor with a tighter air seal keeps out draughts. I certainly noticed the heavier springs – the visor on the NXR stays where you put it.

The noise and sweat-absorbing lining is designed for comfort when you’re working hard, either in the Australian summer or simply riding hard, while the new ventilation has four entry points and rear vents to achieve great airflow.

I’d have to say all of the improvements are subtle - definitely there, but there’s nothing revolutionary, at least until you get to the E.Q.R.S. – which is a special tab connected to each of the chin pads. Pull these and the helmet becomes much easier to remove, which is what you want if you’re needing the assistance of a paramedic. There’s a decent size ‘EMERGENCY’ sticker near the cheek pad advising helpers how it’s done, and that’s close to the chin strap, so they can’t miss it.

The NXR comes in at the same price as the helmet it replaces, the XR1100, $699 for plain colours rising to $799 for replica colour schemes. That’s a premium helmet, but after you’ve worn one you won’t want to go back to a cheap helmet - the safety, comfort, fit and finish will be remembered long after the purchase price is forgotten. That said, if you really can’t afford an NXR, retailers still have some stocks of the XR1100 model at discounted prices, making them great value. – Nigel Paterson

PRICE: $699 (Plain)-$799 (Replicas) AVA IL A BL E F ROM: Shoei dealers everywhere MORE INF O: www.cycletorque.com.au/more

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Cycle Torque Racing Feature CY CC Y LCEL ET O TO RR QQ UU E EA P AR PR I LI L2 2 00 11 4 4- 7 - 7 00

Cycle Torque Racing Feature Bryce Stacker caught up with Irish journeyman racer Davy Morgan as he tackles a road race with zero room for error.

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ONLY a few riders globally have the financial backing to attend Macau and win it.

The other teams/riders try their best to learn the circuit in the allocated few hours of practice, but it takes a few years of attending Macau to prepare the riders and bikes for full speed racing. With zero room for passing or error, Macau is no place for mucking around.

There is no room for passing under brakes and other short circuit tactics. There is no room for ego. Just Armco, miles of Armco.

So, what’s it like to race the Macau GP? I chose to ask #71 Davy Morgan this when I was there last year.

Davy is more than qualified for this meeting as he is a well seasoned full-time Irish road racer.

He is a regular competitor at the Irish championship meetings as well as the Big Three which includes the Isle of Man TT. It’s his 2nd time at Macau GP so his enthusiasm for the place is still genuine.

We talked about the speed, the confusing reference points (or lack of them) and the sea of Armco that make the Macau GP a unique challenge.

“I’m born and bred in Northern Ireland, I live in a wee town called Saintfield. We used to have a local road race called the Temple 100 and I used to go there as a boy with my father and my grandfather, which is where the inspiration and the love of motorbikes came from. I used to go to all the races with my Dad and we’d follow them around the countryside and I always wanted to race motorcycles when I grew up, but never really thought it was going to be an option,” he said.

“I started off doing short circuits and at the start I was anti road racing. But as I got older road racing started to appeal to me more because of the value for money. Compared to short circuits, on the roads you were on the track for longer, it wasn’t as hard on tyres and it was just more enjoyable all around. It’s much more dangerous, but to a certain degree, any form of motorsport at all where speed is involved is dangerous because if it goes wrong, you know you’re going to hurt yourself. Short circuits are dangerous as well, there’s just less furniture. So road racing’s a bit more dangerous in that respect, but it’s like a real bug. It’s very pleasing to go somewhere new, and have a look at it and put your wits against it.

“I started racing in 1994, but didn’t start racing roads seriously till ’99. Which led to the Manx GP. I first went to the Manx in 2000. I got a 2nd and a 7th on the 250.

I went with the ambition of getting a 100mph lap and I’d come away happy, but Continued on next page

Cycle Torque Racing Feature

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I did a 100mph lap the 2nd night of practice and was like “Oh Gosh, what am I gonna do now?” So it ended up being 110 mph. Martin Finnegan and I diced the whole race and he beat me by 4 seconds or something.

“I came back in 2002 and got two 2nd places, then I got a real good line up of bikes and the aim was to win the Manx Grand Prix in 2003, but I fell off at the Mid Antrim and broke my foot so that stopped me from coming.

“So in 2004 I finished with a 2nd in the junior and won the senior Manx GP. 2004 was make or break year as I was making the step up to go to the TT, whether I got to the Manx again or not. Since then it’s been fulltime.

“I do work during the winter but I race full time the rest of the year. I began to take road racing very seriously around the time I was having a go at the Manx. I was getting obsessed with winning the Manx senior and it started to affect three or four of the other Irish meetings, so I decided to pull out of the Manx and focus on the TT which is included in the Irish championship. The Manx clashed with the Ulster GP and so forth, so it made sense to do the TT instead, and have been ever since.”

What inspired you to come to Macau?

“The reason I wanted to come to Macau was because I’d achieved a lot in my career and wanted to put Macau in my CV, to look at it and say I’d done it, and just to see it up close. Every circuit has its own difficulties and its own character. I’ve wanted since about 2006 to come here. It has no connection to the Irish season, it’s like a one-off race, but it holds a fair bit of prestige in the UK. If you can win Macau or do well at Macau, you can put it in your CV and it can reflect well getting sponsorship and one thing or another. At the end of the day it’s still a road race, a street circuit.”

Was there a stand-out race that made you want to come to Macau?

“Not really. Just the hype, it’s always been there and I’ve always watched it on the TV. I loved the Irish guys that came here through the years and had been doing fairly well and me being one of the front runners at home I thought: well, I wonder how that circuit would treat me?

“I eventually got onto the ladder. It was a closed shop for a long time and was hard to get on, you had to be invited to come here and it was very difficult. I had tried endlessly to get onto the ladder to be in a position to come, but it was a closed shop for a good while. Then some of the organisation changed and it became possible. Some of the organisers noticed me at the TT last year and asked me if I Continued on next page

Cycle Torque Racing Feature

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wanted to come? I told them I’d been trying to come for years! They told me to put an entry in and see, and I got the OK. The lights were green!”

Is Macau one of your preferred races, or does it sit in between a few others?

“It’s one of the ones in between, but this has got so much going for me because of the weather conditions.

“I used to be really keen to race motorcycles in the rain and would bet my wets against any one, but as I get a little bit older, I suppose like everybody else that’s alive, you get a wee bit more sense and you don’t want to hurt as much as you can do, so racing in the wet doesn’t appeal to me as much as it used to. Here in Macau they don’t race in the wet and it’s on the other side of the world, so it’s a bit like a holiday, with some motorbikes in there as well, which makes it perfect.”

Could you compare it to the TT at all? Is Macau as intense?

“No it’s not as intense as the TT, but , it’s as physically demanding because of the heat involved. The circuit is a total contrast to the Isle of Man TT. Macau is fairly smooth. Whereas the TT has everything you would ever look at in a road race. If you took every road race you’ve ever done and put them together, there’s a wee bit of character from all of them at the TT. At Macau it’s really hard to learn the layout because all the Armco looks the same. It’s just totally different from everywhere else, everything looks similar. I know there are markers above the Armco but when you are on the bike, you are pointing forward, you are looking forwards for the next corner not above the Armco for markers. Last year being a newcomer, I found it so difficult to learn that it was the different colours in the tarmac that helped me the most.”

What was it like the first time at Macau?

“Intimidating... very, very scary. Make no mistake, they are all dangerous (road races) and it’s probably no more dangerous than anywhere else but it’s so, so in your face. There is no protection, it’s just Armco, like I mean if you fall off at the Isle of Man or anywhere else there’s a lot of furniture that you’re gonna hurt yourself with, but here all the furniture is painted red and black and it’s so in your face everywhere. It was just intimidation the first time.”

‘Cause you’re obviously used to changes in scenery and other landmarks?

“And colours, from grass to houses and stuff, here it’s just Armco…

“I suppose I was sort of gob-smacked. I’d watched it endlessly on TV, but no matter Continued on next page

Cycle Torque Racing Feature

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how much you watch it on TV and how many laps I had watched, when I got here, I was like, ‘Oh my god this is so hard to learn’. It didn’t give you a fair idea (TV) of how steep the inclines were and just how tight some of the hairpins are. It was the lack of practice last year as a newcomer that was hard. I didn’t really get going till about the 6th lap of the race, so I really enjoyed the last four laps. But the heat was a major factor too, I had to take all that into consideration. It’s mild this year, but this morning for example, I got off the bike at 8am and was soaked with sweat. Up round the back you’re working very hard.”

Can you use Macau for bike set up or anything that would be of use next year?

“No, it’s the end of the year, you ship the bike out, and you don’t see it till after Christmas, it’s really a stand alone event, a holiday really.”

Is this more or less dangerous than the Irish stuff?

“They’re all the same, I don’t have a judgement on levels of dangers. If you fall off at a road race, you’ll more than likely hurt yourself. If you were to compare furniture though, this is more dangerous, there’s no grass, no run-off areas at all. Lisboa is the only road end that you’ve got, the rest of the place you’re hitting something.

“Like I said before it’s just so in your face, just Armco, there’s no chance of sliding off and not hitting something hard. Your eyes are like Bambi, they’re “this big” the whole way around, ha ha.

So then, what’s it like to race the Macau GP? “Dangerous, Hot, Challenging.

“I’ve never raced motorbikes and not got that buzz of adrenalin, that fear and the nerves and stuff before a race, but I’m no more nervous at the start of a race here than I am at the Isle of Man. “I think the heat is a big problem for the Irish riders here, we’re not used to racing in anything like it. A warm day in Ireland is still warm but nothing like this here. The heat is a major factor, with keeping yourself hydrated and what not. It gets to you after a while.

“There is a lot more to remember here too. Unlike the Irish stuff it doesn’t have bumps and undulations that can help your memory. They have the surface in such good condition here, I suppose because they have so much money here they don’t know what to do with it.” n Continued on next page

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1. 365 Motorcycles You Must Ride – $24.99

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Cycle Torque Racing Feature

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THE GREAT AUSSIE DROUGHT

Cycle Torque Racing Feature

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THE GREAT AUSSIE DROUGHT

Ryan Taylor

Riders Summary

FOR months it looked like there would be no Aussies lining up for the Superbike World Championship and World Supersport Championship races at Philip Island – none had been able to secure rides.

At an event where Aussies have won about half the Superbike races throughout the years, it looked like we mightn’t have any representation other than a few local wildcard riders… that was until Sydney’s Glenn Allerton was called up for a WSBK ride to replace the injured BMW rider Sylvain Barrier and Bryan Staring secured a full-time ride on a CBR600 with the Rivamoto team.

Australian wildcard riders Billy McConnell (Triumph 675R) and Ryan Taylor (Yamaha YZF R6) in the WSS class. Then, a few days later, Matt Walters was offered a WSBK ride on the Pedercini Kawasaki of Luca Scassa who was also injured in testing.

For a country which produced Superbike Champions like Troy Bayliss and Troy Corser, and Supersport winners like Chris Vermeulen, Andrew Pitt and Carl Muggeridge, it still seems almost surreal we can’t get an Aussie into just one of the top teams of both classes.

So here you have it, two WSBK opportunities, a fulltime ride and two wildcards in the WSS class. Allerton a double Australian Superbike Champion, was given the opportunity to replace the injured BMW rider Sylvain Barrier who sustained a fractured pelvis in testing at Phillip Island earlier in the week. The bike an EVO Spec BMW S 1000 RR, run by the BMW Motarrad Italia SBK team. Glenn’s experience on the S 1000 RR gave him a confident start to his WSBK campaign with the machine being basically a Superbike-spec chassis with a strictly regulated engine, close to a Superstockspec.

Former WSS Champion Vermeulen commented to Cycle Torque about Allerton’s ride, “You need to take opportunities when they arise. Glenn is in a good situation in the fact that he knows the tyres, he knows the bike… [it has a] different front end, engine feels the same, electronics big step forward… but he can get used to that, and he knows the track.”

Allerton achieved a podium in the EVO class, finishing third, and 11th overall, in the first Superbike race.

Matt Walters’ situation was even more last minute, with Matt only confirming his ride on the Saturday morning before race day. The offer was to ride the Kawasaki ZX-10R of the injured Luca Scassa (Team Pedercini) in WSBK. The opportunity came as a result of Scassa’s injury, Walters’ multiple 2013 championship titles, loyalty to Kawasaki and having ridden for the same team Continued on next page

Cycle Torque Racing Feature

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THE GREAT AUSSIE DROUGHT team with ability to jump on a bike, with no practice, and get it up to speed quickly and communicating well with his technicians so they could get the best out of rider and bike.

Bracks believes his efforts may be rewarded with additional rides later in the season if the opportunity arises.

Bryan Staring

boss on a 600 Supersport a couple of years back – and it didn’t hurt that he had former GP racer and Kawasaki Australia heavyweight Murray Sayle helping with negations.

Father Carl adds: “The ride was free but we nearly pulled out thinking the cost of crash damage could get out of control as these bikes are worth so much money. [Track commentator] Mark Bracks said ‘go for it’ as it was such a great opportunity.

It has been a difficult summer for Bryan Staring not knowing if his international career was over after his MotoGP ride ended after only one season. The CRT machine he rode in MotoGP was not competitive and he ended the season quite disappointed. Looking to fight for his career he needed to ride for a team that fielded a competitive bike and explains how the full-time WSS ride on the Rivamoto CBR600 came about.

“The fact you didn’t go looking for it and they came to you, it is an opportunity not to be missed.”

“My manager started talking to Jeremy McWilliams and I had a big interest to go to this team because of Jeremy, they had good results last year with Jack Kennedy… and the team wants to continue to develop the bike and fight for results.

The eleventh hour ride meant bike setup and practice was limited to a few sessions, which highlights the importance of the rider having a deeper understanding of the bike and their ability to translate changes needed to the team.

“I believe if that wasn’t the case they wouldn’t be here… the team has put in a commitment to Dorna for the whole season and committed to me and I feel like the team believes in me and I believe in them so we want to continue to work together.”

The ride ended up being a mixed blessing for Walters - he crashed during practice and the team didn’t have a third replacement fuel tank, Scassa having destroyed one in his crash, too. However, there’s no doubt he impressed the

Although Bryan would love to still be riding a MotoGP bike, sometimes having a competitive bike with the opportunity to be fighting for results can be more productive. Wins, podiums and Championships all help to build a rider’s Continued on next page

Cycle Torque Racing Feature

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THE GREAT AUSSIE DROUGHT career and confidence. Billy McConnell (BSB and WSS Wildcard) comments, “It is very crucial what decisions you make in your life, decisions which you think might be right or not be. Bryan has hopped on that 600 and qualified 10th, the bike is set up from last year and Bryan is a really good rider and really nice lad and good to see him on a good bike.”

Bryan qualified 10th with a time of 1.34.273 but had a mechanical DNF in the race but felt towards the end he had good pace and was looking for a credible result.

Billy McConnell has been building a career for himself in the UK since 2006. In the last five seasons of British Supersport he has finished four times in the top three. In the British championship only a handful of riders are making a living from racing and the rest have to pay for their rides – fortunately Billy is one of the lucky ones, and this is his third year riding for the British-based Smiths Triumph Team. His WSS wildcard at Phillip Island is a chance to test the new bike in race conditions and he told us how supportive the team has been to his career.

“I have been pretty lucky to be given this opportunity coming all the way from the British Championship and from my point of view every time we step onto the world stage it’s a chance to show yourself and what we are doing in Britain is competitive enough as well [minus the electronics]…

“Every time we get to do a wildcard we love it, you get good track time, this is a new bike and we are the only Triumph on the grid, it has been a big expense to the team but hopefully it will pay off when we get to Brands Hatch.”

Billy qualified 12th with a time of 1.34.392 and got a good start in the race and was riding in a top ten position just five seconds off the lead until a red flag stopped the race, and on the restart Billy crashed at Siberia on lap one and his day was unfortunately over.

After finishing fourth in the 2013 Australian Supersport Championship, Ryan Taylor was keen to have a go at a WSS wildcard. The ‘Oz Wildcard Racing’ graphics on his bike give the impression of a good ole Aussie ‘crack’ at the big time. Ryan is a full-time motorcycle mechanic and had a major hand in building his WSS

engine with assistance from Stewart Winton (SW Racing) and estimated the WSS bike would give him an extra 25hp over his domestic supersport bike. Oz Wildcard Racing hopes to enter a wildcard the next three years at Phillip Island which is great news for their next couple of riders. Ryan finished 16th after qualifying 24th.

What of the future?

Australia has a large pool of talent and hopefully more riders will be given more opportunities in the future. We have a strong junior dirt riding scene in this country and the MRRDA (Motorcycle Road Race Development Association) works with junior road riders from 9 years old, and is supported by riders like Chris Vermeulen. MRRDA graduates include Jack Miller, Matt Walters, Josh Hook, Mike Jones. Alex Pickett and Daniel Falzon – these are some of the riders of the future.

Billy McConnell told Cycle Torque, “In Spain they have Footstep Foundations where if they find a lad with talent and they carry them through. Same in the UK with the ACU… they find a lad with talent and follow them all the way through, and fund them into the Spanish CEV Championship. The ACU has helped Cal Crutchlow and Bradley Smith make it into MotoGP. Something Oz doesn’t have, but probably needs, it has a such a small population but a huge pool of talent, you see it in dirt track.

“We as Australians need to prove ourselves again… the important thing is winning races and winning championships. I can proudly say that I got my way through the Australian Championship when it was strong, then did what I had to do to get my way to Europe. You can make it to the world championships you just need to find your path,” Brian Staring said.

So maybe the world is watching us after all?

– Brian Dyer Continued on next page

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Launch report: Polaris Model Launch 2014

AUSSIE INSPIRED

ATV giant Polaris recently launched its new model range at the Werribee 4x4 Proving Ground with some stand out performances – some were expected, however a few models took me totally by surprise. From the Aussie inspired UTE to the all-new Sportsman ACE, Polaris showed it still has what it takes to grab your attention.

With 10 models on display, it was a jam-packed outing and worth checking the Polaris website to find out about them all – there was everything from the sports madness of the RZR to the practical balance of the Ranger series. Here are the stand outs…

UTE 570 H.D. Polaris is well known for its ATV range and has unashamedly pursued the Australian market with its latest model, the UTE 570 H.D. As the name suggests, this machine is directed squarely at the agricultural market with a range of features designed for Aussie conditions.

The winner for me was the Engine Braking System and 4 Wheel Descent Control.

At the proving ground in Werribee, we drove this ATV down a 45 degree gradient (yes, you read that right, I thought I would fall forwards) – with no hands. It felt completely under control and just goes to show how far this technology has come. If you live in steep country, make sure you check this feature out.

The UTE is fitted standard with blinkers, mirrors and tail lights - everything you need for registration. In this day and age of workplace health and safety, I think it is a great idea that Polaris has these items installed at the factory. No more aftermarket fit outs for compliance.

The American Polaris engineers, who made special trips to Australia to bring the UTE to fruition, agreed that Aussies

Continued on next page

QUAD TORQUE

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Launch report: Polaris Model Launch 2014

AUSSIE INSPIRED N REPORT BY MATT O’CONNELL N PHOTOS POLARIS

needed a more rugged ATV. To that end, the UTE comes equipped with sealed driveshaft splines, ball joints and suspension bushings.

I only had a short ride on the UTE over the Werribee 4X4 course and it certainly didn’t disappoint, it is worth a test ride to experience the descent control alone. For general riding, the UTE is hard to fault. Power is delivered by a mid sized 567cc EFI single cylinder engine (same as the Sportsman 570).

There are ample storage options front and rear, with the rear tipping tub able to hold 180kg.

The UTE is equipped with on demand All Wheel Drive, which does mean you don’t get to choose when it is engaged, but it does seem to work well.

As for colour options, I hope you like blue because that is the only choice!

Sportsman ACE The ACE is a completely new concept for the Australian market and if the ‘grins on faces’ after the test ride are any indication, I would suggest placing an order with your dealer now. Seriously.

I’ll admit, I waited to later in the day to try it – after all, how inspiring can a 32 horsepower engine be after you’ve been defying gravity with Cody Crocker in an RZR? (see below).

Put simply, driving the ACE is one of the most fun experiences I have had on four wheels in a long time! I would have stayed on it all afternoon if I could.

The driver is located centrally in a fully adjustable bucket seat which makes a big difference compared to the SxS seating alternative. The controls feel natural, precise and intuitive. The whole vehicle feels really well engineered – not just a gimmicky toy.

The ACE has some 26cm of ground clearance and just over 24cm of rear suspension travel, it feels like you are going super fast.

While the fun factor is turned up to 11, it is easy to lose sight of that fact that the ACE

Continued on next page

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Launch report: Polaris Model Launch 2014

AUSSIE INSPIRED

is a practical machine as well. Well appointed storage both front and rear means you can transport a good swag of tools for a days work.

Price is expected to be around the $10k mark, and I believe it is excellent value for what it is.

The ACE is the ultimate off road machine everyone always wanted to own growing up – but no manufacturer ever made one until now. You might lump the old Honda Odyssey into that but that was 30 years or so ago.

Honourable Mentions With such a massive day, it’s impossible to fit much more in this edition. Here are the honourable mentions...

Firstly, the WV850 Sportsman – which has to be one of the most unique ATVs I have ridden in a while. The WV850 is sold primarily to the military in the USA and is suitably ruggedised.

Fitted with non-pneumatic tyres, I was keen to find out how this ATV would handle.

You would think it would be hard work, but Polaris adjusted the suspension and power steering to suit. While the handling is peculiar, it is still comparable to normal pneumatic tyres.

If you ever need to invade a small country or just outdo the next door neighbour who thinks he has everything, this is for you. Literally unstoppable.

Secondly, how could I not mention the RZR 1000 XP4 (or ‘Family Wagon’ as I call it)?

Polaris had rally champ Cody Crocker on hand to show us all just what the RZR is capable of. It has to be experienced to be believed. We flew (literally) across terrain you would think should be inaccessible, let alone at insane speed – and Cody has the most minimal input to the controls. Show off.

After all that, I didn’t even get a chance to mention the huge range of side by side ATVs on offer or the Scrambler XP 1000, but that will have to wait for next time. n

Continued on next page

QUAD TORQUE Launch report: Polaris Model Launch 2014

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AUSSIE INSPIRED

Continued on next page

QUAD TORQUE Launch report: Polaris Model Launch 2014

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AUSSIE INSPIRED

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LETTERS

K C A B I G N I U TO RQ

Professionalism

Firstly, thanks for the great magazine both hard copy and electronic.

I read your professionalism article (January 2014 Editorial) with great interest, especially having just returned from visiting two motorcycle shops with my son.

As a new rider, he is looking at a larger LAMS option bike that will do him for a number of years.

While I won’t name businesses, the first had no idea and did nothing to try and get his business. The second was a little more helpful but still did not try and get a sale from my son. Neither offered to organise a demo ride, took down his details or assisted in getting him on their bike of choice.

With small businesses regularly commenting on how tough it is in the marketplace, they are not doing themselves any favours by not making the most of all sales opportunities.

– Geoff Manley

Training times

I have an issue with how rider training is being approached for new riders: I’m 54 and learnt to ride on a BSA Bantam at the age of nine (on a farm luckily). That being said, I have come to the conclusion the government should be running motorcycle training courses as opposed to some of these private operations.

A bit of a radical statement maybe, but based on my limited experience with one of these operations I have found they adopt the same teaching principles as TAFE, don’t let anyone fail!

After more than 30 years as a pillion passenger, my wife decided to go for her bike licence. Knowing how well she rides a pushbike and valuing our long term marriage I thought it best to book her in to a well known rider training course so she can learn the necessary skills to stay alive on the road as opposed to my 45 years of hack rider training.

Two days passed and she comes home announcing she has been officially passed to obtain her learners permit and ride with the best on the road. Luckily one of my sons (who I taught to ride) was on the same course. Shaking his head “I don’t believe they passed her”.

Aside from expressing her concerns about her riding ability she managed to forget to change gears, negotiate

WRITE A LETTER!

WIN A GREAT PRIZE This month Paul Grace has won a Cargol Turn & Go puncture repair kit.

Available from better bike shops everywhere and there’s a video of one being used on the Cycle Torque website.

Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@cycletorque.com.au.

the corner and rode up over a curb and down an embankment resulting in being dislodged from the bike and suffering multiple bruising.

In her words “I can’t remember a thing, I don’t know how I missed the trees”.

Let’s cut to the chase – the instructor, a knowledgeable rider with 30 years experience on a postie bike asked her if she wanted to pass the course or do it again! WTF, is he on a bonus system for achieving 100 per cent pass rates?

Luckily someone has a bit of commonsense and will not let her ride on the road until she passes a reputable training course. All I can say is the course provider involved should hang its corporate head in shame and recruit better trainers with realistic rider outcomes.

We are not dealing with marketing or business courses hear, people’s lives are at stake!

– Dean Finch

My Learning Experience

After reading the cruiser letter in your March edition I thought it might be worth writing of my experience.

I am a new motorcycle rider. I’ve dreamed of riding bikes since I was a kid, drooling over motorcycle ‘cards’ even back in primary school. Around Christmas 2012 I decided I had waited long enough, and at the age of 48 made the decision to start riding.

First up was working out how to get my licence. Booking and doing my learners in SA was a good experience, with a helpful and patient team teaching me the basics before letting me loose on the road. I looked at a lot of bikes on the net and talked with friends about what to ride, and ended up buying an XVS650 Yamaha, as I was attracted to the cruiser format, my intention being to ride for enjoyment, mainly on weekends.

It was quite scary jumping straight onto the 230kg cruiser for my first ride on public roads, and a few mistakes were made, none of any significance. Since then I have been out on average every weekend, and it has become a source of great enjoyment. I live in the Adelaide Hills, which I think is a riders’ paradise, getting to know well sections of road like Greenhill Road at Carey Gully, Bull Creek Road, not to mention the Amberlite in Lobi, Meadows Bakery and many other great spots for coffee, breakfast etc.. Riding with mates is now something I look forward to, and fondly look back

on. A couple of track days at Mallala (yes, on the only cruiser present) were also amazing experiences, as well as a great way to learn hard braking, tight cornering, and how to have lots of fun with speed.

Thanks for your great mag. Motorcycling is addictive, it’s one of those things where you just want to find out more, learn more and share more.

– Paul Grace

Vietnam thanks

My wife Jan and I would like to thank the Cycle Torque team and Vietnam Motorbike Tours for an outstanding experience.

The 9 day/8 night adventure combined breathtaking scenery, fantastic roads and some great challenges.

Scoot around a corner to find a herd of water buffalo, cattle or goats - interesting and fun.

Who would have thought you could have so much fun on small capacity cruisers.

Also we were very fortunate that the group you put together turned out to be a fantastic team of people who enjoyed each other’s company and had a heap of fun together.

The team from Vietnam Motorbike Tours did a marvellous job of keeping all of our bikes maintained and roadworthy throughout the trip (this was no mean feat considering we raced them half of the time).

The food in Vietnam is fantastic and we managed to eat in all manner of restaurants and cafes around the country to satisfy our taste for the exotic.

Would I change anything? Apart from the beds in Khe San (I think Khe San is Vietnamese for hard bed) there is nothing else that was a problem. If anything we should have given ourselves some more time in this beautiful country.

Oh well we will just have to go back and do a tour either further South or North next year.

Thanks for the ride team.

– Jim Crawford

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