Cycle Torque March Digital Edition

FOR THE LATEST NEWS, VIDEO AND BOOKS, GO TO CYCLETORQUE.COM.AU www.cycletorque.com.au MARCH 2012

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ALSO RIDDEN: :: HUSABERG TE250 :: YAMAHA XJR1300

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HUSQVARNA TE310

A D N HO 1000RR CBR

, R E C A R G A R D 4 -1 X Z I K A S A W A K : S E .

O O -D FEATUR A E S , D N A L ICK NOW March 2012 – 1

MARCH 2012

RIDDEN HONDA

CBR1000RR TEST

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HUSQVARNA

TE310 Test

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Win an MV Agusta Brutale www.cycletorque.com.au

YOU could win a brand new MV Agusta Brutale 1090R (RRP $19 990 ride away) in a raffle jointly sponsored by MV Agusta Imports, Trooper Lu’s Garage and BEARS Motorcycle Racing Club.

Tickets are $50 each and there are only 1000 available and can be purchased on line using PayPal. But it doesn’t end there – 2nd prize in the raffle is a set of Ricondi R-Tech race leathers complete with Compression Suit and R-Tech gloves (RRP $1364). 3rd prize is a Shark Racer R helmet (RRP $650) plus there’s 10 other prizes of

clothing all featuring Trooper Lu’s Garage logo.

Tickets will be available from the websites listed below, or they can be purchased in person from Trooper Lu’s Garage (Unit 3/80 Heathcote Rd, Moorebank).

The raffle will be drawn at the Australian Moto GP in October and the winners will be announced via the motorcycle media.

Websites where the tickets are available: www. trooperlu.com.au, www.mvagustaimports.com, www.ozbearsracing.com.

YAMAHA

XJR1300 Test

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HUSABERG

TE250 Test

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SEA-DOO

RXP Test

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FEATURES 34 KAWASAKI ZX-14 36 BOOK STORE 40 CT PEOPLE – Warwick Nowland 43 QUAD TORQUE

REGULARS 03 12 13 15 16 38 44

NEWS TORQUE RACE TORQUE GUNTRIP EDITORIAL DIRTY TORQUE BIKE STUFF TORQUING BACK: LETTERS

Cover photos: Fireblade by Lou Martin

Husaberg by Matt O’Connell

2 – March 2012

NCR comes to Oz

BOUTIQUE motorcycle business Motocicletta has been appointed official NCR centre for Australia and soon will be bnringing the new NCR M4 and M4 One Shot to Australia.

The NCR M4 has an air-cooled 1100cc Ducati EVO engine and produces 107 hp at 7500rpm, torque of 84ft-lbs (115Nm) and a weight of 286 lbs (130kg) with oil and battery.

The NCR M4 One Shot comes with NCR Ducati 1200 air cooled EVO motor complete with billet stroker crank, titanium connecting rods, titanium hardware throughout and NCR-EVR slipper clutch. It produces 132hp at 8700 rpm, torque of 105-ft-lbs (143 Nm) and a weight of 278lbs (126kg).

NCR also produces a wide variety of parts for the NCR M4 and NCR M4 One Shot including full titanium race systems, front end and tail section options along with several hundred different parts and accessories.

The new street legal motorcycles are being homologated initially for US and European markets before heading Down Under.

For more information contact Motocicletta on info@motocicletta.com.au or check out www. motocicletta.com.au n

Vale Stephen Dearnley THE very first member of the Ulysses Club, Stephen Dearnely, passed away on February 11.

Dearnley was a revered figure in the Ulysses Club, being essentially the founding member back in 1983.

Riding until the age of 84, Dearnely undertook an around-Australia fundraising ride in 2002 on a 650cc motor scooter at the age of nearly 80, raising $35,000 for arthritis research, motivated by the sad loss of his wife to rheumatoid arthritis in 1996.

The Ulysses National Committee asks that all condolences be sent via the National Administration Office at PO Box 3242 Narellan N.S.W. 2567, email administration@ulysses.org.au, and has advised that a memorial service will be held at the Mildura AGM Event 2012. A tribute page to Stephen will be available shortly in the Members’ area of the Ulusses Club national website at www.ulyssesclub.org.

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HONDA GETS ADVENTUROUS 1200cc Crosstourer on its way

HONDA is taking on the big-bore adventure bike market with a V-four powered high performance machine called the VFR1200X, which will also be known as the Crosstourer.

Honda claims the Crosstourer’s flexibility will deliver all the fun and excitement of a sports tourer with the comfortable upright riding position and manoeuvrability of an adventure machine.

Due for release next month, it is a significant and important expansion of Honda’s state-of-the-art V4 model line-up and with optional features such as Honda’s Dual Clutch Transmission.

It’s powered by a 1237cc V4 engine which has been installed for the first time in a Honda adventure sports touring motorcycle.

The engine has been optimised for stronger low and medium rpm drive, delivering smooth power to make the Crosstourer feel effortless on long rides.

Boasting the option of Honda’s Dual Clutch Transmission it uses two electronically

controlled clutches with the system offering the choice of manual gear shifting and two fully automatic modes - one for general use and another for high performance riding.

The die-cast aluminium frame mounts longtravel suspension systems front and rear to deliver a comfortable ride.

Both suspensions offer generous amounts of controlled, bump-absorbing travel.

The rigid 43mm upside-down telescopic forks offer reassuring control with precise steering and stability even during hard cornering and heavy braking.

Meanwhile the Pro-Link rear suspension configuration combines strong traction and ride quality. Both ends are adjustable for tension and preload.

The Crosstourer will be available in Pearl

Sunbeam White and Candy Prominence Red. Pricing will be announced shortly. For more information check out www. hondamotorcycles.com.au n

Shaft drive, full panniers, crash bars and more: looks good.

March 2012 – 3

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WSBK primed for 2012

damp patches around from the overnight rain. Having said that, it wasn’t the damp that caused the crash. I was on a used tire and Tom Sykes. probably on the last lap before pulling in. I exited turn one and might have been just a little bit too hot for the condition of the tire going into turn two, when suddenly the rear came round even before I got on the brakes. I was spat off and unfortunately came down on my right hand, the same one that is missing a bit of finger.

“The important thing is to get the hand sorted correctly and be completely right before I race,” admitted Hopkins. “It may be better to miss Phillip Island and then use the six weeks or so before Imola to get back to 100 per cent. We’ll see. I want to say thanks to the Crescent Fixi team for all its efforts and sorry to Suzuki and all the team’s sponsors – we’ll be back and fighting for the podium soon.”

While the superbike riders gear up so is Supersport World Championship rookie Jed Metcher. Metcher, who hails from Victoria won the European Superstock 600 championship in 2011 and is making the leap up to the Supersport championship with European-based, Russian-backed Team Rivamoto on a Yamaha YZF-R6.

AS Cycle Torque went to press many of the leading World “My goal for 2012 is to finish in the top eight of the championship,” said Superbike Championship contenders were hard at work testing Metcher. “In this financial climate a rider cannot lack results if they want their 2012 machines at Phillip Island. to stay at the top and progress through the ranks.

Most of the cash-up teams take the chance to undertake unofficial testing prior to the official test just a week out from the opening round “2012 will be the biggest challenge of my career, but I know I have the right people around me to achieve my goals and I am fully prepared to at Phillip Island on February 24-26. take on the challenge.

Cycle Torque could only report on day one’s proceedings as the printers were waiting, and Kawasaki’s Tom Sykes proved fastest with a blistering “And Phillip Island of course! That will be our first real challenge with a completely new package. I am super excited about it, but we will have 1’33.0 lap time on his ZX-10R. to wait and see how it all pans out. I know that the home crowd will be Last year’s champ Carlos Checa took his Ducati, interestingly an 1198 strong and I can’t wait to impress them.” rather than the new Panigale, to second place at 1’33.3.

Rivamoto will be managed by former GP star Jeremy McWilliams, and Eugene Laverty, riding for Aprilia, set a similar time to Checa, and BMW Metcher will have two Russian team-mates alongside him. riders Marco Melandri and Leon Haslam were up there too, posting The opening round of the 2012 World Superbike season will be slightly slower times than Laverty and Checa. held February 24-26 at Phillip Island. Fancy a weekend at the world Australian David Johnson is contesting the first round as a wildcard on superbikes? It’s super easy to book. Go to www.worldsbk.com.au or ring an Australian prepared BMW S 1000 RR, lapping the PI circuit at a best the SBK toll free Hotline on 1 300 728 007. n of 1’35.7 with better times expected as machine setup was improved.

Sykes was happy with his times, the English rider setting the majority of Jed Metcher practising for the World Supersport Championship. He’s an Aussie to keep an eye on… them in race set up rather than with qualifying tyres.

“We were just working on bike balance, getting it all dialled into the circuit, just relaxing and enjoying it. I was happy that we were showing good consistency.

I did not do a full race run but we did use the same tyres for a long time.”

American John Hopkins (Crescent Fixi Suzuki), the former MotoGP rider who spent last year racing in the British Superbike Championship came to testing full of confidence after finishing second in the BSB title.

Hopkins’ confidence took a battering at PI though, after crashing on day one of testing, fracturing his left hand. This put Hopkins out of any further testing and it’s likely he may miss the first round as well.

“This feels so devastating because I was feeling really comfortable on the bike right from the start,” continued Hopkins. “I was running the 2011-spec bike with just small modifications to the engine and the new Yoshimura exhaust and hadn’t yet got on the full 2012 bike. But I felt that the GSX-R had already been improved in the areas it needed to be.

“The track conditions were not the best and we started the day a bit late because there were some March 2012 – 5

Aprilia back in newcastle

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JOHN Sample Automotive, Australian importers of Aprilia motorcycles has announced the appointment of a new dealer in Newcastle. Brisan Motorcycles officially became an Aprilia dealer on January 25 and has already started delivering bikes to customers.

Brisan Motorcycles recently opened a huge new store and sells a number of upmarket brands.

Team working with us at Brisan Motorcycles.

The Aprilia brand completes our brand portfolio very well by allowing us to offer a truly top shelf European Sports bike product line. Our staff are all very excited about the Aprilia brand now being available at Brisans.”

An official opening and demo event is scheduled for March 17th. Booking on that day will be essential. Call Brisans on 02 4940 8777 to book your spot. n

Dealer Principal Clint Davis said “we are very pleased to have Aprilia and the John Sample

www.cycletorque.com.au PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 Email: info@cycletorque.com.au Editor CHRIS PICKETT Advertising DENNIS PENZO, 0420 319 335 dennis@cycletorque.com.au Design & PRODUCTION Dionne Hagan, THE D MEDIA DESIGN Accounts: Rebecca Eastment bec@cycletorque.com.au Managing Editor Nigel Paterson

Don’t forget Barry THE 7th annual QBE Barry Sheene Festival of Speed will be held at Eastern Creek on March 23-25.

This event is one of the biggest meetings in the Australian road racing calendar.

as the team captain for his country.

There is expected to be a big showing from the Kiwis, both with solos and sidecars.

UK classic racing champ Bill Swallow has been confirmed for the event, racing a Manx Norton, as has ‘Mr Superbike’ Robbie Phillis, and multiple Aussie superbike champ Shawn Giles (see photo), both on Period 5 Suzuki Katanas.

It’s billed as a festival and it’s exactly that. Besides the racing there’s displays from numerous clubs, a huge show ‘n’ shine, trade displays, Malcolm Campbell will be riding a and spectators can get right up close Honda RC30 in the Period 6 class, with the racers and their bikes. and there could even be a Honda In 2011 spectator numbers were Moto3 GP bike doing demo laps. And fantastic, and they have grown each if that isn’t enough there will be two year since the event’s inception. all girl sidecar teams bringing a bit of Former world champ, and Isle of Man glamour to the festival.

TT winner Graeme Crosby will fly Go to www.barrysheene.com.au for across the ditch from New Zealand more info. n

6 – March 2012

Regular contributors: Darryl Flack, ADRIAN FOWLER, Bob Guntrip, Keith Muir, Alex Pickett, Darren Smart, Todd Reed, Friedemann Kirn, WWW.2SNAP.COM, col Whelan, ‘Aunty’ Mal Cherlin, Tony ‘Carnage’ PENFOLD.

Cycle Torque is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147 Printed by RURAL PRESS, NORTH RICHMOND. Print Post approved PP255003/04198 ISSN 1441-8789 Cycle Torque is available from bike shops across Australia.

If you can’t find our latest issue, call 0420 319 335.

Subscriptions are available. $24.95 per year, call 02 4956 9820 for details.

Copyright 2006. All rights reserved. No part of this publication may be reproduced in any form, including electronic, without written permission of the publisher. PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.

Rider agreement filters through IN A landmark agreement signalling much needed collaboration on the issue of legitimising lane filtering, the Motorcycle Riders Association Vic (MRAV), Australian Motorcycle Council (AMC), Victorian Motorcycle Council (VMC) and the Australian Riders’ Division (ARD) of Motorcycling Australia (MA) have co-signed a Memorandum of Understanding agreeing to support the proposal put forward late last year to VicRoads by the ARD. The agreement also means that in order to achieve a consistent message on the issue of filtering, the signatories will refer all media inquiries relating to filtering to Rob Smith, Manager of the ARD. The proposal calls for the recognition and legitimising of filtering at a national level, but has a larger objective of informing drivers and requiring them to look for motorcycles as part of their shared responsibilities.

“At the moment, official driver safety publications advise drivers

on sharing road space with trams, trucks and bicycles, but provide no advice on how to behave with motorcycles,” Smith said.

“There is no empirical evidence anywhere that filtering is dangerous and the benefits to the driving community and the wider community are being ignored for no good reason.”

Following the preparation and submission of an initial proposal, the ARD is in the process of preparing a second paper that hopes to address the call for a ‘more compelling case’ following a recent meeting between interested parties and VicRoads.

Historically rider groups have been fragmented, a situation that has meant a lack of co-ordination and communication, certainly in the eyes of government and authorities.

“There has never been a safer time to be a rider than today and achieving recognition of filtering can only make things safer.”

For further information check out riders@ma.org.au. n

PIT BITS

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Trials for OZ AUSTRALIA has won the right to host two rounds of the 2012 SPEA FIM Trial World Championship on the 26 and 27 of May in Maldon, Victoria.

This is the first time a Round of the World Championship has been conducted in Australasia. The event is on the same tier of FIM events as the MotoGP held at Phillip Island.

MA subs MOTORCYCLING Australia (MA) has advised that rule change submissions must be received by 1 March 2012 to be considered for inclusion in the 2013 Manual of Motorcycle Sport (MoMS).

category with Honda this season. Josh shows great potential and will fit in very well with everyone in the team. He will get his first taste of the CBR600RR soon in our first official test and I am sure he will do well going into the first event.”

MRRDA in 2012 NOW in its 6th season the MRRDA is back with a five round series in 2012.

The MRRDA season kicks off at the Mount Gambier Mac Park circuit to host an Easter meeting on April 7th and 8th.

On the program are 250 proddie, 600 Superstock (age limit of 21) as well as Nippers, Junior 2-stroke, Junior 4-stroke, 125GP, and 250GP Mono.

The MoMS contains the General Competition Rules, which govern the participation and conduct of Motorcycle Sport in Australia. Changes are sometimes made to these rules to make competition easier or fairer, to reflect changes in technology or equipment, or to make the meaning of the rules clearer.

Go to www.mrrda.com.

Pirelli for BEARS

Waters and Attard will make up the team’s two-rider factory squad in the Superbike ranks, intending to debut the new model at the opening round of the series.

PIRELLI Motorcycle Tyres have been appointed as the Official Tyre Supplier for the Bears Australia Motorcycle Racing club for 2012.

This agreement will see Pirelli racing tyres available to all Bears competitors at each National Challenge round, as well as club round events. Special pricing on these tyres will also be available to Bears Racing club members, including reduced pricing on the Diablo Superbike Pro club racing slick tyre.

Pirelli Tyres for the Bears series can be purchased via authorised Pirelli Race Centres only, which are listed at www.linkint.com.au.

Old school HISTORIC Winton, Australia’s largest and most popular all-historic motor race meeting, presents a weekend of non-stop racing featuring over 400 historic racing cars and motorbikes from the 1920s to the 1980s.

Highlights include the ever-expanding Shannons Classic Car Park featuring car and bike club displays, spectator access to the competition paddock where all the fabulous old racing machines are on open display.

If you have a classic or special-interest car or bike, you’re welcome to join the spectator car park display on the Saturday or Sunday.

Raceway entry fees: Sat $20, Sun $30, competition paddock $5, children 14 and under n/c.

Public enquiries: Noel Wilcox, ph 03 5428 2689 or email noelwilcox@ rocketmail.com.

Elsinore at HBBB

Team Suzuki Australia lineup JOSH Waters will once again compete in the premier Superbike ranks aboard the Phil Tainton Racing-prepared 2012 model Suzuki GSX-R1000, to be joined by experienced Team Suzuki newcomer Ben Attard.

Phillip Island gets Australian Endurance Championship until 2014

MOTORCYCLING Australia has appointed Phillip Island Operations as the promoter of the Australian Endurance Championship for the three year period 2012 to 2014.

The Championship will be held at the iconic Phillip Island Grand Prix Circuit in Victoria, and will continue the successful eight-hour format from 2011.

Carr for AARK AARK Racing has announced that Mitchell Carr will be racing a Triumph Daytona 675R in the ASBK Supersport rounds, and all the Formula extreme rounds that do not clash for the 2012 calendar year.

BEARS 2012 race dates April 7/8 Eastern Creek NSW; April 14/15 Broadford VIC; May 5/6 Morgan Park QLD; June 23/24 Broadford VIC; August 4 Wakefield Park NSW; September 29/30 MacNamara Park SA; December 1/2 Phillip Island VIC. For more information about BEARS contact club president Scotty Brown on (02) 6553 6223 or 0427-536223.

Speedweek Downunder QUEENSLAND raceway will host Speedweek Dowunder on March 16, 17 and 18.

THE 2012 Honda Broadford Bike Bonanza (HBBB) will honour Honda for its The festival is a family friendly, alcohol free, bike festival with something contribution to Australian motocross with a unique motocross exhibition, boasting the rare assembly of one of every model Motocross bike from the for everyone including camping, rides, motocross shows, demos, fireworks and dozens of trade vendors making up a huge bike supermarket. first production model (the feather light and ungodly fast) Elsinore 125 to After gaining the full support of the Ipswich City Council, the event the last of their air-cooled motors in 1984. organisers Dom Studin and Daniel Dries secured the largest venue in Highlights of the HBBB exhibition will include the actual Hondas that Queensland by signing a six-year contract with Queensland Raceway. motocross star and pioneer Jeff Leisk rode to his Aussie titles, and This show allows you to participate in events, test rides, purchase or examples of Mugen Hondas developed for a brief period by Soichiro finance your bike on site, camp with your mates while watching stunt Honda’s son Hirotoshi. shows and listening to live bands. This show has it all.

The factory RC 500, which Jeff Leisk rode in his last year of international competition, will be seen for the first time in public at the exhibition.

Hook on a Honda TEAM Honda Racing has announced its return to the 600 Supersport category in 2012 with last year’s Australian 125GP Champion Josh Hook joining the team onboard a Motologic-prepared CBR600RR.

The festival will feature bands such as: The Giants featuring Angry Anderson, Black Horse Six, Chasing Sun and Death Valley, combined with entertainment from Showtime FMX and Stuntz Inc featuring Matt Mingay.

For more information please contact Danon 0478 031 614 or email: info@ speedweekdownunder.com. n

“This is very exciting news for Team Honda Racing, said team boss Paul Free. "The Motologic team has not competed in the 600 Supersport class for a few years now and we are all looking forward to returning to the March 2012 – 7

SMALL TORQUE

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Speed Triple R correction

HondaJet Takes Off

TRIUMPH Australia has corrected the price for the Speed Triple R/ ABS (Switchable) which will be $22,290 plus ORC.

HONDA Motor expects to corner at least a quarter of the market for small business jets after delivering its first batch of HondaJets next year, achieving the company’s long-standing goal of taking its technology to the skies.

Triumph will not be importing the non-ABS version into Australia.

Using the standard Speed Triple as its base, the R version employs even higher-specification chassis components to take handling to yet another level.

With MotoGP developed Ohlins suspension front and rear, Brembo monoblock brakes and lightweight forged aluminium wheels, as well as sporty new colours and graphics and switchable ABS as standard fitment, the Speed Triple R/ABS represents pretty good value.

For more information on Triumph’s 2012 range check out www. triumphmotorcycles.com.au.

Suzuki's free smart phone Apps TO celebrate the unveiling of the 2012 GSX-R1000 and arrival of the 2012 V-Strom 650, Suzuki has launched two free smart phone apps dedicated to these impressive street machines.

With comprehensive model information, action footage, 360 degree viewer, image and accessory galleries, these apps give riders the opportunity to download their favourite bikes directly onto their favourite smart phone or tablet.Additional information on these two Suzuki models and links to download the free apps are available via the following links: Suzuki GSX-R1000 and Suzuki V-Strom 650.

Rock Show OWNERS of classic motorbikes or scooters manufactured before 31 December, 1978 are encouraged to register for the 21st annual Rock & Roll Rendezvous at the National Motor Museum at Birdwood, South Australia on Sunday, 22 April. Over 5000 people are expected along with more than 400 pre-1979 vehicles, all competing for the best dressed and best category prizes.There will also be dancing demonstrations, a huge dance floor, great retro fashions, a special kids’ entertainment area along with plenty of regional food and drink to keep you rockin’ all day long. Pre-entries close on Friday, 13 April, costing $16 for scooters and motorcycles. For entry forms and more information visit www.rocknrollrendezvous.com.au, or contact Pauline Renner on (08) 8568 4034.

Woman of the Year THE Australian Riders Division (ARD) of Motorcycling Australia (MA) has announced Kim Krebs as 2011 winner of the inaugural ‘Woman of the Year’ award at the Celebration of Women’s Motorcycling in Yackandandah, Victoria.

Kim, from Yackandandah, accepted the prestigious award in her home town on Saturday,January 28 in front of approximately 100 female riders gathered from across the country for the celebration.

Honda, the world’s largest manufacturer of motorcycles and engines, says its $US4.5 million HondaJet has a quieter engine, 20 percent better fuel economy over competing models and an operational cost advantage of 30 percent. The HondaJet’s engine is made by a joint venture between Honda and General Electric.

Honda’s ambition of making the seven-seater jet traces back to its iconic founder, Soichiro Honda after building Honda’s first motorcycle in 1947 and car in 1962. The HondaJet will make Honda the only vehicle and motorcycle manufacturer in the world to build its own aircraft.

Honda Aircraft Company, a wholly owned subsidiary of American Honda Motors Inc, was founded in 2006 at Honda Aircraft’s world headquarters in North Carolina, USA.

Get dirtwise SHANE Watts has a new training video out concentrating on circle ruts.

There’s also lots of other riding tips and info, and course dates.

Check it out at www.shanewatts.com.

Youth Gold Trophy applications MOTORCYCLING Australia (MA) is calling for applications from riders seeking to compete in the 2012 FIM Individual Speedway Youth Gold Trophy 80cc, to be held in Vetlanda, Sweden on 4 July.

To be eligible to ride at this event, competitors must be aged between 12 – 16 years, as per the 2012 FIM Medical Code.

Prospective riders are advised that MA funding is not guaranteed for this event, and applications should only be made under the assumption that all costs will be funded by the competitor.

Application forms may be downloaded from at www.ma.org.au/forms and must be returned by Friday 9 March 2012.

A Penney for your dreams A CHARITY memorial ride will be held on the Gold Coast hinterland on March 17 in memory of Myles Penney.

Myles was owner of Gold Coast Ducati and much respected in the motorcycle community.

The main event of the ride will be held at the historic Rivermill, Clagiraba and proceeds will be donated to the Starlight Foundation to help chronically ill and terminally ill children.

The main event will feature live bands, a sausage sizzle and an auction/ raffle of items donated by local dealers.

The award recognises Kim’s achievements as a Land Speed Record (LSR) holder, her continued dedication and unique contribution in an often overlooked discipline of motorcycle sport.

For more information check out www.penneyforyourdreams.yolasite. com.

Kim achieved recognition as the ‘fastest woman in Australia’ when on the salt flats of Lake Gairdner, South Australia, she set a Land Speed Record of 188.412mph (303kmh) in 2010 on her Suzuki GSX-R 750. Rob Smith, Manager of the Australian Rider’s Division, was thrilled to present Kim with the inaugural award.

Travel journo and guide book author lee Atkinson has published an iPhone/iPad App entitled Australian Road Trips, and it’s available now through the App Store on your device or through iTunes for just $4.49.

iRoad Trips

With 25 long distance holiday routes and lots more shorter trips, there’s heaps to learn. Each trip includes distances, recomendations on what to see and do, where to eat and lots more.

“Kim represents all that is good and inspiring about Motorcycle Sport and we’re proud to recognise her, her hard work and her achievements.” There’s an incredible 2300 photos there…

The ‘Woman of the Year Award’ will presented yearly at the annual Keep an eye on Cycle Torque for a review in our occasional E-Torque Celebration of Women’s Motorcycling to an outstanding female column…n involved in motorcycling, nominated over the previous 12 month period.

For further information about the award, and to learn more about the 8 – March 2012 Celebration of Women’s Motorcycling visit www.ard.org.au.

NEWS TORQUE

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Gasoline fuels cool culture

THE newest centre for cool culture in Sydney, Gasoline Custom Garage, on 130 Parramatta Rd, Camerdown, has just received ADR compliance for Zero Engineering Samurai Choppers.

Bikes will be available from the end of February with prices starting at $29,000 ride away with two years’ warranty.

Gasoline will certainly fuel your thirst for hot Harleys and American muscle cars which feature prominently throughout the store.

“The idea of the shop is to give motorheads a bit of a sanctuary in Sydney,” says shop manager Buster.

“We are the sole Australian retailer of the Zero bikes; awesome looking low-slung bikes,” he said.

“They have all the benefits of a custom model in a production bike. We have a two year warranty on these bikes, you can finance them, you can insure them, they are registerable.

“We also run rides for our customers every Wednesday night. We want Gasoline to become a bit of a focal point for people to meet.

“We leave the shop at 6.30pm. All our customers are more than welcome.

“The more choppers and hot rods the better, but we won’t turn anyone on stock bikes away, they’re more than welcome.

“We always keep a few cars on the showroom and switch them around from the stock we keep at our warehouse, but we’re primarily a motorcycle shop with some cars in it.

“The shop also has apparel, a fully equipped service workshop as well as V-twin parts and accessories.”

Below: The Zero At the moment there’s a late ’60s mustang and an old ute on the Engineering custom floor.

“All our bikes are mint, low kilometre Harley-Davidsons,” says Buster.

“We’ve got some earlier models as well like a Panhead and a couple of Shovels.”

For further information contact Buster on (02) 9565 5575 or 0439 009 269 or check out www.gasolinecustomgarage.com.au n

March 2012 – 9

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BRUTALE 1090 RR A Superbike without Fairings

The legend is reborn! No fairing, pure design and performance, the Brutale RR 1090, a true superbike with 158hp. Maximum performance without compromise, this is the creed of the new Brutale RR 1090.

The 1078cc four-cylinder engine with radial valves offers the highest power output ever by a Brutale.

New camshafts, new intake tracts, new throttle bodies (same bore diameter as the F4) all contribute to the record power level of 158 hp.

Available in 3 color combinations: Matt Mango Grey/ Matt Black, Red/Silver, Red/White/Blue.

- 116.5 kW (156 HP) at 11900 r.p.m.

- 112 Nm (11.2 kgm) at 8100 rpm - TIG welded ultra-light CrMo steel tube chassis - On the fly adjustable maps and 8-level traction control - Adjustable steering geometry - Brembo monobloc front brake calipers with 320mm rotors - Marchesini 10-spoke forged aluminum wheels - Slipper clutch

$22,990 ride away

VICTORIA Peter Stevens Motorcycles 347 Elizabeth Street Melbourne 3000 Tel. 03 9602 5833

NEW SOUTH WALES Trooper Lu’s Garage 3/80 Heathcote Road Moorebank 2170 Tel. 02 9602 3773

WESTERN AUSTRALIA Rick Gill Motorcycles 11-13 Main Street Osborne Park 6017 Tel. 08 9443 3555

QUEENSLAND Moto Arena 49 Lawrence Drive Nerang 4211 Tel. 07 5596 6655

SOUTH AUSTRALIA Peter Stevens Motorcycles 221 Franklin Street Adelaide 5000 Tel. 08 8212 1494

Central Coast Motorcycles and Scooters 5 Hely Street West Gosford 2250 Tel. 02 4324 3355

TASMANIA Shearwater Motorcycles 102 Alexander Street Shearwater 7307 Tel. 03 6428 7077

Sunstate Motorcycles 76 Aerodrome Road Maroochydore 4558 Tel. 07 5479 4344

mvagustaimports.com.au

10 – March 2012

www.cycletorque.com.au

‘Big Ben on the Up’ says Mladin

Right: Beating Mladin in US Superbikes… few riders ever did that. Below: On the factory Yamaha last year.

“I think Ben will have a bit more success on the 1000…”

BEN Spies’ one-time nemesis and Yoshimura Suzuki teammate Mat Mladin believes the Texan will improve on his injury-ridden 2011 season aboard the new Yamaha YZR-M1 1000 MotoGP bike. A slightly bigger build to Spies, Mladin believes the Yamaha rider was handicapped on the unpopular 800 that wasn’t suited to hauling his relatively large frame compared to his diminutive rivals.

“I think Ben will have a bit more success on the 1000, depending on how they set the bike up, especially the engine,” Mladin said. “I mean look at Ben. He’s five-foot tenand-half (180cm), 70kg at a minimum and he had to go as fast as Dani Pedrosa who is five-feet two (148cm) and weighs 55kg, on a week-in, week-out basis on an 800cc motorcycle.

Hello?”

Mladin says that flowing tracks will suit the man he once described ‘maybe as good as Valentino Rossi’. For the record, Spies won a GP last year and Rossi didn’t. “There’s going to be races where Ben’s going to do well and win like he did at Assen, which is a perfect example,” Mladin explained. “Every corner there leads onto another corner with a couple of short straights that lead onto other fast corners, high-speed braking on the lean and

the back section through the esses; that’s the sort of circuit where he can do well. It’s not a typical gas it out from a second-gear corner down a big, long straight. Places like Sepang and a lot of the other tracks, standing much taller and weighing 15-20kg more than his rivals makes it hard, hard work for him.”

Spies was very competitive in the wet at Jerez before he crashed out of third place and at a damp Valencia where the conditions reduced top speeds. His relative bulk may have actually helped with traction in the wet.

The straight-talking Aussie also had this to say about the similar plight that confronted the late Marco Simoncelli that Mladin says gave rise to the Italian’s hard-charging style.

“Everybody’s was saying ‘he’s riding over the edge, he’s out of control, he’s crazy,” Mladin said. “Simoncelli was six-feet tall and weighed 20kg more than some of his rivals, and his aerodynamic profile was so out of whack compared to Casey Stoner, Pedrosa or Lorenzo.

My crew chief Amar Bazzaz has a masters degree in mathematics, and he did numbers ten years ago in America about the difference between this weight and this size and profile on the motorcycle compared with my weight and profile on the same motorcycle, and from that, the only reason Simoncelli struggled to be on the pace and sometimes crash was that he had to ride that much harder because of his extra size and weight, it’s as simple as that.

The amount of time he gave away each lap was ridiculous compared to the other guys.”

–Darryl Flack

March 2012 – 11

CYCLE TORQUE

RACE TORQUE

Guessing game A BIG part of writing this column has been making bold predictions about two things. Who is going to win, and who isn’t. We don’t get it right all of the time or even some of the time. To wit, feast on these pearls of portent that appeared in early 2008 dismissing washed-up suitors lining up to take over Troy Bayliss’s much-coveted WSBK Ducati ride. This is what happens when you really get it wrong.

“Max Biaggi has been angling for the [Ducati] seat ever since he quit MotoGP, but the Roman has been a model of inconsistency and is too old to be a longterm prospect. MotoGP refugee Carlos Checa is running into some welcome form on the Honda FireBlade, but at 36, he too is not a long-term option.”

It is now a matter of record that the “model of inconsistency” and “too old” Biaggi, one year shy of 40, dominated the 2010 WSBK championship aboard an Aprilia. Indeed, he cheekily thanked Ducati for not signing him in 2009 thus providing Biaggi with the motivation to secure Aprilia’s first WSBK crown at Imola near Ducati’s Bologna base. Equally, Carlos Checa may not have been “a long-term option” in 2008 yet the 40-year-old ran away with the 2011 WSBK championship on the Althea Ducati in between completing triathlons and climbing scary looking mountains.

The other trap is the commentator’s curse.

How many times have you heard a caller extol the virtues of a rider on his way to a convincing victory when said rider is seen tumbling through the weeds just as the commentator has uttered the word “flawless”. In 2003 Race Torque agreed with Wayne Gardner that the gritty Bayliss was looking good for a victory in year one of MotoGP. “Sometimes it just doesn’t pay to sing the praises of a rider and predict he will win a maiden GP. No sooner had Race Torque bestowed a halo of greatness on Troy Bayliss, he is now looking at the world through a prism of hurt and doubt.

Since claiming his first GP podium in Jerez, Bayliss has flicked it into the weeds on two successive occasions. Something that would be playing on his mind is that Troy’s

spills in the French and Italian GPs have followed a similar pattern; burning through the field from a relatively poor qualifying position then losing the front-end on a downhill right-hander before half-race distance with the leaders tantalisingly in sight.”

Try as he might, Troy never really got close to a win that season. Blame it on the commentator’s curse. Even those most qualified to comment have come unstuck making bold predictions. In 2005 Carl Fogarty spoke in the most emphatic terms about Chris Vermeulen’s future stardom in MotoGP. “Vermeulen is the one guy that I rate very, very highly indeed. I’ve said he’s the best thing to come out of Superbike since myself - which was a bit tongue-in-cheek obviously - but I really rate him very, very highly. In my opinion, if you put Vermeulen on the same bike as Rossi, in two years’ time he would beat him. I feel he’s that good. I rate him higher than I’ve rated anyone in a long, long time.”

Well Carl, Chris was awfully good but he never did get on the same bike as Rossi and become a MotoGP legend, later bailing out of Team Suzuki team to pursue an injurybedeviled return to Kawasaki’s WSBK squad with one wet MotoGP win to his name.

Then there are the times when we get it right, like assessing Valentino Rossi’s chances in 2006, somehow comparing his plight to that of Eddie Lawson at his peak.

“There are eerie parallels between Lawson’s position in 1988 and Valentino Rossi’s in 2006. By 1986, Lawson had seen off Fast Freddie Spencer and was looking at several years of utter domination until Gardner, Rainey and Schwantz hit town.

Equally, Rossi has seen off both Max Biaggi and Sete Gibernau, two bitter rivals that proved to be more of an annoyance than genuine title threats. But now there are any number of suitors willing to step into the breach to provide more resistance to Rossi’s eighth world title attempt than he could’ve imagined. Brimming with confidence, Marco Melandri has won the last two MotoGPs and one-time Mr Inconsistency,

CARLOS CHECA

Nicky Hayden, finished on the podium in the last several races of 2005. Throw in offseason sensation Dani Pedrosa and fellow MotoGP debutant Casey Stoner, and Rossi is facing the ominous wave of Hondas that it first promised upon his defection to Yamaha in 2004.”

Nicky Hayden’s Honda did come out on top that year when Rossi fell at the final round in Valencia, an incredibly rare mistake under pressure. For the record, Lawson convincingly won the 1988 World 500cc Championship in a true Steady Eddie performance and he also won in 1989, so the ‘eerie parallel’ with 2006 was a squiggly piece of journalese.

In 2005, Colin Edwards II got it right big time when he predicted that Casey Stoner would star in MotoGP, before the Aussie had even thrown a leg over one of the 340km/h missiles.

“If you ask me, Casey Stoner is a future MotoGP champion. The kid has got a determination and a will that does not stop, and that’s what it takes. As long as he keeps his head screwed on straight, and keeps looking forward he’s gonna be there. I don’t want to start any rumours, but I have had a word with Yamaha about Casey. I’ve put in a good word for him. I think anybody at this time would be crazy not consider Casey for a MotoGP ride.”

Yamaha of course passed on Stoner, who was picked up in a last-minute deal by LCR Honda. Six years later, two-time MotoGP champ Stoner has been the dominant rider of the 800cc era, and remains the fastest rider of his generation. CEII got it 100 per cent right.

– Darryl Flack

www.cycletorque.com.au 13 - MARCH 2012

GUNTRIP

CYCLE TORQUE

Island tales

ABUNDANT sunshine and double-figure December temperatures might have threatened to put 2012 among the milder winters on record but motorcycles are still relatively difficult to spot at this time of year in the UK. Certainly, the cities are belaboured by the same high-pitched irritants of scooter and moped that irk righteous citizens the world over and London in particular boasts an astonishing range of implausible contraptions loosely based on the concept of motorised bicycle.

But it was only when I spotted a sleek yellow Triumph Daytona, circa 2002, and defying the seasonal grime and dirt nicely, that it dawned on me just how few bikes I’d seen: a 1200 Bandit with D&D exhaust fracturing the cool ambience of a Cotswolds market town, an R1 threading through traffic in London’s west end.

Beyond those, few indeed.

Most, I later discovered, were in temporary dry dock despite the (relatively) balmy conditions, but weren’t far away. I found further evidence of this overcrowded little island’s abiding love affair with the Suzuki Bandit (ideally 1996-2001, in 1200cc form) behind the counter of a contradictory little general store. The bloke owning both shop and bike had all the signs: a bad case of helmet rub, grimy fingernails, a fanatical gleam in the eye at the mere mention of motorcycles. He was soon pushing a thick wad of photos across the counter.

“It’s not here at the minute,” he told me. “Having new paint.” His bike looked magnificent just the same. This 15-year-old motorcycle had clearly received more love than most humans of comparable age.

“Cams, carbs, new shocks, ride-height kit and new brakes,” he recited, before shading in some detail and revealing that his ride of choice made 139bhp at the wheel. Its blue

and yellow chequerboard paint was being swapped for blue and white stripes of the sort Allan Moffat might recognise. He was a happy man.

Later, at the local pub, kid brother and I were reminiscing about Jarno Saarinen when the local dartboard jockeys chimed in with their recollections, slightly skewed as it turned out, of Mike Hailwood at the Isle of Man. The shorter of the two began performing an abstruse calculation involving the date of his wedding and the age of his wife and somehow came to the conclusion that Hailwood had made his Island comeback in 1974.

And as if by magic, the conversation swung inexorably towards Blighty’s current hirsute hero, Guy Martin, pausing briefly in a moment of silent respect for Joey and Robert Dunlop. Martin, they decreed was the man of the hour and it was only cruel fate that had prevented him from winning a TT thus far. I asked, uncharitably, what they thought of his poor results in the British Superbike Championship and received a number of cool stares for my trouble. “Well, it’s a different thing, isn’t it?” said kid brother, riding to the rescue.

On the same evening I was told a tale of a lad on his first bike – a late ’80s NC30 – who’d been riding through the evening towards an undisclosed rendezvous in the far west and failed to notice one half of the Honda’s fairing falling off. I began to wonder whether vicious weather, a stretch of poor road, substance abuse or simple half-wittedness was primarily to blame, and decided on the last, particularly as he hadn’t stopped to retrieve the debris.

It could have been the state of the roads.

Though generally good, some stretches of tar here are beginning to deteriorate, one or two reaches descending to average NSW

standards with chunks of top seal missing and abnormal evidence of neglect. Why this should be I have no idea, but it did little to deter the hardy souls who did take to the road when word got around that winter might not this year be all it was cracked down to be. Four blokes I met (Yamaha XJR1200, Kawasaki Z1000, Kawasaki 636 and the obligatory 1200 Bandit) had embarked on impressive odyssey around the country to take in open days at as many racetracks as they could before the weather closed in. And, such is the nature of this little island, none of them would be more than a couple of hundred clicks from home had the heavens opened. Three of the four (not counting the jockey on the watercooled Z1000) had owned their bikes for 10 years – much longer than most Aussies – and had lavished plenty of attention on their mounts, ranging from the inevitable exhaust cans to colour-coordinated anodised bolt kits, Renthal bars, rearset peg kits, paint jobs, and in one case a pair cute panniers that might just have taken a sixpack between them.

Inevitably, the weather did close in. Overnight we swapped sulky, if vaguely cooperative conditions for the full malevolence of a British winter. We awoke in darkness and set about the day’s business in freezing fog that drifted across roads twinkling with frost. Snow started to fall a day or two later and the newspapers began gleefully to foretell a full month of unrelenting nastiness, as if their readers had somehow been negligent in not disappearing under a metre of snow already. We felt our way cautiously back to London under a blanket of grey in temperatures that hovered reluctantly just above zero, and were soon astonished to see the hardiest members of the local BMW club approaching from the other direction.

The monthly run was going ahead as planned.

It’s hardly an original observation to note that the British seem to thrive in adversity, but it’s nonetheless true for that.

– Bob Guntrip

March 2012 – 13

www.cycletorque.com.au

NEWS TORQUE

Horex in production

WHEN a manufacturer unveils a prototype at a motorcycle show it usually creates a fantastic buzz. It’s rare though that such prototypes actually go into production, and if they do they are usually somewhat ‘sanitised’ One recent show sensation is the German built Horex Roadster, sporting a 200 hp supercharged V6 engine.

But before you get all excited the Horex will be built to order only, with the engines built by Weber, and the machines assembled by the factory. Limited builds are always a bit exclusive, and each machine will be built by one mechanic, even final dynamometer testing, so the exclusivity goes a little deeper than usual. The build process of each machine is even documented so you get to see your bike roll down the line. You even get to have an input into the specification of ‘your’ bike.

Initial low-volume production is expected to begin soon with the bike costing around 20,000 Euro, depending on the specification you choose.

At this stage only Germany, Austria and Switzerland will get the Horex but it is expected other European countries will soon follow.

No news yet on whether Australia is destined to see the Horex but here’s hoping. n

14 – March 2012

Bad boy bagger

FRESH from wowing motorcycle show crowds, the Kawasaki Vulcan 1700 Vaquero ABS is ready to ride away from Kawasaki dealers.

The Vaquero has proven popular in the USA and Kawasaki Australia expects it to do similar things to

motorcyclists in Australia.

It is loaded with high-grade cruising essentials like Kawasaki’s advanced brake system (K-ACT ABS), Electronic Cruise Control and a high-spec iPod-compatible audio system.

There’s no denying it’s a muscular looking machine co check one out now at Kawasaki dealerships. RRP $24,999 + ORC in Black only. n

EDITORIAL

www.cycletorque.com.au

Noise I GOT a call from a Cycle Torque reader who had received a notice from police regarding a noisy muffler on his motorcycle.

This particular notice tells the owner of the 2008 Honda CBR600RR that his motorcycle is too loud and he must submit said motorcycle for testing. The alleged offence occurred in the Sydney CBD. The police officer who issued the notice never actually stopped the rider, going on what he or she heard as the bike rode past.

The CBR and its owner had to front up to have the bike tested, hopefully to pass the 98 dB(A) limit, which shouldn’t be too hard because the bike was still fitted with the standard muffler. When tested at 6750rpm the bike only reached 92 dB(A). $40 later and everyone is happy, sort of. When the owner gets the Certificate of Compliance he asks the testing officer what the situation is if he gets another notice. Well, you pay another $40 and get it passed again, and so on. The owner of the CBR600 is upset he could possibly be forced to again re-test his motorcycle with the EPA, costing him more money and time.

On face value you could say this is a very unfair system but of course there’s so many variables that could enter the scenario. Police and the EPA could argue the owner changed his muffler back to standard before the test, and that’s a fair comment, or maybe the owner opened up the standard muffler a bit to give the bike a nicer note.

There’s quite a bit of info on vehicle noise emissions at www. environment.nsw. gov.au about what you can and can’t do with your exhaust, and what action government agencies, including local council compliance officers, can take, so it’s worth taking a look at the website if you are running a modified exhaust. On there you’ll find

infringement notice for noise when the bike was fitted with a standard muffler? The only reason I can think of is that there was an echo from inner city buildings which may have increased the noise or maybe the rider gave the bike a big rev from the lights (remember the manner operated bit I mentioned earlier).

It looks as though the police officer has simply heard the bike, thought it was too loud and got the registration number while it went past, at no time stopping the vehicle. Maybe it was too dangerous for the officer to stop the bike due to traffic, maybe it was easier for them not to bother, but you’d have to think any officer with some common sense would have realised the bike was fitted with an original equipment muffler and not issued an infringement notice, if the vehicle had been stopped at the time. Personally I think it’s poor form to issue a notice like that without firm proof, not just on spec which seems to have been the case.

I don’t like extremely noisy motorcycles and cars and couldn’t care less if people cop a fine for having them but the regulations have to be enforced in the right way for motorists to have faith in the system.

– Chris Pickett The Delkevic carbon-fibre mufflers fitted to the Cycle Torque Blackbird can go from reasonable to loud just by pulling the baffle out of the rear, held in by a single screw.

out the cost of fines which vary depending on how much over the decibel limit you are, which could be because your exhaust is full of holes or it’s a modified system. You might be interested to know you can also breach the regulations just by how you operate the vehicle, if you ride or drive aggressively this can increase noise.

It seems there has been a bit of a shift in police attitude with exhausts, going from not taking much notice unless it was over the top noise wise, to over zealous enforcement of noise guidelines, even if the muffler was under the limit but had no markings to indicate it passed regulations, and back to not much interest again.

Why was this guy given an

March 2012 – 15

www.cycletorque.com.au

DIRTY TORQUE

Husqvarna is back – Part II LAST month I shared a brief history of Husqvarna motorcycles and then looked at how BMW is working toward getting the iconic marque back to its former glory.

This month I will share the story of Husqvarna in Australia and look at what the comapny has in store for the future.

Australian scrambles/motocross in the ’60s was an interesting time.

Bultaco, Cotton, BSA, Rickman Metisse, Greeves, Matchless, Norton, Tribsa, CZ, Triumph, ESO and a gaggle of riders’ own ‘interpretations’ of different brands dominated our local scene.

In 1967 a very talented Queensland rider by the name of Matt Daley found himself aboard a Husqvarna 250 at the Australian Scrambles Championships held at Mt Kembla, Wollongong.

Daley was able to beat pre-race favourite Geoff Taylor on his ‘proven’ Bultaco machinery in the 250cc and 350cc titles thus handing Husqvarna its first ever Australian Championships. Daley went on to win the NSW 250, 350 and 500cc Scrambles Championships, and the landscape of the Australian off-road scene changed forever.

Gordon Renfree won another Australian 350 Scrambles title for Husqvarna in 1968 and it was around this time that John Harris became the official importer for Husqvarna in Australia.

In 1972 successful pet food manufacturer Linden Prowse promoted The International Motocross Series over three rounds in Basham Park (SA), Calder Raceway (Vic) and Oran Park west of Sydney.

Prowse put up $100,000 of his own money, flew in Roger DeCoster and Joel Robert on works Suzukis, Adolf Weil and Willi Bauer on works Maicos as well as Bengt Aberg on a ‘trick’ CR360 Husqvarna. Who do you think won the series? You got it, Aberg managed to out point DeCoster and again, Husqvarna 16 – March 2012

proved to be ‘the’ bike.

Australian motocross was growing at a rapid rate and amid the KTM, Maico, Yamaha, Honda, Kawasaki and Suzuki onslaught throughout the ’70s and early ’80s, Laurie Alderton, Kiwi Peter Ploen, Vern Grayson, Gary Flood, Trevor Flood, Ivan Miller, Alan Collison, Hans Appelgren, Phil Lovett, Pelle Grandqist and Robert ‘Beetle’ Bailey won more than their fair share of races on Husqvarna machinery.

By the early to mid ’80s Husqvarna’s motocross success dried up in Australia with the big four importing factory equipment and parts in for most of the big names of the sport.

It was around this time that long time Husqvarna racer Hans Appelgren took over as the importer for Husqvarna in Australia and I can only take a guess that it would have been tough times considering the turbulence of what was happening back at the head office in Sweden.

As was mentioned last month, the Castiglioni brothers, Gianfranco and Claudio purchased Husqvarna in 1986, moved the factory to Italy but unfortunately by 1996 production had ground to a halt so how Hans kept the business going throughout this period is a small miracle.

I can personally recount that each year there were less and less Husqvarna motorcycles turning up to race motocross and sure, there was still some success in the enduro circles but sales must have suffered thanks to the non-existent motocross market.

Things picked up for Appelgren’s Husky Imports when the TE610 turned up in 1990 and it wasn’t long before a whole new bunch of riders started winning races throughout Australia. Lyndon Heffernan and Jamie Cunningham won the Thumper Nationals titles several time over in the early ’90s while Mike Shearer won several enduro championships.

So for over two decades Appelgren managed to keep the Husky alive here in Australia before road racer turned Gold Coast motorcycle retailer Paul Feeney was approached by Claudio Castiglioni to become the Australian importer and distributor as of April 2004.

The Paul Feeney Group (PFG) was already the importer and distributor of the MV Agusta and Cagiva brands which at the time was also owned by Claudio Castiglioni.

Thanks to a lot of hard work by Paul and his team a solid dealer network was put into place and a number of substantial investments were made to ensure solid future growth.

The rewards for their efforts were both immediate and impressive.

Husqvarna Motorcycles brand moved from what some may have considered a niche brand to a genuine competitor in the Australian off-road marketplace with sales growing from 483 units in 2004 to 906 in 2007.

The Husqvarna brand got another boost when BMW made the purchase and once news became public knowledge in late 2007 the consumer perception was altered again with a higher degree of confidence in the Husqvarna brand.

BMW’s influence was immediate with model changes, new engines, better R&D, better quality control and a higher profile worldwide racing program so with all of this coupled with PFG’s local commitment Husqvarna was again on the shopping list of Australian dirt bike riders and this showed with 1148 units retailed in 2008 then 1333 units in 2009, 1614 in 2010 and 1930 in 2011.

Given Paul Feeney’s racing background it was only natural that PFG would invest heavily in developing a strong racing

philosophy culminating in securing the very best local and international riders to represent the brand.

Names such as Glen Kearney, A J Roberts, Chris Hollis, Troy Herfoss, Luca Bussa and Adam Cini have combined with international legends such as Alex Salvini, Bartosz Oblucki, Matti Seistola and 2010 and 2011 World Enduro champion Antoine Meo have all tasted success on Husqvarna machinery under the PFG Racing banner.

On the motocross front Husqvarna has yet to make a serious dent here in Australia but it is back racing in the World Motocross Championships and it is only a matter of time that all of the pieces fit and motocrossers will find themselves back racing a ‘Husky’.

So what is the future of Husqvarna here in Australia? I personally liken this resurgence of Husqvarna to what happened with KTM back in the early ’90s when KTM Sportmotocycles AG took matters into its own hands and developed new distributors, retail networks, models, motors, business practices, racing programs that has, almost 20 years later, put them very much on par with the big four in the dirt bike world.

BMW is basically doing the same with Husqvarna and at the current rate the ‘big five’ will soon become the ‘big six’. PFG are looking for its 57 dealers throughout Australia to share the sales of 2200 Husqarnas in 2012 and with a heap of new models on the way including the first Husqvarna road bike in over 50 years this should be more than achievable.

– Darren Smart

www.cycletorque.com.au

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DARWIN ©2012 Bombardier Recreational Products Inc. (BRP). All rights reserved. ®, ™ and the BRP logo are trademarks of Bombardier Recreational Products Inc. or its affiliates. * 1 year roadside assist is provided by NRMA and its state and territory affiliates, for full terms and conditions please contact your local participating Can-Am dealership. Always ride responsibly and observe applicable local laws. BRP reserves the right, at any time, to discontinue or change specifications or models March 2012 – 17 without obligation. Products are distributed by BRP Australia Pty Ltd. Overseas model shown; locally homologated RS-S version slightly differs from model depicted.

www.cycletorque.com.au

Launch Report: 2012 Honda CBR1000RR Fireblade

Archetypal sportsbike n TEST BY NIGEL PATERSON PHOTOS BY Lou Martin/Honda

n RIDING GEAR: Shoei Bradley Smith Replica, RST Tractech leathers, Five Gloves, Arlen Ness Boots.

Honda Leaves control to the rider.

THE 2012 Honda CBR1000RR Fireblade might be 20 years old and it might not have all the fancy electronics of some of its competitors, but it still offers an incredible sporting ride, especially on a track.

Updates for 2012 have been designed to make the Fireblade even more fun to ride. Better handling, more aggressive styling and faster lap times while keeping the pricing sharp.

The new Fireblade comes in numerous colour schemes, but the tri colour – white with red and blue detail - is particularly good. There’s also red or black versions.

18 – March 2012

Safety net optional

Apart from choosing your favuorite colour scheme, the other choice you need to make when you’re buying a Fireblade is if you want Honda’s C-ABS (Combined Anti-lock Braking System).

By Combined Honda means how the system applies both brakes when either is activated: both the foot pedal and hand lever will activate both brakes.

After feedback from owners, the press and test riders, this year Honda has reduced the force applied to the front brakes with the foot lever, so trailing brakes through turns won’t engage the

front brakes. I’ve never ridden a C-ABS-equipped Fireblade, but I like Honda’s combined brakes on its road bikes, such as our office hack Super Blackbird.

The standard bike is priced at $18,490, the C-ABS version setting you back an extra $1000.

If you’re going to spend lots of time riding public roads on the Fireblade I’d seriously recommend you consider the C-ABS model (available in black only), because I do think ABS adds to the safety of a road bike: but if the track is where you’re headed, the raw, unadulterated Fireblade is available: no traction control, no ABS, no power modes,

just an open-class sportsbike.

There’s something pure and attractive about that: control lies with the rider, not technology.

2012 updates

The big news for the 2012 model is Showa Big Piston forks and Balance Free Rear Shock.

The forks have been around for a while on some competitors’ machines and have proven themselves to be excellent on the road and track, offer more consistent damping, more linear travel and better front-end feel.

The Balance Free Shock, also from Showa, uses an internal cylinder to allow the oil which

www.cycletorque.com.au

has already been pushed through the damping ports to flow around and behind the piston to reduce the ‘Neqative Power Wave’ behind the shock’s piston. This is a problem mainly in the transition area from compression to rebound and is primarily felt on bad roads and especially when braking.

There are other advantages, too: compression damping adjustments do not affect rebound and vice versa, there’s potentially a wider adjustment range and the adjustment screws can be placed next to each other.

Also new for 2012 are 12-spoke wheels: well, six spokes emerge from the hub and fork into two each about halfway to the rim. The change has been made to spread the forces more evenly around the wheel.

The fairing’s nose looks sharper, with a new layered fairing including an integrated chin spoiler to reduce aerodynamic lift at high speed. Just above the chin spoiler is the new Dual Intake System, a solenoid controlled ram-air system. At lower speeds the solenoids close and restrict ram air, but as speeds rise the ram air system activates as the solenoids open and allow air in.

The instruments have been updated to include a gear position indicator, programmable shift lights (an array of five) and a lap timer.

Power

Both European manufacturers and the Japanese love using acrossthe-frame fours in their sportsbikes. Despite building high-profile and often expensive V-Fours and V-Twins in the past 20 years, it’s

the Fireblade, with its four pots inline, which has been the best seller and perennial favourite of sports riders everywhere.

It’s not hard to understand why. The latest model has seen some minor changes to the throttle angle opening in the PGM-DSFI ignition/injection system for smoother throttle response, making the bike a little easier to ride fast. Not much else to report: the slipper clutch is still there, as is the MotoGP-inspired exhaust which features multiple valves to control performance without excessive noise.

Chassis and running gear

The 2012 Fireblade’s four-piece aluminium die-cast chassis is unchanged. It’s a big, strong chassis designed to handle the huge power output of a modern open-class sportsbike. With new suspension hanging off each end and the engine being used as a stressed member in the middle, the Fireblade’s handling is excellent.

Trying to prevent the shakes is Honda’s electronically controlled hydraulic steering damper. At low speed it allows the bike to be easy to manoeuvre, but at higher speeds stiffens up to prevent headshakes.

The brakes come in two flavours: e-CABS where the front lever or rear pedal will apply both brakes, however for maximum braking force you need to apply both. For 2012 the rear pedal applies less force on the front calipers at low pressure for better rear brake trailing when riding hard.

The non-ABS version does not combine the brakes. The stoppers are great: lots of power, a strong but not intimidating initial bite and March 2012 – 19

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they were easy to use trailing into turns.

The ride

Phillip Island is one of the best race tracks in the world: so many GP and SWC racers have said so it must be right, so launching the new Fireblade there was (given good weather) always going to be fun.

Honda, having been criticised for the standard rubber on previous models, chose to fit Metzeler K2 sport tyres onto the test bikes for the launch, and I certainly didn’t have a problem with that idea: the K2s are sticky and predictable.

By the end of the day I’d come to the conclusion that the Fireblade was really about fun. Sure, it’s an open-class sportsbike producing gobs of horsepower, so blistering acceleration, and exhilarating top speed and incredible lean angles are just part of the package something we expect from every Fireblade.

The latest one, though, via the changes to the throttle and its power delivery, and also the enhanced handling via the new suspension, seems easier to ride and more fun than earlier models.

The ergonomics suit the track and while compact, the bike didn’t feel too small for my 185cm frame.

Accessories

Honda spent some time showing us how you can customise the Fireblade with seat cowls, carbon-fibre bodywork, E-Cushion comfort seat, tank bag and even heated grips and more. For 2012 there are four new accessories including the heated grips, navigation attachment kit, high tinted screen and a carbon hugger.

A brief history

It was almost 20 years to the day since the first Phillip Island launch of the Fireblade, a point Honda was quick to point out: the company is justifiably proud of the model. Released as a 900 and actually displacing 893cc, the bike was a runaway success despite never being raced at high level: in those dark days the capacity limit for four-cylinder Superbikes (the only four-stroke class that really mattered) was 750cc.

Riders didn’t care, they bought the bike in droves. With the power of an open-class machine but the bulk of a middleweight it was a runaway success.

In the intervening years the Fireblade gradually increased in capacity while the CBR600RR was introduced for those wanting a smaller capacity machine.

Conclusion

I’m really surprised Honda hasn’t installed traction control onto the Fireblade. With nearly all its competitors having traction control, it’s not like Honda to be left behind in the technology race.

However, I often speak to S p e c i f i c at i o n s: riders who claim they want to 2012 Honda cbr1000rr be in control, not the bike; for Engine Type: Liquid-cooled inline four them it’s no loss.

Capacity: 999cc The Fireblade has always been good value and this one Transmission: 6-speed is no exception: you can save Fuel Capacity: 18 litres thousands compared to some Frame Type: Twin spar alloy other sportsbikes. That buys Seat Height: 820mm a lot of track days and tyres, Wet Weight: 200 kg which is why you want one, Front Suspension: 43mm USD big right? n piston forks Rear Suspension: Pro-Link Brakes: Twin disc front and single rear Tyres: 120/70-17, 190/50-17 Price (RRP): $18,495 (+$1000 ABS) + ORC www.cycletorque.com.au/more Call for a quote

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20 – March 2012

Check out the video Cycle Torque made at the launch on www.cycletorque.com.au/more and join our Facebook fan page to see them as soon as they are ready.

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March 2012 – 21

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Cycle Torque Test – 2012 Husqvarna TE310 n TEST BY Darren Smart PHOTOS BY Matt O’Connell

n RIDING GEAR: Shift helmet, Shift nylons, Alpinestars boots.

Thumper for thinkers

Big bores have the power but it’s at a price. Going the middle road can be the smarter option.

LET’S face it, most of us overestimate our riding ability when it comes to being able to throw a dirt bike around. Which is interesting considering that rarely do we go through a day’s ride without scaring the crap out of ourselves when we run out of talent… With this in mind, I introduce to you the 2012 Husqvarna TE310, a bike which allows you to feel like a superstar even though you’re probably not.

22 – March 2012

Is bigger better?

there is a lot more time spent under brakes, tipping into So, when we start seriously corners, popping over obstacles, looking at purchasing our next mount why is it that most of us negotiating undulating and adverse terrain all the while look to 400cc plus machinery?

400cc, 450cc and 500cc plus dirt feathering the throttle and fighting for traction. That is bikes have owned the off-road market for years now and I have why riders the calibre of FIM E2 World Enduro Champion to ask why?

Antonine Meo competes and Over a day of trail riding or even racing an off-road/enduro wins on the TE310 against riders event, the amount of time spent on 450cc machines. In his words at full throttle looking for more it is due to the “effectiveness of the balance of performance, power is absolutely minimal. weight and manoeuvrability.”

If we really thought about it

So if it is good enough for Meo, it should be good enough for you, right?

Updated

A quick look around the 2012 TE310 reveals the new Kayaba shock with high and low speed adjustment replacing the Sachs from last year and the exhaust system has been redesigned from header through to muffler.

The chassis colour has gone from white to black and the rims are now anodised silver

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while the graphics have had the obligatory annual face lift.

The not so obvious is the extra chrome moly steel around the steering head, the new triple clamps and firmer settings for the 48mm Kayaba front forks. Things we take for granted with Husqvarna like Brembo brakes, fat ’bars, hydraulic clutch, hand guards, electric start and fuel injection are all there though I will mention that the 310 also has dual CDI mapping and a thermo fan.

The 310 engine is directly derived from the TE250 with an increased capacity to 302.4 cc (bore and stroke 82 x 57.35 mm) with twin cams, four titanium valves, Mikuni electronic injection with a 45mm throttle body and a six speed gear box.

So what we are throwing our leg over here is basically a light and fast enduro weapon with world class suspension and brakes and the best thing is that it’s on the back of my Pajero and I’m on my way to three days of testing on some of the toughest terrain available in South East Queensland. Does life get any better than this?

The right ‘feel’

As I always do when testing a dirt bike, I put all of the shock and fork adjustment to the middle click and adjust the bars and levers to suit. I am 172cm tall and weigh in at 84kg so if you are ‘around’ my height and weight the standard spring rates and handlebar height on the 310 will be perfect for you. If you are way heavier, lighter, shorter or taller, you will have to make the appropriate changes (heavier or lighter springs and different ’bar heights).

I am not really that fussy when it comes to riding a late model dirt bike but there are some things that can turn me off a particular bike. A clunky gearbox, ergos that hang you up or get caught on the top of your boots, crap brakes, flat spots in the rev

range, overly soft suspension and bikes that feel ‘quirky’ are definitely at the top of that list.

The reason why I am sharing this is because the very first ride on a new dirt bike can be the make or break for me, I can fall in love with or detest a bike from the get-go so as I branched off into the bush on the 310 I was relieved to have a nice feel for what was underneath me immediately.

The first two days on the 310 were spent among very steep hills with plenty of washed out trails and tracks coupled with fire trails that are as much fun as a man can have with his nylons above his knees. The third day was spent in state forest where the terrain varied from single trail to overused 4WD tracks to washed-out hill climbs with rock ledges…perfect.

Lightweight power – not

Testing the power of the 310 was easy because of the steep hills.

Nothing tests a motor better and I was impressed the 310 could blast up any hill and even when I decided to ‘lug’ it along instead of riding it in the meaty part of the rev range it still pulled along very nicely.

To pull a wheelie for fun or to get over a log was just a matter of pulling a little on the throttle and giving the clutch a flick, and I definitely wasn’t disappointed when we were on the more open trails in the higher gears, the 310 met every challenge motor wise with ease.

I did read somewhere on the web that there was an issue with a flat spot with the 310 and I can honestly say that I couldn’t even make the 310 I rode falter in any way. From idle to redline I found the motor very responsive with the gear changes smooth, even under the load of the hills I were climbing.

March 2012 – 23

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Ergo wise, I was climbing all over the 310 as we manoeuvred up, over, under and through the nasty terrain and I was happy there were no snags along the way and with the seat height at 950mm I wasn’t tip toeing everywhere. Thankfully, and I really mean thankfully, the Brembo brakes did their job more than admirably on all occasions.

Suspension

So that only really leaves perhaps the most important part of the whole equation, suspension and handling. Well, the Kayaba front and rear suited me just fine, sideways deflection was minimal on rocky conditions and the 310 definitely isn’t as ‘plush’ or as ‘soft’ as the TE450 or TE449 I rode in 2010 and 2011 and because I love horsing around, jumping off everything and attacking the trail I was happy with my ‘middle of the clickers’ setting.

There is scope to go harder or softer for other riders’ wants and needs so I have to give the suspension a tick and with that I have to say the overall handling of the 310 came up trumps as well. Tipping in under heavy brakes, sliding through corners, uphill and downhill, off cambers, flat corners, the whole box and dice, I put the 310 through every dirt bike scenario possible over three days and found myself very confident, at times over confident (yes I pushed until I crashed) while enjoying every moment.

Smarty says

From my point of view I see the $11,495 2012 TE310 as a very viable option for the majority of dirt bike riders out there but is it for everyone? Probably not? If, by chance you are a big person, like 180cm/100kg plus and have been riding big bore off-roaders for years the 310 will feel small and perhaps underpowered to you.

There were 224 Husqvarna TE310s sold in Australia last year so if you are in the market for a new dirt bike in 2012 my advice is to seriously consider joining those 224 riders and enjoy the benefits that Antonine Meo saw in the TE310. n Smarty’s been making some videos of his bike tests, check them out at www.cycletorque.com.au/more.

24 – March 2012

S p e c i f i c at i o n s: 2012 Husqvarna te 310 Engine Type: Liquid-cooled fourstroke single Capacity: 297cc Transmission: 6-speed Fuel Capacity: 8.5 litres Frame Type: Tubular steel Seat Height: 950mm Dry Weight: 108 kg Front Suspension: 48mm Kayaba USD Rear Suspension: Single shock Brakes: Single disc front and rear Tyres: 90/90-21, 140/80-18 Price (RRP): $11,495 www.cycletorque.com.au/more Call for a quote

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March 2012 – 25

Cycle Torque Test – Yamaha XJR1300

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Big

smoothie It might look a bit old school but what a great road bike the XJR is.

Old school instruments. n TEST BY CHRIS PICKETT : PHOTOS BY NIGEL PATERSON

YAMAHA’S XJR1300 has been around in the same basic format for quite a long time now. In fact the engine is really only a slightly modernised version of the FJ1200 from the mid ’80s. Is that a bad thing? No, it’s still a great engine, it is a fun bike to ride, it has plenty of stomp, and it’s bloody comfy to boot. Plus the long model run is why it’s cheap – under $15K on the road – for a big bore.

UJM Back in the 1970s the phrase ‘Universal Japanese Motorcycle’ was coined and it wasn’t really an attack on 750cc plus Japanese motorcycles, rather it described the lack of character which many people thought these bikes had, the same people who would happily put up with dodgy Italian electrics, vibrating parallel twin engines from England, and bad build quality from the Americans. Japanese bikes had become so good they were apparently ‘boring’. I can tell you that as a 20-year-old riding a Suzuki GSX1100 was certainly not ‘boring’. Big naked Jap bikes, love them,

26 – March 2012

always have.

Humble beginnings Introduced in 1995, the 1200cc version of the XJR went until 1998 when the 1300cc version came online. That’s right it’s been going for over a decade with minimal changes, mainly the fuel injection which was introduced in 2007.

Wheel sizes and the like have changed over the years too. The XJR1300 sports 17 inch wheels front and rear, taking a 120 front and 180 rear tyre.

The adjustable forks are 43mm in diameter, and Öhlins twin shocks are fitted down the back, which are basic Öhlins units, not race spec quality.

When you check the bike out it’s almost like it’s modified like a superbike might have been back in the day. There’s twin 298mm disc rotors, and mono bloc fourpiston calipers, a chunky alloy swingarm, and nice wide handlebars to keep it all under control. Check out a modern Period Five Historic racer and you’ll see what

I mean.

Town or trip Around town this bike is so easy to ride.

With over 100Nm of torque available you can be as lazy as Fat Albert with your gear changes. Riding in heavy traffic is no chore whatsoever, you sit nice and upright, with just a hint of lean towards the ’bars, there’s lots of legroom, and the seat is plush. Barely revving the bike to 4000rpm between gear changes has you launching towards the next set of lights, and the XJR isn’t so big you can’t slip between the cars at the lights. No cramped neck or strained wrists here.

Our test consisted of a nearly 2000 kilometre trip from Newcastle to the Gold Coast and back, loaded up with throw over saddlebags. There’s a couple of occy strap hooks which make the bags easy to strap on, plus the single muffler sits low enough you don’t burn the hell out of your spare jocks and socks if the bags slide too far the wrong way.

As our trip wasn’t straight up the Pacific Highway I thought it would be a great test

www.cycletorque.com.au n HJC helmet, Ixon jacket, Ixon gloves, Draggin jeans, Alpinestars boots.

of what the bike was capable of.

On the bumpy Thunderbolts Way the bike’s suspension soaked up the tar lumps and bumps, and the big rear tyre even coped well with dirt road works. It was only when playing road racer did the suspension show up its limitations, and only getting wallow when the road surface was decidedly second rate. If it’s smooth the bike behaves very well.

Pushing hard also shows up a couple of other inadequacies, like the front brakes which could have more initial bite, and the slow steering which on fast sweepers is great, but in 35km/h corners could be a bit sharper. You have to put in in perspective though, I was riding the bike like a sports bike, and in that context the bike handled what was thrown at it without much complaint even though I was taking it out of its design parameters.

Of course the Elephant in the Room is the lack of a screen if you want to use this as a touring bike. If you are cruising at 120km/h and less it was never much of an issue for me.

Above this and the bike becomes hard work for extended distances.

On the highway this bike is a pure delight to ride, it’s got such a comfy riding position, and gassing past cars without a care doesn’t even require a downshift. If you want to explore the bike’s top end you’ll find it will crank up to around 230km/h with out much trouble, and get there surprisingly quick.

Verdict I really liked this bike, but then I’m a sucker for old school stuff. The only things I’d do would be to fit a small clip on screen for touring, and maybe a slip on muffler. If you’re a bit of a hard charger buying an XJR for the style, doing some work on the damping of the shocks and forks will make it work better at speed.

It’s not light, sitting around the 245 kilo mark with a full tank of 21 litres, but any thought of it being heavy is quickly gone when you ride off, plus the relatively low seat height (795mm) makes it easy to handle, even for those with shorter than average inside leg measurements.

For $13,999 (+ORC) it represents top value for a machine which is capable of so much. n

Öhlins twin shocks come standard.

Air cooled engine is silky smooth.

S p e c i f i c at i o n s: Yamaha xjr1300 Engine Type: Air-cooled inline four Capacity: 1251cc Transmission: 5-speed Fuel Capacity: 21 litres Frame Type: Tubular steel Seat Height: 795mm Wet Weight: 245 kg with full tank Front Suspension: Telescopic Rear Suspension: Twin Ohlins Brakes: Twin disc front and single rear Tyres: 120/70-17, 180/55-17 Price (RRP): $13,999 + ORC www.cycletorque.com.au/more Call for a quote March 2012 – 27

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Cycle Torque Test – 2012 Husaberg TE 250

Rattle and hum

n TEST BY Shaun Moloney PHOTOS BY Adrian Fowler

Ring-a-ding-ding.

Long live the two-stroke

n RIDING GEAR: RXT helmet, MSR nylons and boots.

28 – March 2012

OVER the years it seems the humble twostroke has lost the favour of most enduro and trail riders as four-stroke machines got faster, lighter and more technical. While most manufacturers have moved on from oil burning technology on the enduro scene, a few diehards have remained true to the faith.

On face value you might think the Husaberg TE 250 is just a redressed KTM, and yes, that’s partly true. What’s also equally true is the fact the TE 250 feels every bit as light as it looks, which makes it easy to throw around the trails. It’s remarkable how quickly you forget how light a two-stroke bike is after spending several years riding four-strokes.

Updated

Although the colour scheme of the Husaberg is not new, its appearance is still striking in its blue and yellow livery, bright yellow double cradle chrome moly frame and the anodised blue D.I.D rims.

Of course it’s not all about how a bike looks, but what it has to offer and for 2012 the TE 250 has had a few updates, which include a new reed valve block, which improves throttle response. An upgrade has also been made to the ‘on the fly’ digital ignition switch, which now sees a smaller switch block used leaving more room around the cockpit area, although it’s not likely to make much of a difference to the rider. ’Bars are an aluminium tapered unit from Neken, and attached to both ends are Brembo levers, which handle both the braking and hydraulic clutch engagement for the six speed transmission. A kick starter is still part of the engine’s add-ons, but with the dependency of electric start these days

S p e c i f i c at i o n s : 2012 Husaberg te 250 Engine Type: Liquid-cooled twostroke single Capacity: 249cc Transmission: 6-speed Fuel Capacity: 11 litres Frame Type: Tubular steel Seat Height: 985mm Wet Weight: 102 kg Front Suspension: 48mm WP-USD Rear Suspension: WP-PDS Brakes: Single disc front and rear Tyres: 90/90-21, 140/80-18 Price (RRP): $11,495 + ORC www.cycletorque.com.au/more

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March 2012 – 29

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WP shock worked well in the bush.

Who said the two stroke was dead.

Not Husaberg.

it is almost considered an afterthought.

Keeping the motor running to its optimum efficiency, pre-mix oil is recommended at 60:1, to ensure the suitable lubrication of the reciprocating mass which has a displacement of 249cc, with a bore of 66.4mm and a stroke of 72mm, while the fuel and air mixture is provided by way of the Keihin PWK 36S AG carby.

Keeping the entire engine running at the optimum temperature is a pair of aluminium radiators which feed coolant through the frame tubing directly to the head via a T-piece from the radiators. This set up allows more space around the motor, which has enabled the polyethylene fuel tank to take on a slimmer and more ergonomic shape, while still being able to hold 11 litres of fuel.

TE 250 gets WP closed cartridge forks.

through tight sections without hesitation while maintaining great feedback to the rider through the front end.

There is no guess work required here as the front suspension is handled by a set of 48mm WP-USD closed cartridge fully adjustable forks, which are specifically tuned for the light weight TE 250, and offer 300mm of travel. Keeping the forks in place is a very trick set of one piece triple clamps, which are specific to Husaberg machines, while at the hard working end, a 260mm wave disc provides plenty of stopping power to the front end.

Single track bound Continuing with the WP theme, the rear The TE 250 fires absolutely effortlessly into suspension receives the PDS DCC shock life at the hit of the starter button, and with that two-stroke ‘twang’ idles over with a hint absorber, providing 335mm of travel and has a smooth action able to take on the harshest of blue smoke exiting from the exhaust, via of terrain without complaint. As with any the nickel plated chamber. With the digital two stroke machine, one thing that is quite ignition set on the ‘1’ position, the TE 250 was very tractable under harsh acceleration, obvious is the lack of engine braking, and this does take a little time to get used to if providing the rider with plenty of usable you have been riding a four-stroke. You power. This was certainly a blessing after have to be more cautious to not over brake plenty of rain had made the trails quite and lock the back wheel with the 220mm slippery and this setting was ideal under rear disc, which can induce stalling. We these conditions. As we headed for higher never had any real issues, it was just a case and less muddy ground, the ignition was of retraining yourself to the technique of moved to the ‘2’ position, where the bike’s riding the TE 250. power is transformed to produce harder With four-stroke machines also available hitting power and a more spontaneous from the Husaberg stable, it would be a throttle response. These ignition positions also come to the aid of a rider who has worn tough decision to jump back onto a twostroke machine, but a particular plus that themselves out screaming through the bush and needs to take things easier on the way back to the camp ground, trailer etc, and just flicks the switch back to mode ‘1’ for a more traction oriented power curve. For a two stroke machine the bottom end is a real winner where the rider is able to pull out of snotty areas without the fear of the bike breaking into uncontrollable wheelspin. Of course when that type of aggression is needed, there is plenty of power on offer to create plenty of roost from the rear end. Punting the bike through the trees and along single trails gave an insight to the bike’s real roots as a high class enduro weapon, as the TE 250 cuts its way 30 – March 2012

is well in the favour of the TE 250 is the maintenance cost and the ease with which maintenance can be done. For only a few hundred No fuel injection for this baby. dollars, an entire top end rebuild can be done by anyone with a little bit of two-stroke engine knowledge. And a rebuild can be done easily within a few hours. If you have ever watched some of Australia’s top twostroke riders at a national enduro event such as the A4DE, you will know exactly what I am talking about.

Don’t discount it

Of course with any bike like the $11,495 TE 250, there will always be those who are against the smell of two-stroke oil, but it’s a case of horses for courses and anyone who has not thrown a leg over the Husaberg TE 250, should really consider this machine as a viable option before making a purchase.

It’s just the ticket for tight single track, but also likes to be opened up on faster sections.

Riders brought up purely on late model four-stroke bikes might be wary of riding a two-stroke like the TE 250, but although it is very fast if you open it up, you can still tootle around in the tight stuff.

Modern two-strokes really have been developed to the point where a lack of torque isn’t an issue anymore.

Who knows, with bikes like this coming out of the Austrian factory, there may be a few more riders coming back to saddle up, and you might just see a resurgence of a whole new breed of two-stroke riders. n

Ride the water when it’s hot…

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Cycle Torque ride: Sea-Doo RXP-X 260 RS

I WAS surprised to find, many years ago, that personal watercraft don’t steer like bikes. Because they are very powerful and light (for a boat) they tend to sit on the water rather than in it and therefore steer across almost in a controlled skid rather than leaned over and carving the turns, especially when you’re going fast.

Think more speedway than road racing.

Not anymore. Sea-Doo’s new RXP-X 260 RS (race spec) is

designed to lean and carve.

From the ergonomics which let you get forward and jam your leg into the padded knee slot to the hull shaped to lean into the tuns - especially the slow, tight ones - the RXP is more like a bike than any PWC before it.

This makes it a lot more fun.

The best analogy I can think of is it’s like riding a motocrosser in moist, loamy terrain - lots of lean angle, lots of traction, awesome fun.

The fun factor Dirt bikes in Australia stay

Railing water pretty quiet during the summer, because it’s too hot to use them for training, racing and fun, and this is where I reckon the RXP comes in: use your dirt bike in the cooler months and an RXP during the summer. Unlike the bike you can realistically carry a pillion passenger around and still have a great time, and even tow skiers, inflatable ‘biscuits’ and more.

The hull It’s in the hull design where Sea-Doo has built a boat which handles more like a bike. The

new for 2012 T3 hull features a stepped design which allows it to lean into the turns hard, but still only has a narrow section in the water at high speed.

The power Going fast on water requires horsepower, which is why the RXP puts out 260 horses. That’s not a mis-print - 260hp. More than any production motorcycle and you can ride one on a normal PWC licence (which is different to a boat licence).

Sea-Doo claims it will go from stationary to 80km/h in under

March 2012 – 31

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three seconds.

The power is generated by a 1494cc supercharged, intercooled four-stroke engine designed and built by Rotax specifically for marine use. There’s direct injection and a closed-loop cooling system - unlike many marine engines, it doesn’t use the water you’re in to cool the engine it uses a radiator and coolant so salt water isn’t running through your motor.

Steering and stopping Most jet-powered watercraft lose their ability to steer when you’re off the throttle, because it is the direction of thrust which steers the boat: there’s no conventional rudder. This is fine when you’re charging along, but it’s a pain at low speeds, so Sea-Doo has developed OPAS, which assists with off-power maneuverability.

Turning the ‘bars is only part of it though: the ergonomics of the new PWC are what really make it special. The combination of adjustable handlebar position, a narrow front section to the seat, inward-angled footwells and padded knee slots means you can lock yourself forward and use your strong leg muscles to help you stay on the bottom, reducing the chances of a highside.

The transmission is direct drive to the water jet: you just select forward, reverse or neutral.

Sea-Doo was the first PWC maker to develop a brake for its watercraft, a bucket-shaped reinforced part which almost acts

like a parachute in the water, slowing you down quickly.

Ancillaries Although the RXP is a sports PWC, it’s pretty easy to live with. The 60-litre tank gives enough range to go far and wide, there’s a 40 litre storage compartment for the day’s essentials, the comprehensive instruments provide a host of information.

There is an Eco mode for reducing fuel consumption and the boat comes with three keys aimed at helping learners: the first to restrict the speed and acceleration of the boat to moderate levels, letting newbies get the hang on the thing before going full power.

Conclusion Going dirt bike riding - or even road riding - when the blazing sun is trying to melt the rubber off your tyres isn’t much fun.

For those times, a PWC is perfect, and the new Sea-Doo RXP looks like it’s one of the best around. I wouldn’t swap a bike for one, but I sure wouldn’t mind having one parked in the garage next to my bikes…

The Sea-Doo RXP-X is now available at Sea-Doo dealers, priced at $19,990. n

The wedge in the footwells angles your legs back in toward the seat.

The new Ergo seat lets you jam your knee up under the leading edge for better control and stability.

March 2012 – 33

Cycle Torque Feature – 2012 Kawasaki ZX-14www.cycletorque.com.au ABS

r e t a s j n ag i more torque NDr more capacity

more power

KAWASAKI’S ZX-14 has always been about going ridiculously fast for long periods of time.

Cycle Torque last tested the ZX14 when it was first released back in 2007. I remember riding the bike, and my thoughts were of a bike which handled well, but had so much power and torque it was almost mind-blowing. That said, it was also easy to ride, and very fast point to point times were so easy because you didn’t have to ride like a loony through 34 – March 2012 the corners, just wait till the

corner opens up and screw on the throttle.

Since 2007 the bike has remained largely as it was first released, with 2012 the year Kawasaki decided to jazz things up a little.

Launch time Instead of holding the Australian launch at a road racing circuit, Kawasaki Australia thought the drag racing strip might be a better venue to highlight the bike’s best attributes, the aforementioned power and torque. It’s not a dumb idea either because although I’m

sure the ZX-14 could be punted around a circuit quicker than you might think, the ¼ mile long piece of drag strip really is what this bike’s all about.

The bike I’m sure we’ll get to test the ZX14 on the road sometime in the near future but it’s worth taking a look at what changes have been made to bring the ZX-14 into 2012.

Firstly no power figures have been released by Kawasaki but the general consensus on the internet is it’s likely to be in the vicinity of

200 ponies at the tread. Partly this is due to the nearly 100cc increase in capacity, from 1352cc to 1441cc.

Compression is also up, and Kawasaki hand finishes the intake and exhaust ports, a trick it’s been doing on the ZX-6R and ZX-10R for a while now.

We know the current model ZX-10R has traction control, and switchable power modes, and so does the new ZX-14. There’s the three stage traction control (KTRC), and two stage power (Full Power or Low Power). Low

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Power is about 75 per cent that of full, and throttle response is milder too.

Styling has been updated and it looks quite smart, although the jury was out on the mufflers. I love twin mufflers on a bike like this, and Kawasaki has used similar styles on numerous bikes over the last few years so I don’t really find them a distraction to the overall look of the bike.

What else? There’s 43mm inverted forks, a six speed ’box with Positive Neutral Finder and slipper clutch, a comprehensive dash and a fully adjustable rear shock.

The strip Kawasaki had brought an experienced drag racer in to show the journos how it should be done, and a few low 10 second times were quickly reeled off. It was interesting to see the rider experiment with traction control either off, or set at its least intrusive mode 1.

When it was off, the front end wanted to reach for the sky at least a couple of times during a run, and it wasn’t always a controllable wheelie. Note to self – don’t turn off the KTRC. When it was my turn I couldn’t help revving the engine to 8,000 rpm and slipping the bejeezus out of the clutch, for a quarter of the length of the track. Once you got your head around the fact you only needed about 3,500 rpm to get off the line it was easier.

Getting your reaction time down was fun too, and finally a best time of 10.2 seconds had me smiling. It was the first time I’d ever ridden a bike down the drag strip and it was lots of fun.

Despite using most of my brain power on the day trying to get the most out of the ZX-14 in a straight line I actually managed to get a feel for some of the bike’s other attributes. It’s a big bike, and the engine is so smooth.

No buzzing, just turbine-like power everywhere. I didn’t try it but I wouldn’t be surprised if you could ride away from a standstill in top gear.

It’s also pretty comfortable, with just the right stretch to the handlebars and footpegs to be great for sport

and touring riding. A day trip with the mates, or a trip to Phillip Island two-up for the upcoming WSBK round, either way no worries at all. I also got the feel the suspension will be well suited to our roads, but this will be confirmed yay or nay once we test it fully.

Competition time Of course we had to have a competition to see who had the biggest cajones, a heads up show down.

Australian Road Rider’s Stuart Woodbury and I had already had two runs against each other, with us taking one win apiece but at the end of the day Kawasaki’s Rudi Baker decided who would line up against who, with the winner going on and the loser bowing out. I went up against Pommy expat Martin Childs for my first run, and while I got off the line quickly the front end went skyward, forcing me to close the throttle, and that was the end of my tilt for drag strip fame.

A couple of the guys even managed to get under the 10 second mark, with a terminal speed around the 230 km/h mark. Pretty hot for a standard road machine.

So, the ZX-14 burns up the drag strip. I think it will make an awesome road bike too.

– Chris Pickett Check out the video we made of the drag strip runs… www. cycletorque.com.au/more

New external oil lines to cool the pistons.

Analog and digital instruments.

Naked monocoque…

…increased in strength.

March 2012 – 35

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Bookshop 1

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MARCH 2012 - 36

1. Ducati Monster Bible When Ducati unleashed Galluzzi’s Monster at the Cologne Show at the end of 1992, few expected it to become Ducati’s most successful model. Dramatically styled, minimalist in stature, yet bristling with innovative engineering, the 900 Monster created a new niche market. A multi-faceted machine, the Monster bridged the gap between racetrack oriented sports bikes and cruisers. $59.99 2. 365 Motorcycles You Must Ride These 365 must-ride motorcycles range from classic gaslight-era bikes, racers, and modern sportbikes to oddities that have to be ridden to be understood (or believed). From the 2007 Ducati 999R to the 1909 Harley-Davidson Silent Grey Fellow, 365 Motorcycles You Must Ride promises hours of entertainment (and a thrilling todo list) to any motorcycle enthusiast. $24.99 3. Ducati 750ss Although manufactured for only one year, 1974, the Ducati 750 Super Sport was immediately touted as a future classic. It was a pioneer motorcycle - expensive and rare, and produced by Ducati’s race department to celebrate victory in the 1972 Imola 200 Formula 750 race. Owing to its uniqueness and rarity, the 750 SS has become extremely expensive and desirable, fetching prices beyond the most expensive contemporary Ducati; for Ducatisti, it is the Holy Grail. $79.99 4. Race Tech’s Based on Thede’s world-famous Race Tech Suspension Seminars, this step-by-step guide shows anyone how to make a bike handle like a pro’s. $49.99 5. Sportbike Suspension Tuning Sportbike Suspension Tuning’ covers the basics—setting static sag for your weight—as well as more subtle and advanced adjustments, such as how to optimize rear-end squat. A comprehensive discussion on chassis geometry, suspension technology, and the many interactions among adjustments helps demystify suspension tuning. Andrew also explains how to analyze various handling symptoms and make adjustments to correct them. Plus, he offers specific setup techniques for both the street and the track. $29.99

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6. Billy Connolly’s Route 66 Having always dreamed about taking a trip on the legendary Route 66, Billy Connolly is finally heading off on the ride of a lifetime. Travelling all 2,488 miles of this epic road, known as ‘The Main Street of America’, the Big Yin will share the experiences of the countless travellers who have taken the journey before him.

The tales he’ll gather on the way, from the skyscrapers of Chicago through the Wild West badlands of Oklahoma and Texas, and on to the beaches of the Pacific coast, will tell the story of modern America. And they might just inspire a few readers to get on their bikes as well. $35.00

To Order Call 02 4956 9820 36 – March 2012

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7. Ducati 1098/1198 Ducati 1098/1198: The Superbike Redefined tells the story of the development of the most powerful and charismatic Ducati Superbikes from the perspective of the designers, stylists, engineers, and managers.

Every stage in the 1098, 1198, and 848’s planning, development, and manufacturing is covered in impressive detail, and accompanied by hundreds of photos and illustrations.

Working with the full cooperation of Ducati management, author Marc Cook went behind the scenes at Ducati in Bologna and extensively interviewed designers, engineers, fabricators, and other personnel who describe the extraordinarily sophisticated and complex process of bringing out this new model. $49.99 8. Bitch’n Bitumen This - the ultimate riders/drivers guide book, provides 224 pages of the best roads in Tas, Vic, ACT, NSW, and QLD, including 34 maps covering loads of day rides, overnight trips and awesome week-long tours, and much more. $39.95

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9. Vespa Scooters Buyer’s Guide The two stroke Vespa is rightly regarded as an iconic scooter. Its initial purpose was to provide low cost transportation to the masses in the 1950s, but it evolved through the vibrant ‘60s to became a symbol of the burgeoning youth culture, and on into the ‘90s when it became firmly entrenched as an Italian icon. The history of this phenomenon has been well documented, as has the subculture that surrounds it, but there has been no previous attempt to provide a guide to buying one of these classic scooters. $19.99

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Name______________________________

Book Title: __________________________________ Qty:____ Price:_______

Address___________________________ P/C___________Ph:_______________ card type: M/card

VisA

Book Title: __________________________________ Qty:____ Price:_______

Exp. date: __/__ CVC___

Card NumbeR: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ --- -

Signature_________________________ Cheques or money orders should be made out to Motorcycle Publishing Pty Ltd.

Book Title: __________________________________ Qty:____ Price:_______ Postage & handling: ($10.00 or Free if more than $100 spent)_

Want more than 3? List them on a separate sheet.

Price:________

Total Amount included:________

Send your order to: Book Sales, Cycle Torque, PO Box 687, Warners Bay, NSW 2282 Ph: (02) 4956 9820, Fax: (02) 4956 9824

Shop online at www.cycletorque.com.au

March 2012 – 37

www.cycletorque.com.au w ww.ccycletorquuee.ccom m.a .aau

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www.cycletorque.com.au INFORMATION FROM OUR ADVERTISERS

Hennessy Hammock

This great hammock has an asymmetrical design so you sleep across the arc in comfort. Finished with a full length zipped flyscreen under a remarkably efficient fly sheet it keeps out the bugs and the weather. If there are no trees around just use it as a traditional tent.

Price: $170 Available from: Andy Strapz (03 9770 2207) More info: www.andystrapz.com

Mistral packs a wallop

NEW for 2012 the Mistral Bike-pack is designed to suit new and existing Ventura Bike-pack systems. The new 47-litre pack uses the latest thermal moulding techniques with hi-tech materials and zippers. It is semi-rigid with moulded panels to hold its aerodynamic shape even when empty.

It can be collapsed and stored flat or various packs can be zipped together. Touring kit includes L brackets, pack frame, bike pack and mounting hardware.

Price: Pack only $199, Touring kit $489 Available from: Good bike shops More info: www.cycletorque.com.au/more

Lock up

THE Magnum Lock 10mm alarm disc lock will help keep your pride and joy in your ownership.

Features include a hardened steel pin and casing, motion sensor, carry case with belt clip, disc reminder lead, and five laser cut keys including one key with micro light.

Price: $79.95 Available from: Good bike shops everywhere More info: www.cycletorque.com.au/more

Race T

WITH the racing season just starting to get into full swing it will be cool to show your allegiance with a Yamaha Racing T-shirt.

It’s made from polyester cooldry material, and comes in men’s, women’s and children’s sizes.

Price: Adult - $29.95, kids - $27.95.

Available from: Yamaha Dealers nationwide More info: www.cycletorque.com. au/more

Get me there

38 – March 2012

IN THE modern world we have become reliant on navigation devices instead of the map. And why not, they offer much more than the humble map ever could.

Strike has introduced the new Genius GPS BT which features inbuilt Bluetooth and 3D mapping technology.

It’s motorcyclist friendly too, can be used with gloves on and shows things like landmarks and elevated roads.

Price: $499 Available from: Call 1300 792 044 for your nearest stockist.

More info: www.cycletorque.com.au/ more

Gelcoat seat

Triumph filters

SPEED and Street Triple fans now have their own washable, reusable lifetime air filter from K&N. Just drop it straight into the factory airbox like your OEM part. Simply remove and replace the stock filter. Part No. TB-1011 (pictured) fits 2011 Speed Triple 1050cc and Street Triple 1050cc and 2012 Street Triple 1050cc and Street Triple R 1050cc.

Price: $79.95 Available from: All good bike shops More info: www.cycletorque.com.au/more

www.cycletorque.com.au WE found the Hebe ExGel seat cover a handy little product to have around the Cycle Torque shed. We’ve thrown it on most of the test fleet covering everything from dirt squirters to big tourers. It’s handy because it packs away easily and the universal application lets you fit it to almost any bike with its fully adjustable velcro straps and vinyl waterproof cover.

And with all the rain we’ve copped this summer, that’s been handy indeed. The soft gel seat has a very plush feel and will keep your backside comfortable for hours in the saddle.

Price: $59.95 Available from: Good bike shops everywhere.

More info: www.cycletorque.com.au/ more

Guard that Beemer

RADGUARD now have a radiator and oil cooler guard for the BMW K1600 GTL and GT and they’re a nice easy fit thanks to BMW’s clever design.

Made from high grade aluminium and available in polished alloy or black. Lightweight and strong they’ll keep the air flowing and the crud out.

Check RadGuard’s website for special discounts to the usual price.

Price: $259 for the set, shipping $9.90 overnight.

Available from: Rad Guard (02) 6658 0060 More info: www.cycletorque.com. au/more

Bio Tearoffs - naturally

CERTIFIED under strict Vincotte EN 13422 Standard as “home” compostable these enviro friendly tear-offs are still stable and provide high clarity and rigidity. They contain no petroleum products and are made from non-food renewable resources.

Available for SPY, THOR, Scott, Fox, Oakley, Smith, EKS, Pro-Grip and Dragon goggles. Available at all good bike shops.

Price: RRP is $22.95 for pack of 25. Available from: Gas Imports (03) 9338 1664 More info: www.cycletorque.com.au/more

Sweet sounds

AT THE Sydney Motorcycle Expo I was fitted out with a custom set of Noiseguard earphones from Hearlink. This particular set is really only designed for use with an iPod, iPhone or similar, exactly what I wanted. Basically I’ve just been putting my iPhone in my pocket and fire up the music selection. The quality can’t be faulted, no wind noise and Pink Floyd comes through crystal clear.

A surprising thing is I can hear incoming calls, and if the phone is handy enough to take them I can talk to the caller. If the phone is in your pocket your voice will be muffled but you can carry a conversation ok. Remember though, this set up doesn’t have a microphone and it’s not designed for you to take calls, it’s just a cool byproduct that happened to impress me.

In the kit you get the earphones, an extension cord, two carry pouches, instructions and a six pack of wax caps.

To be honest I’m not a fan of earphones that sit inside your helmet, they tend to irritate my ears way too much, but the Noiseguard earphones are moulded specifically for my ears and feel fine. Check out noiseguard.com.au.

– Chris Pickett Price:$435 Available from: Hearlink direct on 1300 Hearing More info: www.cycletorque.com.au/more March 2012 – 39

Cycle Torque People – Warwick Nowland

a

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racing

life

While Warwick Nowland has hung up his leathers he still lives a racing life.

Top and blow: Warwick with Glenn Scott.

TO MOST motorcycle racing enthusiasts in Australia the name Warwick Nowland needs no introducing.

Nowland kicked off racing in the super competitive 250 production class in Australia and then went on to the Australian Supersport Championship and Formula Xtreme Championship prior to moving overseas.

From there it was the British Supersport and Superbike Championships, AMA Superbike Championship and MotoST champs in the USA. On the world stage Nowland has contested the World Superbike Championship, and let’s not forget the two Endurance World Championships he won.

Whew, looking at what Nowland has done you'd be hard pressed to find another racer with such a wide variety of experience.

40 – March 2012

After 18 years of competition Nowland has finally hung up his leathers.

"In 2008 I returned home to Australia with the intent of starting a family. I also fully intended to return to Europe to continue my career in the World Endurance Championship.

For a variety of reasons that didn't happen so I stayed.

"Racing has given me so much over the years but it has cost me relationships too, and of course there's been the crashes. I guess the final straw was a crash at the Barry Sheene Festival of Speed on a classic race bike. After the race I couldn't pick up my son, and that and the terrible loss of Marco Simoncelli made my mind up that racing for me personally was over, even though I have had

opportunities to head back overseas."

Despite not racing Nowland is still a regular sight at Australia's road racing circuits.

"I've been mentoring Glenn Scott who is racing a Kawasaki ZX-6R. It's not easy but nothing in racing is. Glenn has really come on well, and last year he won the final race of the Australian Supersport Championship at Phillip Island. A couple of

weeks prior to that he won every FX600 race at the last round of the Formula Xtreme Championship, beating Kevin Curtain. That gave Glenn a lot of confidence leading up to Phillip Island. Seeing Glenn win that race was a huge buzz for me, it was like I won the race myself."

This is not a one-off though, Nowland wants to make racing his business, only this time it will be from pit lane, not the handlebars.

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"I want Warwick Nowland Racing (www. warwicknowland.com.au) to expand into a full time business, where riders can come to me to organise their racing for them, the bikes, the logistics, everything.

"It's not an easy journey though, there are many pitfalls, some racing people in Europe are not so scrupulous, and you need to be more than just 'fast'.

"I believe you must be very competitive in Australia before you go overseas, otherwise it's a waste of money. If you aren't beating everyone here what makes you think you can do it over there?

"The world has changed also, now you have to bring money to the team to get the ride, the team doesn't pay you until you've made the grade, and even then it's not guaranteed. It's a big business over there, with mechanics and team managers needing to be paid, the bikes need transporting and everyone has to be fed. And that doesn't include the bikes, the maintenance or the crashes which are inevitable.

"I think I can help young riders here with my experience. I know what level they need to be at before you are capable of mixing it at a national and world level, and more often than not someone taking the guesswork out of your racing can make you a better rider." – Chris Pickett One of Nowland’s victory laps.

March 2012 – 41

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42 – March 2012

QUAD TORQUE

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New TGB models

FCAI welcomes review of Queensland quad bike laws THE Queensland Government’s move to strengthen safety requirements for the use of ATVs on farms is a landmark move according to the Federal Chamber of Automotive Industries (FCAI).

The FCAI which represents all major importers of ATVs, has consistently supported the mandatory wearing of helmets when operating ATVs, prohibiting children under 16 operating adult quad bikes and the training of ATV operators.

“FCAI will always support moves that are proven to enhance the safety of people using ATVs,” said FCAI Chief Executive Ian Chalmers.

“It is for this reason that many of our members offer training as part of the sale process. For many years dealers have also provided an ATV safety DVD at no cost to customers.”

The FCAI also welcomed the Queensland Government’s proposed evaluation of crush protection devices (CPDs) and roll bars (ROPS) as part of the review. At present none of these devices have an applicable safety standard, and they can cause more injuries than they prevent.

THE Paul Feeney Group importers of TGB All Terrain Vehicles for Australia has announced two new models to the TGB All Terrain Vehicle range, the Blade 425 IRS 4x4 and the Blade 460R 4x4.

The Blade 425 IRS 4x4 is based on the original Blade 425 which includes switchable 4-wheel drive, full racking, towing and lighting package, alloy wheels and 6ply Maxxis big horn tyres and now includes Independent Rear Suspension as standard equipment.

The Blade 460R 4x4 is also based the very popular Blade 425 and features all the same standard equipment but has the engine capacity increased to 461cc. It also has the inclusion of an engine oil cooler to assist temperature dispersal in tougher conditions. This model has swing arm rear suspension which provides a stable towing.

Both of these new models carry a ‘ride away’ price of $8,095 and come with the standard factory backed 24 months parts and labour warranty.

For more info check out www.tgbatv.com.au.n

Can-Am on board

CAN-AM is getting behind the 2012 Australian Sideby-Side (SSV) Rally Challenge, offering a comprehensive support package for drivers and navigators competing in the series in one of Can-Am’s Commander 1000 X side-by-side vehicles. Can-Am can help streamline the process of preparing their Can-Am Commander for the ARC, including aspects such as sourcing a CAMS compliant safety cage. Can-Am X-Team staff will also be on hand at each round to offer competitors assistance.

Powered by a Rotax 1000 V-Twin engine, the Commander SSV offers great versatility with a 680kg towing capacity and a 272kg tilt-assisted dump-bed but this matters for nought when the racing starts and the Commander comes up against the Polaris RZR. The CAMS approved SSV sporting regulations ensures the new class offers maximum fun and action, whilst aiming to create parity between the different sanctioned models and eliminate ‘cheque book’ racing.

“We do not recommend the fitting of roll bars or crush protection devices to ATVs because of international research which found that all ROPs and CPDs examined at the time posed an unacceptably high risk of creating new injuries. In addition, under some conditions of use or misuse, all ROPs and CPDs examined were found either to be ineffectual overall or to increase the number and severity of injuries,” said Mr Chalmers “We also caution against the assumption that ATVs are similar to tractors and that similar safety benefits can be gained from fitting rollover protection devices to ATVs. An ATV is a bike and is designed as a rider-active machine, which is quite different from a tractor. CPDs and ROPS perform differently on ATVs.” The FCAI, although not consulted by the Queensland Government prior to the release of the draft amendments, will provide a response to the proposed changes and is keen to be involved in future discussions.

“Our overarching aim is to improve safety of quad bike riders with proven interventions, and helmets and training are the two key ways in which deaths and injuries can be reduced,” added Mr Chalmers. n

Under the CAMS regulations a limited number of modifications are permitted in regards to the utility focused features on the Can-Am Commander. A specified “tray delete” pack may be used to replace the commercial grade dump-bed along with a longer travel kit which will widen the track of the Commander SSV by six inches. These simple and easy modifications will provide greater parity between the Can-Am Commander and the race-proven RZR 900 XP. Can-Am parent company BRP has collaborated with Polaris and the ARC to create the Australian Side-by-Side Rally Challenge.

“Whether it is with our innovative Can-Am ATVs or our recently released line-up of Can-Am SSVs, we continue to take a pro-active approach and work with industry players such as Polaris to develop new opportunities in the off-road segment. The new SSV Rally Challenge is a great fit for both Australian customers and the industry, not only does it provide an exciting showcase for the SSV category but it also presents SSV owners with a straight forward and cost effective way to be part of the excitement of the ARC,” said Grégoire Dupont, general manager, BRP Asia- Pacific.

Former international rally car competitor, Michael Guest, will be the March 2012 – 43 leading driver for the Can-Am X- Team. n

LETTERS :TORQUING www.cycletorque.com.au

Sympathising I JUST read the second part of Col Whelan’s recovery after he parted company with his bike after hitting that gravel patch.

Reading the article I found myself shaking my head and agreeing with Col on all of the points that he made.

Having had shoulder surgery myself (twice) I can sympathise with Col as to the pain involved with recovery and having a diary is a fantastic idea.

Until you can look back and see that you have achieved something you really do get depressed.

Often the smallest of achievements can be the greatest thing.

Col’s comments about the GPS unit also made perfect sense. He has proof that he was below the speed. The photos showed no signs posted etc. I know of many friends who have dropped their bikes in council road works and all too often there are no signs posted.

Often when signs are posted it’s too late to do anything about it as the signs are too close to the works that there is no time to change lanes, slow down or what ever else is required to avoid the hazard. Just the other day I saw a sign that said “Cycle Hazard, Grooved road ahead”.

By the time I had read it I was on it. It’s no fun with your front tyre 12 inches to the left of your rear tyre at 100km/h.

Whatever the outcome of 44 – March 2012

BACK

Currently they seem to the legal stoush with be building about 60 the council I hope it bikes a month, and are serves as a precedent trying to hire staff to to other councils that double production. they have a duty of It seems most of the care to all on the bikes are being sold roads and that hazard off the back of bike signage is paramount shows, especially in to prevent harm to all the UK - naturally road users. bikers do their lolly I wish Col all the very when they see/ride a best for his recovery Norton. I think the and legal battles ahead lolly losers place and if you could pass orders with the factory on my wishes I would and thus the factory be grateful to say the never gets stuck with least.

Yours In Write A Letter!

Motorcycling David Power WIN A Great PRIZE New Nortons A MATE and I approached Norton in June 2011 and enquired about Australian availability, distributor, dealers, release date etc.

I just had a Google and it looks like there are still no new Nortons for sale in Australia.

The factory is a funny sort of place - sort of out in the boondocks at Donnington Raceway - a big shed and a caravan.

If I was to be unkind I’d call it a tinpot operation - but even so the sort of operation you would buy a bike from since there seems to be a strong connection and enthusiasm between the people, the product and the UK heritage.

An analogy might be Morgan..?

Anyway the salesman (1 of 3? - dunno what the other two were doing) was very forthcoming and friendly - I guess he had plenty of spare time.

they were spoilt for offers of Aussies wanting to be a distributor/dealer.

Love the mag by the way - I was going to have a chat at the Sydney Motorcycle show but you all looked flat out like lizards drinking.

Tony Meek Thanks for giving us an insight into what’s happening there. I can’t wait to ride one but that seems a long way

This month Tony Meek has won an Airhawk mid-cruiser seat for his bike, valued at $159. Airhawk seats make riding a lot more comfortable by putting a cushion of air between you and your bike.

Check out www.airhawkguy.com for more information.

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

floor stock. It must be nice to be so wanted.

And the boys building the engines in a separate room were very friendly - all very pukka - drinking cups of tea - bolting stuff together - having a natter to us about how it’s all come together.

They didn’t offer a test ride which is fair enough since I couldn’t buy one. And Australian sales seemed a long way off. Even so it would have been nice of them to offer.

I asked if they would show one at the Sydney Bike Show but it seemed a low priority until they caught up with back orders and could actually sell in Oz. So far as Australia goes they reckon they were only waiting on homologation which promised to be an endless process of red tape. And apparently

off. I couldn’t even get the factory to reply to my emails. Ed.n Why worry Regarding the letter in the February issue. I too have been asked to leave my helmet at the desk of a club but do we really have to make a big deal of it?

These rules are really just there for the protection of the workers so instead of getting worked up about it we should put ourselves in their shoes and work with them not against them.

We all need less aggro in our lives.

Name and address withheld by request. n