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JUNE 2010

Yamaha’s adventure answer









more cams, more power BMW R 1200 GS & GSA


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june 2010 Contents 32



Yamaha super tenere



sherco 2.5i


pagsta 250 cruisa


mojo v5



bmw r 1200 gs & gsa


13 karen davidson interview 38 nsw motocross championships 48 husky te450 long term 50 project daytona REGULARS 4-11 News 20 E-Torque 22 race torque 24 EDITORIAL 25 guntrip 26 letters 27 major events 28 QUAD TORQUE 30 Bike Stuff-used & Reviewed 36 Dirty Torque

Cycle Torque: 02 4956 9820 Full details page 27 4 - JUNE 2010

Cover images: Yamaha (Super Tenere) Martin (BMW)

NEWS torque

Vale Andrew McFarlane

AUSTRALIA’S motocross community is in mourning after the death of Andrew McFarlane. The well known and liked 32-yearold rider crashed during practice for the Victorian round of the MX Nationals at Broadford on May 2. McFarlane, riding for the JDR Motorex KTM team, had a seemingly innocent crash but suffered severe head injuries. Paramedics stationed at the track worked for an hour to revive him but he died at the scene. Motorcycling Australia and Victoria Police are investigating the circumstances of the fatal crash. Organisers of the MX nationals abandoned the meeting in honour of the Brisbane rider. McFarlane was one of Australia’s leading riders and had a lengthy and illustrious career over 27 years, including racing in Russia and the United States as he competed on the world circuit. US-based Australian motocross star Chad Reed was distressed by the news.

“I was just talking to Chad Reed a little while ago and he’s extremely upset,” said Reed’s manager Matt Cousins. “He and his wife spent a lot of time with him and Natalie in the States and that’s really blown everyone away. “He had an illustrious career across three continents, a beautiful wife and daughter and I guess that’s where everyone’s thoughts are right now.” JDR Motorex KTM Racing has announced details for a trust fund set up to support Andrew’s family. All financial contributions no matter how small will be appreciated, as together the motorcycle community help build a foundation for Andrew’s wife daughter Tayla who are left to carry on. Anyone can donate through a National Australia Bank, and just need to put Andrew McFarlane or JDR as a reference, the full details are: Bank: National Australia Bank; Name: PKF Trust Account; BSB: 082 055; Account Number: 61 637 2235; Swift Code: NATAAU3302. n

Stoner signs with Honda?

I TA L I A N news website Sportmediaset has reported Casey Stoner signing for Repsol Honda for the 2011 M o t o G P season. Stoner is contracted with Ducati until the end of 2010, and according to the Italians was unhappy with Ducati actively trying to sign Jorge Lorenzo when the Aussie was sick last year. Lorenzo is also off contract at the end of the year, as is Valentino Rossi. Another report says Rossi has already been offered a two year

deal with Ducati, and if that came off you’d have arguably the greatest rider of all time riding a home grown product – a recipe for great success and jubilation, hopefully. The report also says Rossi would be given plenty of freedom with how he fitted into the works Ducati outfit, but it’s unknown how team manager Jeremy Burgess fits into the mix.

definitely not like. Also issues with Pedrosa’s mentor Alberto Puig playing paddock politics could well have soured the tastebuds of Honda bosses. Let’s face it, Pedrosa’s results have been less than stellar, and if he’s a whinger then Honda won’t worry too much about cutting him loose.

The fact former Ducati team boss Livio Suppo (the man at the helm when Stoner won his title) is now with Honda could have helped the Australian make his decision.

If Rossi goes to Ducati this would take Lorenzo out from under the shadow of the Italian maestro which would suit him no end. The silly season has gone berserk and we haven’t even reached the half way mark of this season. Maybe Pedrosa could join Lorenzo at Yamaha? n

Where does this leave current HRC rider Dani Pedrosa? Pedrosa has openly criticised his machinery in recent times, something Honda bosses would

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NEWS torque

Bayliss hints at comeback AUSTRALIA’S three time Superbike World Champ Troy Bayliss has hinted at a possible comeback to racing in 2011, following an encouraging recent test on a Ducati 1198 in Italy.

41-year-old Bayliss said that despite competing in some car and bicycle races he misses the thrill of motorcycle racing and intends to confirm his decision either way by the end of June.

The two-day test at Mugello – the first time Bayliss had ridden a superbike since 2008 – saw him lap very close to the current MotoGP lap record held by fellow Australian Casey Stoner.

“You’re a long time retired,” Bayliss told MCN. “I haven’t ridden a world superbike since I retired so we’re going to knock the rust off at Mugello and see where we’re at.

“I really enjoyed myself and I hope the feedback I have been giving the guys is useful,” said Bayliss. “I was a little worried that I’d have forgotten how to ride after the year and a half break, but it was easy and to be honest it felt like I’d never been away!”

“I’m saying I could come back and we’re going to have to see. It would make sense to come back with Ducati that’s for sure.” Ducati’s official World Superbike team has so far struggled with form in 2010 so getting Bayliss back on board might just be the ticket for the Italian manufacturer. n

Speaking to British motorcycle weekly MCN before the test,

Groovy GS

WE DON’ T normally sell bikes through Cycle Torque, unless they are our own. We can make an exception for this R 1150 GS though because it’s one of Cycle Torque’s former projec t bikes.

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The list of modifications is lengthy : Staintune pipe, Teclusion EFI module, Hagon shocks front and rear, Touratech steering stopper suppor t, tinted tall screen, more aggressive footpegs, the list goes on and on. I t ’s got full touring panniers and a Bagster tank cover/bag set up. There’s even a spare brand new fuel tank to come with the bike as well. Since we sold the bike to a good friend of Cycle Torque it ’s covered

another 20,000 k ilometres (now 92,000). I t ’s always been maintained well, with new differential bearings fitted recently, and although it ’s no show pony it still runs and rides fantastic. Price is $8,200, give Chris a ring at Cycle T o r q u e o n 0 2 4 9 5 6 9 8 2 0 o r 0404 030 925 to find out more. Yo u n e v e r k n o w , y o u m i g h t j u s t strike a bargain. n

Triumph Grand Tourer FIVE years after introducing the Sprint ST, Triumph is offering a GT version, heavily based on the ST. The 130hp 1050cc inline triple has many fans and this engine powers the GT. Even though the bike looks similar there are a number of updates which make the bike a better tourer. Things like 117 litres of hard luggage (with optional top box), Anti-lock brakes, accessor y power supply and a larger fuel tank to give well over 300 kilometres fuel range. Two colours will come to Australia, silver and blue. Pricing is yet to confirmed, and the GT will be sold alongside the ST. n

Retro rocket

AFTER first seeing the light of day as a concept bike, Honda’s CB1100F is now a reality, and by the time you read this will be available at Honda dealers Australia wide. Honda already had the mechanical goods to produce such a bike, it uses the tried and true 1140cc fuel injected air/oil-cooled inline four already in stock. Visually, the CB1100F gets some of its styling cues from the early 750/4, in fact it looks much like a customised Honda Four would have been back in the day. Of course the bike has modern brakes, suspension, instruments and so on. Available in either red or white, the CB1100F retails for $14,990 + ORC. n

JUNE 2010 - 7

NEWS torque

Teething troubles in

IT WILL take a while for the world to get used to the brands of the Moto2. Browsing through a Grand Prix program, you won’t find big manufacturers such as Honda and Yamaha, KTM and Aprilia. Instead, you’ll see strange names like Sutar and Moriwaki, FTR and RSV, Kalex and BQR in the line-up. MZ from Germany and Bimota from Italy are probably the best-known motorcycle producers, and they are the only ones out of the lot to produce street bikes besides their racing activities. All the others are just known to insiders. And, looking at 14 different brand entries, even people from the paddock ask themselves who might be behind some of the abbreviations and what the hell qualifies them to take part in the world championship. Memories come flashing back from the days when highly talented do-itall-yourself enthusiasts like the young Jeremy Burgess took unrideable Japanese bikes apart, re-built them and rode to glory. Days when small engineering enterprises like the one of Spaniard Antonio Cobas used to implant Rotax engines into their own

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chassis and scored victories and word titles under the name of JJ Cobas. Days when Yamaha supplied French chassis manufacturer ROC and British manufacturer Harris with four-cylinder two-stroke engines, and anybody who had sufficient interest and sufficient funds of $200,000 could try his luck in the 500cc blue ribbon class. Now, these wild times have returned. From A for ADV to Z like in “Motorenwerke Zschopau”, the new Moto2 class is buzzing like a bee hive, and when the 40-strong field of these buzzers takes the same flight direction at the start of the race, a show unfolds unlike anything the motorcycle world championship has seen in recent times. “It is like 15 years ago, when I started Grand Prix racing. A crazy bunch of evenly strong riders who all aim for the same point when braking into a corner and nobody knows who will manage to thread through and crack the throttle the earliest. A thriller from start to finish”, says Valentino Rossi with a sparkle in his eyes. “The start of the new series was a success. The races are great, and we achieved our main goal of lowering

the cost. Instead of 1.5 million Euro per season like in the old 250cc category, a Moto2 bike will only cost 450,000”, says Caremlo Ezpeleta, CEO of GP organiser Dorna, with satisfaction in his voice. The trade-off for these cost-saving measures were a certain sacrifice in prestige and in technical competition. Critics of the new class still complain about the same thing, about the single engine rule with Honda-made 600cc four-stroke four-cylinders, a derivative of the mass-produced CBR 600 engine instead of pure prototype machinery. They also complain about details like the standard gearbox that rules out any gear changes. The only way to adjust the gearing to each individual circuit is with the front and rear sprocket. Another point of criticism is the fact that the engines are supplied only at the start of the race weekend and are re-collected almost immediately after the race finish. In case of a technical problems, the teams usually have no idea where to start looking for the source of the problem, let alone how to fix it. The bike of Swiss rider Tom Luthi, for instance, spread a fine mist of engine oil during the first practice for the

n Moto2

season-opening race at Qatar. It took the mechanics ages to find out that the threads for the screws holding the clutch cover were just a fraction too short for the titanium screws that they inserted instead of the standard screws the engine had come with. German manufacturer MZ, a late Moto2 entry, suffered from a mysterious lack of top-speed at the same time, and the team was at a complete loss whether this had to do with the mapping of the engine electronics, the exhaust system, the cooling system or the aerodynamics of the bike. But how can anybody fix such problems without having an engine on a permanent basis, for bench and riding tests? The behaviour of the bikes on the track is not as trouble-free as it looks during the race, either. There is no single team in the field without its own battle against chattering, an irritating vibration of the chassis well-known and feared in motorcycle racing. One of the reasons for this is the enormous amount of grip offered by the new Dunlop rear tyres. With a rim width of 195, they are a full 30 milllimetres wider in comparison to the old 250cc category. “Dunlop only insisted on this format in order to upset us. They wanted to make a Moto2 bike look like a MotoGP machine,” says German

Bridgestone manager Thomas Scholz. “When you consider the low power output of a Moto2 engine, there is no technical reason for such a rear tyre dimension. Front and rear wheels are running out of line in the corners and upset the behaviour of the bike – the tyres are simply too wide,” he says. Just 130hp from the Honda-engine and the extra-wide Dunlop tyres are a mismatch, which is one reason why the Moto2 class so far has failed to reach the lap times of the old 250cc class. Maybe the rear wheel pumping going into the turns would also be less with narrower tyres. A Moto2 bike almost matches MotoGP’s wide spectrum of opportunity in terms of engine management and data recording (through the units of German single manufacturer 2D), but there is one thing a Moto2 bike doesn’t have: Traction control. “When I brake hard for a corner and let the clutch go on a MotoGP machine, the electronics do all the work and guarantee a smooth transition. If I do the same on a Moto2 bike, the bike jumps so much that I think I’m in an earthquake,” grins Toni Elias. With his experience on different MotoGP bikes, the Spaniard is considered one of the favourites for the new category. But then, during

pre-season testing, he crashed because of a slower 125 rider on the track, and sufferd bone fractures in his left hand and his right foot. “If you don’t want the horizon to start jumping up and down in front of you, you have to be very, very careful with the clutch. It’s the only way to get a controlled corner entry.” Smoothness seems to be the key not only with the clutch, but with riding a Moto2 bike in general. Unlike former Supersport times, when the riders used to drift sideways into the turns in spectacular manner, the Moto2 bikes want to be ridden softly, with a lot of momentum going into the corners and with high corner speeds in order to make up for the relative lack of engine power, and to save tyre grip. 19-year-old Shoya Tomizawa has this soft and precise riding style, and wrote racing history with the first ever Moto2 win aboard the Suter MMX of Swiss former GP racer Eskil Suter. And again, memories came back from another time in the past. The Suter MMX bike still resembles the chassis of Kawasaki’s Ninja ZX-RR MotoGP machine, a project in which Eskil Suter was heavily involved. The MMX is slim, small and light-weight like the Ninja ZX-RR, and so is Tomizawa – just like former Kawasaki rider Shinya Nakano, who developed the Ninja back in 2005. Both Nakano and Tomozawa seem to direct their bikes with the tips of their fingers. But deep down, the Moto2 riders are dreaming of a completely different riding style – squaring a corner off, crack the throttle open very early and smoking the rear wheel – a riding style that we don’t see in MotoGP any more due to the traction control systems. “No, no, the rear tyre isn’t too wide at all. Instead, we are lacking engine power. We could use 20 or 30 hp more, then the show would be even better, and the better riders also would shine through easily,” says Toni Elias. “For our private tests, we had an engine with sufficient power. It was tuned to the max – and riding was great fun!” – Freidemann Kirn

JUNE 2010 - 9

small torque Win the Reece Bancell award EACH year a rider who competes in the current Australian Superbike Championship (ASBK) is eligible to apply for the Reece Bancell Scholarship, a 12-month support package to assist them in contesting in the following year’s ASBK Championship. The Reece Bancell Scholarship is available to riders from any class, and the recipient will be selected based the rider’s professionalism and performance throughout the application’s current season. The assessment panel consists of representatives from the Bancell Family, MA as well as the motorcycling industry and selected motorcycling media. Applications will be accepted until 12 September 2010, which coincides with the penultimate round of the ASBK to be held at Phillip Island. The application form for the Reece Bancell Scholarship can be downloaded from the MA website at

R.I.P Magoo MX legend Danny ‘Magoo’ Chandler has died as a result of the injuries that have seen him in a wheelchair since 1985. The AMA Motorcycle Hall of Famer, Motocross and Trophee des Nations team member and AMA Motocross National was just 50 years old. Chandler visited Australia several times during a career that kicked off in 1981 when he finished ninth in the AMA 125cc National Motocross series and won the Trans-USA 500cc support series, which earned him a spot on the Honda factory team for 1982. Riding the RC500 ‘Works’ Honda like a 125, Chandler won four AMA 500cc outdoor nationals, two ‘Superbikers’ titles, the U.S. 500cc Motocross Grand Prix at Carlsbad, California in 1982 and he finished third in the AMA 500cc MX series in 1983. At the end of 1982, Chandler was part of the American team for the Trophies and Motocross des Nations and he became the only rider ever to win both motos of both events in the same year. On the Grand Prix circuits of Gaildorf, Germany, and Wohlen, Switzerland, Chandler taunted the best riders in the world and dominated both events with

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consummate ease. Chandler went to Europe and raced the World Motocross Championship with some success but a crash at the 1985 Paris Supercross ended Chandler’s racing career leaving the living legend paralysed.

Alessi To Race In Australia AMERICAN motocross and Supercross superstar Mike Alessi has announced he will contest the Australian Supercross series at the end of the 2010 season. “KTM’s Mike Alessi is already pulling together a plan for his return to AMA Supercross in 2011 announcing that he will head to Australia and New Zealand in the fall to get tuned up on stadium racing in the series that is co-promoted by Chad Reed,” was the press release by KTM America. Alessi was pencilled in to race in last year’s Australian Supercross series on a KTM 250SX-F but like James Stewart, failed to appear.

VFR800 still available WITH the release of the all-new VFR1200 you might think there’s no life left in the VFR800. Well, that’s not the case, it still is and retails for $13,990. Check one out at your local dealer or visit www.

Waters to test AMA superbike REIGNING Australian Superbike Champion Josh Waters has secured a test with the Rockstar Makita Suzuki Factory AMA Superbike Team. Waters will fly to the US immediately after the third round of the ASBK Championship at Queensland Raceway on June 6, 2010. He will be accompanied by Team Suzuki Manager, Phil Tainton. Waters will test with the Rockstar Makita Suzuki Factory AMA Superbike Team at Barber Motorsports Park, Birmingham, Alabama, alongside Blake Young and Tommy Hayden. “We are really excited to secure a test with the American Factory Superbike team for Josh,” Perry Morison, General Manager, Motorcycles, Suzuki Australia said. “Part of our racing strategy is to facilitate opportunities within the wider Suzuki Racing family, and the fact that Josh has secured

this test is testament to his racing talent and recognition of his racing accomplishments.”

Bel Ray 6-hour awarded Australian Championship status

MOTORCYCLING Australia (MA) has announced the Bel Ray 6-hour Endurance Race promoted by James Spence Promotions has been awarded Australian Championship status for 2010. The Championship is scheduled to be held at Phillip Island, Victoria, from 3-5 December 2010. 40 teams will be able to enter the event and the classes will be: Superstock 1000; Superstock 600; Production 1000; Production 600. The weekend will also play host to several support classes including the Motorcycle Road Race Development Association (MRRDA), BEARS and possibly a round of the 2010 Australian Road Racing Sidecar Championship. Supplementary Regulations in addition to class rules and the event schedule will be available to download from both the MA website at www. and the event website at

Hyosung heads FCAI figures HYOSUNG’s GT650R is selling so well it’s keeping the Australian importer and local dealers very busy. “Hyosung is flat out. We’ve decided to extend the Cash Back offers as they have been successful in bringing more Hyosung buyers into the showrooms Australia wide”, said Hyosung Sales Manager Brendon Roberts. “We are the only brand in the top 15 road-bike brands to show month on month growth for four consecutive months”.

Charity Auction to support the National Breast Cancer Foundation

FRASER Motorcycles is inviting you to give generously to the National Breast Cancer Foundation. Fraser MC is offering you the chance to be the owner of a Harley-Davidson leather jacket from the Pink Label Collection signed by Karen Davidson on her recent visit to Fraser Motorcycles Sydney. To register for the auction visit www. and submit your offer before June 15. All proceeds from the auction will be donated to

the National Breast Cancer Foundation to support ongoing research into the prevention and cure for Breast Cancer. Help make the road ahead a positive one for breast cancer patients of Australia and make a donation that counts. The auction winner will walk away with a signed Harley-Davidson leather jacket and would have taken one step closer to making the future brighter for breast cancer patients of Australia.

Get your Grand Prix book CYCLE Torque has managed to extend its email auction of The Grand Prix Motorcycle book by acclaimed author Kevin Cameron. There’s still time to get yourself a copy and support the Morong Spinal Unit at the same time. The books will be sold to the highest bidders through a silent email auction until June 15. Carrying a price in the USA of $39.95, The Grand Prix Motorcycle would be expected to retail in Australia for around $59.95. Just email your bid to bec@ and she will call you after June 15 to arrange payment (make sure you include a daytime contact number). Cycle Torque will pay the postage: the amount you bid and pay will go to the Morong Spinal Clinic, so don’t be stingy but just offer what you can afford, you never know you might snag a bargain. Remember, all of the money raised by the bids will go to the Morong Spinal Clinic. You must get your bids in by June 15 to and don’t forget to include your name, address and daytime phone number. n


JUNE 2010 - 11

NEWS torque Reardon and Byrne Team Up

AFTER parting ways with the Motoconcepts Yamaha Team Dan Reardon has signed a deal to race the AMA Nationals for the Valli Motorsports Squad aboard a YZ 450F while at the time of writing fellow Aussie Michael Byrne was close to inking a deal to join Reardon. After buying his own Kawasakis to do the AMA Supercross Series, Byrne was signed to fill in for the injured Josh Grant with the JGR Yamaha Team from round two on but the deal ended at the end of the Supercross series. “Hopefully, I’m getting better with age,” said Byrne when asked about his future in the sport. “I felt like my last two years of Nationals have been the strongest of my career, so while I definitely was not happy with the way supercross went this year, it’s not where I should’ve been, but a little preparation coming in would’ve been nice!” “Hopefully for the nationals everything will work out with Valli Motorsports and instead of finishing 18th at the first round and being on the podium at the last one, I can be up there at the start and get some good points and then try and build on it.”

Villopoto Out – Wey In

FORMER AMA Motocross Champion Ryan Villopoto will miss all but the final few rounds of the 2010 AMA Motocross Championship due to injuries sustained at the St Louis round of the 2010 AMA Supercross Championship. Monster Energy Kawasaki team manager Mike Fisher confirmed that Villopoto’s

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injuries will keep him out of contention for the AMA Motocross Championship and TiLube Kawasaki rider Nick Wey, who has been filling in on the factory Kawasaki team for the injured Chad Reed during the Supercross series will take RV’s place on the factory KX450F for the outdoors. “He’s doing a lot better after his last surgery. His final surgery was Thursday. It was a six hour surgery on his tibia. [The bone] was broken up enough to where it took some time to put all the pieces back together. The fibula was repaired the week before and it was a six hour surgery too. So it was a lot of putting things together.” With screws and plates in place, Villopoto will be out for four to five months. “At the best case scenario, perhaps he can race the last three races,” Fisher said. “Otherwise maybe just the last one; we’re not sure.”

2010 AMA Supercross Series Wrap

ROCKSTAR Makita Suzuki’s Ryan Dungey has finished his championship winning rookie season of racing the Supercross Class in style with a win at the final round in Las Vegas while the ProCircuit duo of Christophe Pourcel and Jake Weimer have won the Eastern and Western Regional Lites Championships respectively. Supercross Class: from the opening round at Anaheim 1, Dungey showed his intentions by leading championship favourite James Stewart (Yamaha) for all but the final few laps before storming to the championship lead with wins in Pheonix and Anaheim 2 then cementing

the championship with wins at Atlanta, Dallas, St. Louis and Las Vegas. Dungey was obviously rapt with his and the team’s effort. “It was a lot of hard work and effort put in by everybody on the Rockstar Makita Suzuki team. As a little kid, I would dream as I watched races and say, ‘One day, I want to be that guy’. This really is a dream come true, and all the hard work has paid off. “ Championship favorites James Stewart and Chad Reed (Kawasaki) only lasted the opening few rounds and did themselves no favours by taking each other down at Pheonix which injured Chad’s hand and added to the self inflicted injury that Stewart incurred earlier in the night when he ‘scrubbed’ his way into the path of another rider and subsequently got landed on. Aussie Michael Byrne started the season on a privateer Kawasaki but landed the plum role as a substitute for the injured Josh Grant on the JGR YZ450F and managed to score points at every round for 11th outright, just seven points out of the top ten. All up, without doubt the 2010 AMA Supercross Class put on some of the best racing for years and 2011 will be a ripper with the likes of Trey Canard, Jake Weimer and Christophe Pourcel joining the big boys. See full story including Lites championship at www. AMA Supercross Class Season Standings: 1. Ryan Dungey – 363; 2. Kevin Windham – 293; 3. Davi Millsaps – 268; 4. Ryan Villopoto – 266; 5. Justin Brayton – 238; 6. Josh Hill – 233; 7. Nick Wey – 197; 8. Tommy Hahn – 186; 9. Ivan Tedesco – 183; 10. Kyle Chisholm – 177.

Strang Still On Top in GNCC

FMF/Makita Suzuki’s Josh Strang still leads the 2010 GNCC after six rounds despite losing the Loretta Lynn round to Yamaha’s Charlie Mullins and surviving a huge crash while leading the North Carolina round. After taking a thumping from Strang over the first four rounds, Mullins has hit form to storm back into contention in the most prestigious off-road series in America. “I’ve had two good weekends in GNCC and my confidence is high right now,” said Mullins. “I’m happy with how things went today and how I rode and I just want to keep doing what I’m doing.” Strang’s first loss for the season was at round five where a solid second place to Mullins was of no concern but a huge crash while leading at North Carolina put the wind up the tough Aussie. “I got sideways over a little jump in the woods and I clipped a tree and my hand went off the ’bars and when I grabbed on again I got a handful of throttle and it shot me into a tree,” said Strang. “I went down pretty hard and it rang my bell.” The ‘other’ Aussie in the series Glenn Kearney (Husqvarna) scored his first podium for the year despite a far from perfect lead up to the event. “Thursday we were testing suspension, and Ben (Kearney’s brother and mechanic) had an accident and broke his femur, so it was a long night Thursday night and then he had surgery on Friday,” said Kearney. “He had the bike all about ready, but we were waiting on some engine parts that showed up on Friday morning, so I learned a little bit about putting a top end on a four-stroke and timing valves and that sort of stuff.” – Darren Smart

Cycle Torque People

The Dynasty continues

Karen Davidson never assumed she would work in the family business, it just happened that way. KAREN Davidson, the daughter of Willie G and granddaughter of one of the founders of Harley-Davidson, William A Davidson, has visited Australia for the first time. Her grandfather was the half of the partnership who had worked as a railway engineer/pattern maker whose mechanical skills gave birth to the seminal V-twin design which would turn HarleyDavidson into an iconic brand. So it perhaps comes as no surprise to learn that Karen started riding motorcycles at a young age, when she was nine-years-old. “When most kids were getting their two-wheel bicycles I was into the power already,” said Karen. “I started riding on a lightweight Italian model called the M50. It was one of those bikes that we had around,” she said. “At the time we were producing lightweight bikes over in Italy. Remember the Aermacchis? Well when I turned 16 I had an SS175, we always had lightweights for us kids to ride around on. That’s what we grew up on.” Aermacchi was an Italian bike manufacturer Harley bought to try to crack the European market. Just as Willie G has reminisced in the past that during his childhood he couldn’t wait to see what his father would ride home, so too did his children Karen, Bob and Mike. “Same with us, same with us. I mean we were so excited as kids, because dad would ride home with the prototypes, we also had a sidecar rig we’d jump into,” Karen recalls. “We’d hear it rumbling down the road and we’d wonder: what’s he riding now, what is it, what’s it going to be?” Karen started work at Harley-Davidson in 1989 but that was an unexpected turn following her design studies. “My dad, being the quintessential designer, was a strong influence in my life. I grew up with his design sensibilities, not only in industrial design but also in architecture and art,” says Karen. “I followed suit with a design study, but it took me into fashion design. And I loved leather. That was obviously from growing around the bike culture. That influenced me. “But there was never a clear path for me to work at the company. I never knew that I was going to work at the company. “I got into the design industry and I worked in New York. I learned the

industry; I learned the ropes so to speak. “Then in 1989 one of the key people at Harley had this vision to do a branded line and he came up with the name MotorClothes. “I was interviewed along with five other people and they then asked me to come onboard. “I thought this was something that was going to be a good fit, never knowing what it could turn out to be.” So how did her design career kick off at Harley-Davidson? “One of the first things I designed was the black nylon jacket with the orange stripe around it. We had a couple of key leather jackets but I had to get some lighter weight jackets in the line,” she said. “That was one of many. I also put some American made leathers in the line at that time. “I’ve always been inspired by the brand. That signature stripe was something my dad designed for racer T-shirts. And then I did a jacket version of it. “It’s international, it’s still one of our strongest selling styles.” Karen is now Creative Director of General Merchandise at HarleyDavidson. Two years after starting her career at the company the Council of Fashion Designers of America lauded Harley-Davidson with recognition as a cultural icon. “That was for being a fashion influence of biker style. And so what happened was that biker style became trendy for all of fashion, and they said ‘hey the originators of that was Harley Davidson’, so it wasn’t for one specific style. “It was for our influence as kind of like this cultural icon to biker apparel that was moving towards people who don’t ride. So it was really an honour, it was really great. “I was one of the ones who received it but it was for Harley-Davidson in recognition that we had that big of an influence in fashion and style.” So, what of the future for HarleyDavidson apparel and motorcycle fashion in general? “I think we’re going to see more of a mixture of material used in design, taking the best aspects and features of each

material and producing really functional riding gear,” she said. “And I think that will come with technology in materials.” So, does Karen have some Harleys in her garage? “I do, I do, I have several Harleys at home. I have a V-Rod, a Bad Boy, blacked out Springer and I have a Road King. “We’re a very close family and we all ride, I still enjoy going for rides with my dad.” Karen is the eldest of three, her brother Bob is a company vice president at HarleyDavidson and Mike is a finished artist and also does contract design work. It’s Karen’s first visit to Sydney and managed to get a ride to Palm Beach in Sydney not long after touching down in Australia in mid-May. “I’m okay as long as someone’s riding ahead of me, so I can remember to keep to the left. “There’s some really beautiful homes in Sydney and the weather has been so glorious.” Karen lives in California and her riding preferences are for coastal jaunts and back country trips. During her visit she also visited Melbourne and Brisbane. As well as her work at Harley-Davidson Karen is also a strong supporter of encouraging women to ride motorcycles, especially encouraging dealers to host Garage Parties, which gives the girls a chance to sit back, relax and discuss all things motorcycling as well as providing a learning environment. “In America about 23 per cent of all motorcycle licence holders are women so we’re really growing the numbers,” she said. In Australia female licence holders account for about 12 per cent of motorcycle licences. – Dennis Penzo

JUNE 2010 - 13

Launch Report – Yamaha Super Ténéré Report BY

Nigel Paterson



RIDING GEAR: Shoei Hornet DS helmet, Motodry Adventure jacket/Demon pants, Razer boots.

Super new l l a ’s a h a m a Y e n o s i é r é n é T Super re u t n e v d a r e p su machine.

YAMAHA’S new XTZ1200 Super Ténéré will make Adventure bike buyers sit up and take notice, for this is the first bike from Japan to take on the European machines and really have a chance of winning. The new Super Ténéré is a longlegged, comfortable, high performance Adventure bike capable of taking you and a passenger on rides of a lifetime. It eats miles on anything resembling a road with ease, and does it in safety and style, too. I know all about the safety aspects of the bike, having ridden one through snow-covered roads and in driving rain and cold during the world launch of the machine in France, where unseasonably bad weather hit us, causing problems with photo shoots, changes of route (one road was closed due to snow) and the quietest group of motorcycle journalists I have ever experienced as we contemplated leaking wet weather gear, freezing temperatures and our choice of careers: after lunch on the second day the bikes were covered in snow. But no Super Ténérés were crashed during the event. Two support riders (not journalists) crashed XT660 machines, and it could be argued if they had had the traction control or ABS fitted to the 1200, maybe those incidents wouldn’t have happened. Being a launch held in Western Europe and when you consider the vast majority of Adventure bikes sold around the world and only rarely taken onto the

14 - JUNE 2010

loose stuff, it’s no wonder Yamaha has prioritised this bike to be tourer with off-road capability, not a dirt bike with street-legal tyres. The launch organisers also had us only doing a tiny fraction of the nearly 1000km we travelled over two days in the dirt, partly because finding dirt roads in France isn’t easy, and partly because buyers won’t use them that way. But we will in Australia, so I rode the bike as hard as I dared when were were off road, and I came away impressed. It’s way to soon to say if it will match it with the European machines in the same genre, but it is certainly capable of touring down rough, crappy gravel roads.

The concept

Yamaha is pitching this machine as a highly durable touring bike with off-road capability. To get it there the company if offering a decent level of spec standard, and a list of optional extras (described in better detail elsewhere). At the heart of the bike is a four-valve per cylinder, 1199cc, DOHC four-stroke putting out around about 110hp. The engine features an offset crank (270 degree) which gives the motor the feel of a V-twin, and it’s a feature Yamaha has been using since the TRX850 15-odd years ago. But this isn’t an updated version of the old powerplant, it’s all new. Inside the motor are twin counterbalance shafts to dampen out the vibes: what gets through to the rider

is a comfortable pulse which is never intrusive. The motor features a dry sump, which allows the crankshaft, and therefore centre of gravity, to be a little lower. The electronics are high-tech. There’s Yamaha’s Chip Controlled Throttle (Y-CCT), EFI, ABS, traction control and switchable engine mapping. I was disappointed to see two throttle cables emerging from the right grip: Y-CCT is supposed to be fly-by-wire, right? Well it is, the cables just talk to the black box, telling it where the rider wants the throttle; the electronics actually position the throttle butterflies according to that and engine revs, gear position and more. The result is a very nice powerplant with heaps of midrange. The Super Ten rockets between corners on winding roads and is easy to ride while doing it. Bottom end, below 3500rpm, is a little weaker than I’d hoped and the top-end is exactly what I’d expect from a 110hp, 250kg plus machine: not blistering but still fast. Yamaha also added D-Mode, which is Yamaha’s take on variable engine mapping: essentially, you can throw a switch and change from Sports to Touring mode (which doesn’t actually reduce engine output, it just tones down the power delivery). On a 110hp motorcycle aimed at experienced riders (and no one else should be riding this bike) I thought it was pointless. Toning down power delivery on a 160hp sports bike is a great idea

Adventure 14 - MAY 2010


Calls for bicycle rego

A lap with cancer

SOME motorcycle lobby groups are calling for bicycles to be registered vehicles, claiming all vehicles on the road should be able to be identified and carry third party insurance. Damien Codognotto, of the Independent Riders’ Group, said “Pushbike riders who ride on-road should have a car or motorcycle licence to ensure a minimum level of skill and knowledge of road law. If a bicyclist does not have a vehicle licence they should do a course similar to a motorcycle or scooter training course. “We don’t think registering bicycles will make bicycling less popular. Motorcycle & scooter riders have had onerous restrictions and unfair taxes increased over the last decade and our numbers have doubled. Registered bicycles would still deliver a health benefit to the community. The question is the cost to the rider. It should reflect their role.” The idea has stemmed from reports in the mass media that The Victorian Employers’ Chamber of Commerce and Industry has called for debate on the issue. Not all motorcycle rider groups are keen: the MRA (Vic) has issued a press release saying it does not endorse the idea.

PENNY Holyoak is a 53-year old Victorian currently on an around-Australia ride to raise money for charity, and she’s battling cancer while she’s doing it. She started out in February and expects to be on the road until June, and is encouraging riders to join her for part of the trip and to support the ride in any way they can. Check out for more information, Penny’s blog posts and the itinerary, giving you a chance to meet her as she travels around the country.

Bonnie deal TRIUMPH is offering $1000 off the Bonneville SE A1. The latest Bonnevilles represent more than 50 years of engineering excellence, a thoroughly modern interpretation of a ‘proper’ motorcycle that is even more accessible thanks to its low and narrow seat, clean and efficient fuel injected engine and lightweight 17 inch wheels for even sharper handling. The higher-specification ‘SE’ A1 includes more comprehensive instrumentation, including a tacho, a chromed tank badge and brushed alloy engine casings. This special offer is only available on the ‘SE’ A1 Bonneville in Jet Black, and only while stocks last. See your local Triumph dealer for details, or visit www.

Lambretta back in Oz ICONIC scooter brand Lambretta will be available again in Australia, with Australian Motorcycle Distributors bringing a range of machines into the country, starting in 2011. Lambretta has returned to the world of racing after 60 years away with Lambretta Reparto Corse participating the MotoGP Championship. AMD’s Alan Lazarus said “This is great news for our dealers, and we’ll be delighted to expand our network with the right interested parties,” so if you’re a bike shop keen to selling one of the best-known names in motorcycle history, contact Alan by email: alan@

Isle of Man Routed GET ROUTED has been taking Aussies to the Isle of Man TT for years, and 2011 looks like being the biggest ever. It’s the 100th anniversary of the TT, and the island is already starting to get booked up as motorcyclists from all over the world look to make a pilgrimage to the spiritual home of world motorcycle racing. Get Routed’s 2011 Isle of Man TT trip will be a fantastic trip, but numbers will be limited by the amount of accommodation we have secured. Since 2007 we have been securing Manx homes as they become available,

but recently the supply has dried up as more people from the UK & Europe make their TT accommodation bookings. We currently have bed space for 132 people with 83 people already booked into those bed spaces. That leaves 49 beds still available. If you’re thinking of doing this “take your own bike” TT trip then move fast or all the beds will be taken and you be left having to take a tent and camping at one of the many camp sites which spring up all over the IoM each year for the TT. Most of them don’t have toilet or shower facilities so if the weather turns crook it may not be the holiday you wanted. For enquiries contact Dave Milligan on 03 9351 0612 or email <mailto:dave@

Fully tanked SAFARI Tanks has launched a new website to make it even easier to find, select and buy the right long-range fuel tank for your big adventure. Safari has tanks to suit all of the major brands and even some you mightn’t have expected, such as Husaberg, Gas Gas and BMW. Check out the tanks, news and lots more at www.safaritanks.

Vespa dollars VESPA dollars are the new currency for the savvy commuter. For a limited time only, Vespa is offering purchasers ‘Vespa Dollars’ when a new Vespa is purchased from selected models in the range. The purchaser has the choice of spending their ‘Vespa Dollars’ instore either on clothing, accessories or have their ‘Vespa Dollars’ taken straight off the price of their new Vespa. The selected models and their ‘Vespa Dollar’ values are: LX 50 & S 50 = $300 Vespa Dollars LX 125ie & S 125ie = $300 Vespa Dollars LX 150ie = $500 Vespa Dollars

GTS 250ie = $500 Vespa Dollars This offer ends 30th June 2010, so ‘Pronto Pronto’ into your participating dealer now and receive your ‘Vespa Dollars’ today! Visit for details.

Triumph touring treat TRIUMPH has announced that it will extend its $2000 worth of genuine Triumph accessories and clothing ‘free’ offer, with every new ‘Rocket Touring’ sold, while stocks last. What better time to get on board a Rocket Touring than right now. Kit yourself out in the latest gear from Triumph, and add that personal touch to your new Rocket Touring, the ultimate long distance hauler. Contact your Triumph dealer now for details www.

Oh Ten Vespas

VESPA has just announced two new models, available available in the later part of 2010. The GTV 300 “Via Montenapoleone” and GTS 300 “Super Sport” are both limited production models and both use the 300cc Quasar Engine. Get into your Vespa dealer for a brochure.

100hp limit A NUMBER of years ago a few manufacturers had a ‘gentleman’s agreement’ to limit their machines to 100hp for European markets. Of course that has changed over the years and we now have numerous machines getting close to double that power output. It seems that legislators in Europe are looking to introduce legislation from 2012 which will ensure any motorcycle sold in Europe does not exceed 100hp (74kW). This would create no end of problems to manufacturers and inter country imports of ‘grey’ motorcycles. There is talk that anti-tampering laws would also come into play.■

JUNE 2010 - 15

Launch Report â&#x20AC;&#x201C; Yamaha Super Tenere > Continued from page 13.

16 - JUNE 2010

for the rain or even in traffic, but on a 110hp tourer? Making the feature even more redundant is the excellent traction control, so even in sports mode youâ&#x20AC;&#x2122;re unlikely to spin the bike upâ&#x20AC;Ś

The design

drive, adjustable seat height (and itâ&#x20AC;&#x2122;s actually lower than the height of the XTZ660), touring fairing and luggage options. In an unusual move, Yamaha is claiming a curb weight of 261kg, including 23 litres of fuel. Some manufacturers claim dry weights (no liquids) and some wet weight (all liquids except fuel) so itâ&#x20AC;&#x2122;s difficult to compare apples with apples when it comes to weight right now. What you do need to know is this bike is in the same league as its competitors, all of them are buggers to pick up when they fall over.

crash protection kit available. The bashplate I would suggest is essential for Australian conditions, especially given the exposed position of the oil filter. The instruments are JUNE 2010 - 31 comprehensive and easy to read. Thereâ&#x20AC;&#x2122;s a trip computer which calculates fuel consumption and a lot more, thereâ&#x20AC;&#x2122;s multiple trip meters including the distance travelled since â&#x20AC;&#x2DC;reserveâ&#x20AC;&#x2122; was hit and also a 12v power outlet â&#x20AC;&#x201C; and itâ&#x20AC;&#x2122;s a standard cigarette lighter type. The wheels are laced tubeless, I would have liked to have seen more clearance between the tyre and front guard, brakes are powerful all round, the headlights strong and bright. The suspension is conventional: USD front forks, single rear spring/ damper unit. Whatâ&#x20AC;&#x2122;s interesting is both ends are fully adjustable and B the rear spring has an hydraulic adjuster, so no tools required to adjust rear preload.

Although Yamaha didnâ&#x20AC;&#x2122;t set out to build a lightweight machine for the class, the engineers did want to give the 1200 a low centre of gravity and make it durable. So they opted for a steel chassis rather than aluminium, claiming its flexibility is better suited to an Adventure bike than lighter but stiffer aluminium. The engine is a stressed member hung Equipment and accessories in the chassis and the sub frame is The bikes on the launch were all alloy, Adesigned and built with the equipped with factory panniers expectation luggage and a passenger which arenâ&#x20AC;&#x2122;t huge, but are a decent will be carried. size. You needed to exercise a little One Holy Grail of bike design is care with the key to make sure the to try to get the crankshaft close to lid was really closed: I saw a number the footpeg position, because this of riders depart with the lid not improves handling and lowers the closed properly. They are absolutely centre of gravity. By using a dry waterproof and look very tough. sump design the crank is effectively The bike comes standard with B AN AN ANGE ANGELIC GELI LICC TI TIME ME so long ago we ď&#x192;&#x17E; ď&#x192;&#x17E;tted tted a set ofThe the newish Pirelli Angel ST sport touring tyres to a Ducati moved down, while a side-mounted side protectors whichNOT should Tech Multistrada. Soon after the bike was packed up and shipped to New Zealand for a seven week radiator allows the engine to move prevent potentially major damage Linked brakes, ABS, traction tour. The Duke had a bit to contend with; two up, 30 kilos of luggage and so many corners to enjoy. forward in theA chassis, which in in the event of a minor They controlâ&#x20AC;Ś these things you want LOOKINâ&#x20AC;&#x2122; L OOKINâ&#x20AC;&#x2122; COOL Thespill. bikeâ&#x20AC;&#x2122;s owner and part time tester Billy â&#x20AC;&#x2DC;Bigglesâ&#x20AC;&#x2122; are Newton came back with glowing praise THEREâ&#x20AC;&#x2122;S no doubting that Deus Ex Machinaâ&#x20AC;&#x2122;s motorcycle emporium, cafe for the tyres, andthe considering his normal riding style this must be bike? high praiseIfindeed. turn allows for a longer swingarm, are compact and sit just under on an Adventure youSome are and place to spend money is uber cool. Thatâ&#x20AC;&#x2122;s why I have a drawer full of 6000 kilometres went under the tyresâ&#x20AC;&#x2122; treads, most of it with the aforesaid added touring Deuswhich shirts. In fact everyone at Cycle Torque HQfairing has at least one Deusshould shirt to weight, before the rear tyre and truly shagged. The front tyremaybe still has a few thousand another feature improves and take the impact ofwas well seriously hard-core not, but keep them looking cool too. kilometres left in it. handling. a topple-over most of the We got some new designs recently and theyâ&#x20AC;&#x2122;ve been getting plenty of use,spill, hopefully Not only did it saving perform well in thefor dry, itmost did so inriders wet conditions too. Check them time, out, they the especially the hoodie as the weather and are competitively priced. Being a touring bike, thereâ&#x20AC;&#x2122;s a gets a bit colder. the engine and fairingobviously fromwork major new high tech features built into this PRICE: Hoodies from $99.95, Tees from $59.95. PRICE: $209 for a 120/70ZR-17, and $305 for a 180/55ZR-17. ABLEcapacity, FROM: Deus Exshaft Machina, 98-104 Parramatta Rd, Camperdown. AVAIL ABLE FROM: Pirelli stockistsbike nationwide. decent 23-litreAVAIL fuel damage. There is an optional larger make it easier and safer to ride. MORE INFO: or 02 9519 3669.


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0cg]\ZW\S]`QOZZ!"#%&%& eee^ZO\Sb[]b]Q][Oc JUNE 2010 - 17

Launch Report – Yamaha Super Tenere

Yamaha’s Unified Braking System adds some rear brake pressure for you when you use the front – the reverse doesn’t apply, indeed the UBS doesn’t operate at all when the rear brake is applied first. This means in tight terrain, U-turns and Parisian traffic you can control the bike with your foot and not worry about what’s going to happen with the front. Conversely, charging through the mountains or even when standing up on a dirt road you don’t need to get your foot to the lever to add a bit of rear stopping power to what you’re

Side-mounted radiator is kept up and out of harm’s way. 18 - JUNE 2010

putting through the front. I generally don’t like linked brakes off-road, but this system might sway my thinking with a bit more practice. The UBS gets all its information from the ABS system, so adding it as a feature required no addition parts or weight. Also using the ABS system for its function is the traction control, which can be set to off, level one or level two. TCS off is for pulling wheelies and getting very serious in the dirt. Level One is road use, severely restricting wheelspin. Level two allows some

Likewise with the battery. Right-side access is quick and easy.

slippage, and is the mode I used off road. Hard-core adventure riders will point to the inability to turn off the ABS system on the Ténéré as a dealbreaker. I doubt it would worry me – I rarely turn off ABS off-road, even when I can – but we do need to get more time with the bike off road to really be definitive on this.

On the road

Yamaha made a point of saying mountain roads are where the Super Ténéré will feel at home, and the company is right – in the twisties

Comprehensive instrumentation, accessory power, adjustable screen.

it’s a heap of fun, no matter the road surface. You’re sitting up, so visibility is excellent, and the comfortable riding position and wide ’bars means charging through mountain passes is awesome. In the dry the standard Michelins worked well, and in the wet they were impressive too (although we might get Bridgestone rubber in Australia). Once the weather started to close in I was grateful for the decent height screen which sent a lot of the wind blast over the top of my Shoei (although the optional taller screen would have been nice in the conditions) and the handguards for keeping the elements away from my hands somewhat (although I’m not sure how much I would have paid for the optional heated handgrips when it was snowing: a lot, I imagine). Through Paris the Super Ten was great too, plenty of steering lock making threading through traffic possible while the touring panniers fitted to the test bikes weren’t as wide as many, and the riding position gave a great view of the chaos which is Parisian traffic. On the freeway the bike will cruise at nearly any speed you choose, and the fairing provides enough protection to avoid wind-blast fatigue.

Off road

Europe buys more adventure bikes

than any other market and those buyers don’t use them in the dirt. The occasional gravel road, the idea of the big tour, the upright riding position are all reasons why Europeans buy these bikes, but there are few opportunities for off-road touring and that combination of factors is why our off-road section was really just a handful of kilometres – and most of that in rain and snow. It was the weather which also curtailed the off-road section – an additional loop was mapped out for the journos who wanted to do it, but by the time we got there the snow was blowing in hard, the temperature was literally freezing and visibility down to just metres: not a great formula for offroad testing, so it was back to the bitumen. I had a lot of fun during our brief time off road. The bike is well-suited to standing while riding, the footpegs feature hollow rubber pads – seated they keep your feet away from the metal teeth, but stand up and they squish so your boots contact the teeth. The suspension doesn’t feel like it’s going to pogo you into the boondocks at the first sign of a wash-out. Within its design brief, the Super Ténéré feels it will be good on all kinds of dirt roads: we still need to wait and see how it performs in Australian bulldust, but I think it will

cope. Another aspect which needs more time to judge is the gearing: I hope it’s not to tall for the dirt. For Australian conditions I think I’m going to want first to be a bit lower, but unfortunately that won’t be possible due to the shaft drive. Then again, I’m sure owners will get used to it pretty quickly.


The launch of the Super Ténéré proved it is a very capable touring bike. In appalling conditions about 24 Super Ténérés negotiated nearly 1000km in two days without incident or problem. From freezing conditions to driving rain to snow and sleet, the bikes didn’t care, keeping their riders safe, if not warm. I’m really looking forward to throwing a leg over the machine again when they are available in Australia next month: here’s a machine which offers a genuine alternative to the established European players in the adventure market.

Aussie Spec

The European specification of the Super Ténéré features a bashplate and panniers: in Australia you won’t get them for the $19,990 plus onroad costs sticker price, but you can opt for the $21,790 Outback Edition, which has the bashplate, panniers and headlight protector. Optional accessories include fairing protectors, heated handgrips, fog lamps, tall screen and more. n

S p e c i f i c at i o n s : 2010 Yamaha Super Tenere Engine Type: Liquid-cooled twin Capacity: 1199cc Transmission: Six speed/shaft drive Fuel Capacity: 22 Litres Frame Type: Steel tube backbone Seat Height: 845-870mm Curb Weight: 261kg (wet, full tank) Front Suspension: Telescopic USD Rear Suspension: Monoshock Brakes: Dual 310mm discs, single 282mm rear. Tyres: 110/80-19, 150/70-17 Price (RRP): $19,990: Outback edition $21,790 (both +ORC) Call for a quote

1800 24 34 64


Shaft drive, spoked wheels and tubeless tyres standard.

Adjusting the shock is simple.

JUNE 2010 - 19


Take me there

Safety in numbers: Paris is littered with bikes and scooters because they can get through the traffic snarls, parking’s easy and everybody rides. I’VE JUST spent a few days getting lost in Paris. I knew I would and was happy to ride around on a borrowed Yamaha TDM900, but on a few occasions it would have been nice to have had a better idea of how to get where I was going. I had a map and Google Maps on my iPhone, but paper maps are a hassle on a bike in a foreign city, and Google Maps cost a fortune to run on global roaming (gouging is the cost of data overseas). I should have bought TomTom’s Western Europe maps for the iPhone: the TomTom application downloads the maps to the phone and uses GPS to locate itself, so it doesn’t require data - Google maps download the actual map via the cellular phone network, and that meant I was chewing through my pitiful data allowance at an alarming rate. The reason I didn’t get the European TomTom maps was the cost: $169. Even I didn’t spend that much on

20 - JUNE 2010

data. The other reason was power: GPS chews through an iPhone’s battery like there’s no tomorrow. If I’d been on the Super Ténéré that may not have been such an issue because of the power socket in the dash, but the TDM didn’t have accessory power. Even better than an iPhone for the job might be the TomTom Urban Rider, slated for release very soon. A third-generation dedicated motorcycle navigation unit, this new version features enhanced glove-friendly operation and just two large starting buttons, this unit could be awesome for getting around. Compared to earlier versions there’s a simplified interface and uses TomTom’s IQ Routes technology which, thanks to the data from millions of TomTom users, calculates the fastest routes based on actual traffic speeds and information. It’s said to have a six-hour battery, too, but the longer life is at the expense of the SD card slot, but not many people use

the expansion anyway. Accessories make it usable in your car, too. There’s also a Pro Version coming which will also integrate Bluetooth speakers and microphone into your helmet for receiving and making phone calls, too. Pricing and availability of the urban Rider hasn’t been announced, but based on international pricing we’re thinking it will be around the $600 mark. When you’ve used GPS mapping going back to a map seems just So Last Century. Indeed, teenagers today may never be able to read a map, just like they can’t do long division, work out the change when behind a till, get their hair cut, respect their elders, drive a manual car, remember what film was or understand decent rock music when they hear it… – Nigel Paterson


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RACE torque


Ducati’s new Desmosedici may not have the edge Stoner needs to beat Rossi. HAS Ducati killed the goose that laid the golden egg by making the Desmosedici more rideable? And did it irrevocably damage its relationship with Casey Stoner when it offered Jorge Lorenzo a massive amount of Euros in the depths of the Australian’s mystery sabbatical in 2009? The answers to those questions will come in the months ahead, but it seems the silly season has already started (see Stoner signs with Honda? on page 4) and will reach a crescendo until the all-important final contracts are inked later in the year. With Valentino Rossi bristling with Yamaha’s public inferences that he may have to take a pay cut to stay allied to talk of him going to Ducati and the impact all that has on Lorenzo against the backdrop of the Stoner to Honda rumour, the rider line up at the upper echelons of MotoGP that has remained very stable since 2007 is likely to be blown apart for 2011. At the time of Ducati’s mid-season

22 - JUNE 2010

offer to Lorenzo, it was Nicky Hayden who was in the firing line not Stoner. Key members of the Ducati team believed that Casey’s three-race absence was a prelude to something more permanent. They simply didn’t expect him to come back, and were so assured of this that they made the quite remarkable offer to Lorenzo that was reportedly more than what Casey was getting – a lot more. When Casey returned with his condition properly diagnosed, marked by two superb victories to silence his many critics, it seemed all was forgotten within Ducati Corsa and that normal service – Casey winning – had been restored. Like everything in life, however, relationships are built on trust and Stoner may well have believed that Ducati had breached theirs by going after Lorenzo so swiftly and lavishly. The prospect Ducati may have lost Stoner also prompted them to seriously do something about their bike, which was

literally uncompetitive in the hands of anyone else. It had turned Marco Melandri into a mess and it did nothing to resurrect Nicky Hayden from the mediocrity he descended into after lifting the 2006 crown. Rather than fiddling around the edges of the screamer V4 engine via its traction control and engine management systems, Ducati embarked on the big bang project that it hoped would provide the quantum leap in manageable power delivery Hayden and others so needed. Testing proved positive for both Stoner and Hayden, and Casey of course led the Qatar GP before his early spill which brought an abrupt halt to the momentum he had hoped to bring back to Jerez, his least favourite track. Hayden on other hand had his best start to the season in several years, recording two fine fourths to Stoner’s DNF and fifth. Casey had lost confidence in the bike’s


front end, a situation he must resolve before it takes a hold in his head. He may also consider going back to the screamer at some point this year if he can’t generate the raw pace he needs to take it to the Fiat Yamahas and Dani Pedrosa’s Honda. Indeed, some observers have speculated that the new big bang engine and Stoner’s front-end yips are linked. They believe that the smoother power delivery has decreased the fore-n-aft pitch of the bike, reducing the amount force on the front tyres entering corners. Honda pioneered the big bang concept in the V-four two-stroke era which turned GP racing upside down in 1992. Soon after, Yamaha and Suzuki had their own big bang engines on the grid, while Cagiva waited until Assen to unveil its version, which Eddie Lawson promptly put on pole. While it transformed the power delivery and reduced tyre wear

of the evil 500s, after scoring three world championships with it, Mick Doohan believed it had brought him back to the field. From 1992 to 1996, Doohan rode the bigbang, close-firing order NSR500 that made the power pulses less abrupt, although it was somewhat vague in its delivery. He was the first Honda rider to change over to a more traditional screamer configuration, a bike which sat Alex Criville on his backside several times in testing in 1997. This was an important development. By opting for the 180-degree screamer, Doohan knew he could establish a psychological advantage over the pesky Spaniard who harried the Queenslander all season long in 1996. It was an advantage that he would exploit for several years. By 1999, all of the NSR500 riders, with the exception of Alex Barros, had switched over to the gentler incarnation screamer, tamed somewhat by

JUNE 2010 - 15

the unleaded fuel rules introduced in 1998. It will be very interesting to see how Stoner performs in the coming races, particularly in relation to Hayden. The reality is that while Nicky is not only just outside the podium but not far off it, he is very unlikely to record a race win this season. Stoner on the other hand is more than capable of putting the Ducati on the top spot as he has proven 19 times already, and he will need to in order to put himself in a position to challenge for the 2010 championship. The other reality is that undisputed champ Doohan went back to the screamer to rid himself of title aspirant Criville - in others words he was already in a position of strength when he made the decision. Casey is fair way behind in the points, but his position is not hopeless. Who knows, he maybe screaming for the screamer sometime this year to do it. – Darryl Flack

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JUNE 2010 - 23


Good times I’VE had some good times on bikes over the years but recently I had one of the best weekends ever on two wheels. There are three bike riders among our staff of four at Cycle Torque HQ. The fourth staffer is our accounts mover and shaker, Bec. Bec keeps making noises about getting her bike licence and if she does it will be interesting to see how enthusiastic she gets about riding and what type of bike she will gravitate to – she can ride off road already, but has never owned a bike. Over the years I’ve tried just about every discipline of bike riding but have always stayed with road riding as my first love. At various times I’ve owned a few bikes at the same time, normally a ‘roadie’ and a ‘trailie’, and even though I have done heaps of trail riding and the odd bit of dirt competition, whenever funds dictated I could only have one bike it was always something to cruise the tar with. The same goes with road racing; I’ve done more laps around a race track than I’d care to remember but it always played second fiddle to the road. I have plenty of friends who are the other way ’round, some preferring dirt, some only riding on a road racing circuit and some doing dirt only. It

24 - JUNE 2010

all depends I think on what pushed your buttons during your formative years. For me it was seeing my workmates roll up on big bore early ’80s Japanese superbikes, and following a bevel drive 900SS Ducati for 50 kilometres along the Lakes Way that set me on the path from which I have barely deviated for the last 25 years. Your personality goes a long way to guiding you too. For some reason I’ve always liked old stuff. Don’t ask my why, I don’t know. I didn’t grow up with a father who was into old things, or in fact was into bikes. It’s the same with cars. If I see a new Club Sport Commodore I wouldn’t give it a second glance. If it’s a ’69 Camaro or something from that era I’ll throw my neck out trying to get a better look. While I love new bikes and ride them for a living, they don’t push my buttons like a Laverda Jota or a Norton Commando. Compare this with Cycle Torque’s publisher Nigel Paterson. Nigel is an unashamed geek and if it’s more than six months old – no matter what it is – it’s obsolete. He does like some of the bikes he grew up with but I couldn’t imagine him ever restoring or owning one. Our ad manager Dennis Penzo is in the middle. He used to own a Triumph Bonnie back in the

day and now has a modern one with high ’bars and fruity pipes to help him relive his youth. Then there’s part time Cycle Torque tester and time waster Billy. He’s 62 years young and is still very quick on a bike. The old stuff does nothing for him even though he started out on a new Honda CB72 back in the ’60s. I’m sure they think I’m a bit of a fool for riding my Norton but I love it and the way it makes me feel. But back to the great weekend I just had. It was the annual Norton Unapproachable Rally at the delightful little town of Nundle, near Tamworth. My lovely young wife trailered my Commando and club gear while my 12-year-old daughter and I took Cycle Torque’s HarleyDavidson Fat Boy Lo for a spin. We cruised up at the speed limit, enjoying the mild temperature and relaxed feel of the bike. The next day was a mix of Nortons and other Brit bikes – with a few moderns thrown in – going for a 150km blast around the area, stopping off at Dungowan pub for lunch, a Show ‘N’ Shine in the park at Nundle and then dinner, presentations and bullshitting/drinking at the Nundle pub afterwards. The weather was fantastic and the bikes ran well all day. There were probably even a few lies about top speeds told later

when the amber fluid flowed freely. You might think this is all about a bunch of old tossers reliving the glory days, but not so. It’s very much a family affair with many of the younger generations helping with bike cleaning and so on. One of the highlights of the weekend was seeing a young lady ride a 1938 Norton International – very much in road race trim and on historic plates – for the entire Saturday route. This bike had to be push-started each time and she rode the wheels off this jigger all day. It was truly a sight to behold – who said old bikes were for old people. My son Alex might race a new Triumph Daytona 675 but he can’t wait to get his bike ‘Ls’ and turn up on an old clunker at next year’s rally (don’t know who’s paying for that). The ride home on the the Fat Boy was equally beaut; the temperature just right and we wanted to just keep going and going. I suppose the message is that it doesn’t matter what you ride or whether it’s dirt or tar. Get out and enjoy yourself. You’re only here once, you can’t press rewind and have an other go. – Chris Pickett


The good, the bad and the nasty IN AN average week I’d probably find three or four mpeg video compilations in my email inbox. In plenty of cases a glance at the sender’s name will tell me all I need to know about their content and whether to delete it without bothering to investigate further. There’s one bloke of my acquaintance, for example, who specialises in images of plump, pink, pulchritudinous girls in varying degrees of apparent distress caused by the striking and imaginative use of various kitchen utensils. Another chap sends entertaining footage of folk driving cars into swimming pools or chopping down trees that fall neatly onto their own houses. Then there are the people who know me a little better. Last night, for example I got a link to a video of a lad looking for redline in top gear on his Beemer S 1000 RR on the freeways of New York state. He didn’t quite make it but was sufficiently foolhardy or courageous to post a neat 300km/h. Impressive, whatever else you might say about it. But then there’s the Dark Side. While I’m coming to realise that the internet is becoming a place to let our inner demons roam free, I’m also beginning to wonder if there isn’t some merit in censorship by the authorities, because it seems plain to me we’re incapable of doing it for ourselves. Internet ugliness makes the headlines on a daily basis, and while most of the horrors we hear about thankfully don’t come to my inbox, there’s a constant drip of unpleasantness that just doesn’t seem to stop, no matter how hard I turn the tap. A month or two back I received an apparently innocuous clip

of a down-at-heel gent being asked to leave his perch on the roof of an overcrowded Indian train. He eventually agrees and dies in the process. I watched, bemused at first and finally horrified. Then I wondered why anyone would be filming this stuff in the first place, and finally who the hell, presumably in full understanding of what he or she was doing, would bung it on the net for anyone to find. I’d like to forget that particular clip, but it’s proving difficult. I’m a little wiser now. A week ago I got another such video from someone whose fascination with people in difficulty I now recognise to be downright ghoulish. It was called ‘Getting it wrong’ or some such, and the first clip showed someone trowelling his R1 in a big way at Quarter Bridge on the Isle of Man. I stopped it right there. Then I recalled that the same generous emailer had not long before been sending stills (presumably taken by cops) of the aftermath of at least one very nasty road accident. Delete, delete, delete. There’s enough unpleasantness in the world without this kind of crap, and I made that point to the gent in question. If you’re into sending this kind of shit around, one question for

you: where’s your self-respect?

Cura et valeas

All the well-meaning condolences in the world won’t restore Andrew McFarlane to his family, but I offer mine just the same. I learnt of Andrew’s death from my old Queensland comrade Barry Marshall. He and I had been collaborating on the story of a similar tragedy and Barry, a cane-toad to the soles of his shoes and a veteran bush-basher, had taken the news hard indeed. I never saw Andrew race and am way too out of touch with motocross these days to understand the sort of talent he represented. But he’s gone now and the fine line these guys tread suddenly becomes very real again. Death comes hard at any age but dying early, with the bare outline of a life still to be lived fading out through the numberless days ahead, is cruel indeed. I reckon we’d all like to find a noted place in the pages of history, but numbers alone won’t do it. Lately I’ve been looking at lots of numbers from the career of somebody else who’s no longer around to tell his own tale, and it’s taken me a couple of months’ pretty solid research to discover what would have passed

between us in an hour over a bottle of wine. Most of us will remember Andrew McFarlane through his race results, his prestige standing in the motocross world or maybe an interview we read in a magazine a while back. The lucky few will have seen him with his family, kicked a ball around with him or had an evening in his company at a restaurant. But he’ll be missed by everyone.

Go two

I’ve been hearing all manner of mournful pronouncements about the new GP2 class, largely, it’s true, from twostroke heads but nonetheless vociferous for that. Don’t really understand why, though I mourn the passing of Yamaha two-stroke twins as much as the next bloke. True, control engines can be dangerous – look at the pushrod-powered stagnation in Nascar and V8 Supercars – but in its first season GP2 has produced some fine racing, top speeds in the 270s and lap times just five per cent down on MotoGP. Come on, let’s give it a go, eh? – Bob Guntrip

JUNE 2010 - 25

TORQUING BACK When and where

UNDER the heading ‘Deus Leather’ (in May issue Winter Bike Stuff. Ed.) are a few comments about the current Belstaff range of garments and a comment; ‘Now this iconic British brand will be available in Australia for the first time…’ This comment is not quite correct as I was the Australian importer and distributor of Belstaff motorcycle clothing for over 35 years, commencing in 1962. The product was initially sourced from various English plants until such time that Belstaff purchased the Australian Drizabone company. After this purchase Belstaff waxed cotton garments and a wide range of nylon garments were sourced from the Eagleby (Qld) plant of Drizabone. You are indeed correct the company started making various types of rainwear, principally for the bicycle industry, in 1924, however the Belstaff company, a subsidiary of James Halstead PLC went into liquidation many years ago, and the name was sold to an Italian company and to the best of my knowledge has been in Italian ownership for around 10 years or more. Their current website indicates the company as Belstaff SpA. It certainly was an iconic British brand, I believe. Half the country rode around in a Trialmaster Professional jacket. Unfortunately this is no longer the case. The next article “Australian Oilskins” is appropriate. Oilskin fabric was certainly born at sea. An enterprising sailor by the name of E. Le Roy made crew garments from damaged sails on sailing

ships in the late 1800s. The material was proofed with linseed oil, beeswax and paraffin. Mr Le Roy and partner Pearson used this material to produce Drizabones in the original factory in Kangaroo St (How appropriate) in Manly NSW, after initial production in NZ. Regards John Galvin

Lost fob

I HAVE recently undertaken a very costly trip to Phillip Island for the 2010 WSBK season starter. I had only just picked up my brand new 2010 GTR1400 from a major motorcycle dealer in Sydney’s west. During the trip I parked my baby on its centrestand on a gravel car park. During the night, water had been flowing through a downpipe and under the GTR. I have a top box on the GTR, factory one, which has a different key to the keys which operate the panniers and fuel cap which is detachable from the electronic key Fob. My fob, which you have to carry around with you (staple it to your chest) was attached to the key for the top box. Nothing special! The ignition can only be activated via this fob within a five metre radius of the bike. I went to move the bike off the centrestand and she fell over. Damage was superficial. The ground underneath the bike gave way. We picked the bike up and not realising I had left the fob dangling from the key on the top box, we took off. Now bear in mind the fob was still within the activation area of the bike. We had ridden from

Write A Letter!


This month Roy Kemp has won a Cargol Turn-n-Go puncture repair because he’s spent enough money lately. With all the tools and equipment you need to get on the road again quickly, this kit is essential for anyone who even thinks they might get a puncture. Available at better bike shops everywhere. Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@

26 - JUNE 2010

LETTERS Lakes Entrance through Bairnsdale and were approximately 75km from Bairnsdale when the guys decided to have a toilet break. I pulled in and jumped off the bike not realising the fob was then missing. After you switch off the engine the on board computer gives you approximately 10 seconds to re-start the bike. After about 30 seconds I walk to the back of the bike and realised the fob was missing because the attached key was still in the top box. I could not re-start the bike. A warning message ‘no transponder’ is supposed to flash up on the instrument panel but it never did! I was in Victoria and the spare was in Sydney. I had all my luggage in the panniers. To have the key couriered to me would have taken approximately 2 days (this happened Friday afternoon). I rung the most helpful guys at Kawasaki Bairnsdale for Assistance. The only way to sort the problem was to pick up the bike and replace the CPU as they did not have the spare key to re key a new fob. The fact they had a brand new GTR in the showroom was very lucky. I was absolutely astounded that this was the only way I could get back on the road. Now, understanding I was stressed when I dropped the bike initially and stupidly let the fob and subsequently lost it in the top box. Imagine if you’re stuck in the real bush! This exercise cost me $1700. The moral to the story; ensure you always take the spare key. Roy Kemp

A number of manufacturers use a fob for bike security, and it’s probably the way of the future, for good or bad. The price of technology is you can’t just ring a locksmith and cut a new key. Ed.

Crazy times in NZ

HAVING spent 71 years riding many hundreds of motorcycles in Australia, as well as through 19 World Countries (for well over 2 Million km), I thought I had seen a lot of crazy car drivers in my life. Having just returned from a 9,000km ride through both North & South Islands of New Zealand, I discovered that I had not seen it all. Riding from Christchurch to Invercargill at the posted speed limit of 100km/h, most speeding drivers passing me would not move into the next lane. Having such a friendly nature, they like to keep within touch of us Aussies and just love to share your lane. It’s not too safe having cars only 10 to 20cm away at that speed, but then again that stupid makebelieve advert ‘Speed Kills’ could be correct in the case of one driver who lightly rubbed my saddle bag. I could have been pushed into the gutter (mostly a metre deep in NZ), and killed while the offender kept driving; police would come, no witnesses, so speeding would be the verdict once again against us riders. So my advice is to use the left eye to watch the road, the right eye glued to the mirror, and be prepared if NZ is on your itinerary in the future, such a scenic country, such a shame about their behaviour. Doug Sunderland Wangaratta I think there’s plenty of single vehicle accidents with no witnesses that are simply written off to speeding. It’s the old story, statistics can be made to tell any story. Ed.

MAJOR EVENTS ALL THE MUST SEE EVENTS BROUGHT TO YOU BY JLT DIRT BIKE INSURANCE • 1300 655 931 • At home or away...we’ve got you covered •

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WHEN: June 3-6 WHERE: R3 Qld Raceway. WHAT: Superbike racing at its best. But there’s everything else from 125 GP to Pro Twins. CONTACT:

Australian Formula Xtreme Championships

WHEN: R2, June 5-6, 2010 WHERE: Winton, Vic WHAT: New series without MA sanctioning, essentially run by Formula Xtreme boss Terry O’Neill. Great racing, centred on the eastern seaboard. Formula Xtreme boasts plenty of TV time too. CONTACT: au.

Yamaha Watagans Trail Bike Rally

WHEN: June 19-20, 2010 WHERE: Watagans State Forest, NSW Central Coast, 1 hour north of Sydney. WHAT: Great riding, free camping, trade displays, giveaways, free brekkie and lunch on Sunday. Entry fee $145 until May 28, $165 on day. The Yamaha Buladelah Trail Bike Rally is a similar format ( a bit cheaper) and on Sunday August 22. CONTACT:

Australian MX Nationals

WHEN: R6 June 27 WHERE: R6 Wodonga Vic. WHAT: Australia’s premier MX series, Under 19s, Pro Lites and Pro Open classes. CONTACT:

Macquarie Towns Resto club rally

WHEN: July 24-25, 2010 WHERE: Windsor area, Western Sydney. WHAT: Vintage and classic machinery, and their owners, are invited to attend this rally, the eighth so far. A beautiful area to ride, and bikes as far back as 1924, and as new as 2000 will be available for view by the public. CONTACT: Of course there’s much more info than we can put here, so call David on 02 4578 4601 or Clyde on 02 9654 2068.

Honda Rjays Road Race Series

WHEN: July 31-August 1 WHERE: R2, Wakefield Park NSW WHAT: Great race series, from superbikes to juniors. This particular round will be the fourhour endurance event CONTACT: www.

MRRDA series

WHEN: July 31-August 1 WHERE: R2, Wakefield Park NSW WHAT: Great juniors race series. Many of the young up and coming

Editor CHRIS PICKETT PUBLISHER Nigel Paterson Design & PRODUCTION Dionne Hagan, THE D MEDIA DESIGN Advertising Vic: Brian Sullivan, 03 9583 8377 Qld: Darren Smart, 0412 183 797 Advertising Manager DENNIS PENZO, 0420 319 335 Accounts: Rebecca Eastment

riders have got the race craft from this series. Racing is super close. Held in conjunction with the St George event. CONTACT: www.mrrda. com

Winter Rally

WHEN: July 10-11, 2010 WHERE: Four kilometres south of Nerriga, off the Nowra to Braidwood Road. WHAT: Great rally, food and drink available, gymkhana, plenty of camping. Bring your winter woolies. CONTACT: Leon 0409 814 547 or Shannon on 0425 259 119.

Victorian Road Race Series

WHEN: Rd 3, July 16-18, 2010 WHERE: Winton Raceway WHAT: Classes range from Superbikes to the little junior machines. Broadford is not only a delight to ride at, it’s a great viewing circuit too. CONTACT: Francis, 0413 622 079.

NSW’s mid north coast. WHAT: This rally is being organised to celebrate the 30th Anniversary of the BMW GS motorcycle, with bike show, celebration dinner and trade displays. Entry form has more details and is available on club website -  Entry fee of $20 includes rally badge and breakfast Sunday. CONTACT: For more info call Jennie on 02 4982 8073 or Rob on 02 4963 1901.

NSW Trials Titles Round 3

WHEN: Sunday August 1, 10am – 4pm CAB WHERE: Brian’s Road AUDIT Appin – at the bottom of Motocycle sports complex WHAT: First of 5 rounds of the New South Wales Trials Titles. AllMaximise grades the va CAB Membe from Junior to the Expert. Spectators are more than The CAB brand which has welcome and encouraged synonomous with credibil to attend, – entry is free – As a member of the CAB NO dogs please. including a CAB Member sales flyers and newslette CONTACT: Paul McGrath 0413Using 997 465 the badge will rei or David Ault 6259 0000  This badge has been crea also visit www.trials. other promotional materia

Members Cycle Tor

rmation Guide


GS 30th Anniversary Rally WHEN: July 23-25, 2010 WHERE; Riverwood Downs, near Dungog in PO Box 687, Warners Bay, NSW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 Email:

Audit display badge CAB AUDIT

Audited 31,850 Oct to Mar 2005

The circulation records of this publication have been submitted for independent audit with the Circulations Audit Board

Regular contributors: Darryl Flack, Bob Guntrip, Keith Muir, Alex Pickett, Darren Smart, Todd Reed, Friedemann Kirn, WWW.2SNAP.COM.

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.

JUNE 2010 - 27

QUAD Crocker wins SXS REIGNING Asia Pacific Rally Champion Cody Crocker recently showed he can punt an ATV just as well as he can his regular Subaru. Crocker teamed up with his former Co-driver Greg Foletta to drive a Polaris RZR to victory in the inaugural SXS race at Bulla in Victoria. In the event, each team battled the clock, and in a some cases were quicker than 4WD teams competing on the same course. It’s not just for Polaris owners though, Kawasaki’s Teryx and Yamaha’s Rhino are just two other machines which are eligible. For more info on how to get into SXS racing call Mike Smith on 0408 244 111 or email n

POLARIS has some great end of financial deals going until June 30. For example, the 300cc Hawkeye 2 X 4 has plenty to offer and now retails for $5,995 rideaway. In the side-by-side market segment, the Ranger 400 is one of the best around. Perfect for the farm, the Ranger 400 is now $13,995. There’s more on offer than just these two models: the Sportsman XP and Sportsman X2550 are a grand less than normal, and Polaris are still doing awesome deals on its Outlaw models. Remember, these deals are available until June 30 this year so check out or your local Polaris dealer for more info.n

Hot deals

Polaris goes front line MOST people would probably think of farms or sand dunes when visualising an ATV in motion. But you might be surprised to know a number of armed forces and police throughout the world use them. One of Polaris’ big clients is the Mexican Police Force. The four-seater Polaris Ranger is used for drug enforcement, enabling police to get to areas not normally accessible by normal transports means, especially in urban warfare type of situations.n

Lancaster wins in WA

KTM’S Ryan Landcaster has beaten all-comers in round two of the Western Australian state ATV champs held at Jindong recently. Landcaster, riding a 450 SX in the Pro Class won every race to easily take overall victory. “It’s a great feeling to be so dominant in my ATV racing at the moment,” said Lancaster. “I’ve come away with another win at round two of the WA State ATV Championship, with a clean and dominant run in all my races on the KTM ATV 450SX. “I got the holeshot in each race, and pretty much had no battles the entire event. Glen Ashworth another KTM rider was probably the only guy that gave me a little competition, but other than that it was easy going. My usual competitor Chad McKay was out injured, but he will probably be back for the Tri-State Series which is this coming weekend in Canberra. “I won the opening round of the Tri-State Series, so I’ll be looking to defend that lead and secure a decent amount of points to put me in a comfortable position going into the final round.” .n

28 - JUNE 2010




GENERAL ADMISSION 2 Day / Sunday Adult Saturday Adult

$30 $20


Child 2 Day 13-16 years $10 Child under 13 FREE Pensioner $20


ARTRP Tel: 02 4823 5711 or Fax: 02 48235744 email:

Check out our website for all the event information


Twin Cam sounds

STAINTUNE has developed a full exhaust system for BMW’s new R 1200 GS and GSA adventure models. Overall there is a 6 kilo weight saving over the original system, and the exhaust note, while sounding ‘fruity’ falls inside noise emission standards. Headers and collector come as one unit. Price: Headers/Collector $700, Muffler $700. Avail able from: All good bike shops More info: 2



SCORPION helmets are hugely popular overseas and are now available in Australia. A full range of road and off-road versions are available in a variety of sizes. You can go for solid colours or way out graphics but one thing is for sure, these are premium quality helmets built to protect while looking and feeling good doing it. Price: From $179.95 Avail able from: Good motorcycle shops More info: 3


White night

DRIRIDER’S new Club jacket certainly has a very modern look. It’s also equipped with CE approved armour and reflective piping, plus it will keep the rain and cold at bay with a waterproof lining and thermal lining. Sizes real small to real big. Price: $169.95 Avail able from: Your local motorcycle dealer More info: 1300 300 191 4

Perfect vision


Anti fog



FUGLIES Eyewear has introduced a line of Photochromic (light adjusting) eyewear. Changing from clear to dark in around 15 seconds, these safety rated glasses are an ideal choice for bikers for both night and day wear. The Polycarbonate lenses and foam insert comes standard on all models. Contact them through their website on for more information on how to order. Price: Various Avail able from: Visit to order or get your nearest stockist. More info: THERE’S not many things worse or more dangerous than your visor fogging up in the rain. That’s where FogCity comes in. It attaches to the inside of your screen and keeps the fog at bay. Price: From $26.95 Avail able from: Leading bike shops More info:


Made for the big tour. 30 - JUNE 2010


GP fever


Diagnose yourself

FOR bike racing fans and game lovers the new MotoGP 09/10 will surely 6 excite. For both PlayStation 3 and Xbox 360, the game – developed by Monumental Games and published by Capcom – has 125cc, 250cc and 800cc championship machines to punt around the track. Price: $109.95 Avail able from: All good DVD and game retail outlets. More info: www.capcom. com HOW good would it be to be able to diagnose a fault

in your bike, especially when you are out in the boondocks. Not only does it save you time, it can save you plenty of grief. Motohansa sells the GS-911 unit which does exactly that and more, like balancing your throttle bodies for example. A perfect tool for the home mechanic. Price: $345 for bluetooth version Avail able from: Direct from Motohansa More info: www. or 92 9638 4488 8

Bolt ons

AT THE track you need a proper rear stand if you

want to use tyre warmers. You’ll also need the proper lugs for your stand to lift your bike. Pro Accessories has a neat kit designed to just that. Available in black or silver finish, the universal Sportbike Swingarm Spools are guaranteed to fit most sportbikes with factory swingarm spool mounts. Kit includes all mounting hardware for M6, M8 & M10 mounting holes as well as installation instructions. Price: $29.95 Avail able from: Leading motorcycle stores. More info: www.

7 8



Lookin’ cool

THERE’S no doubting that Deus Ex Machina’s motorcycle emporium, cafe and place to spend money is uber cool. That’s why I have a drawer full of Deus shirts. In fact everyone at Cycle Torque HQ has at least one Deus shirt to keep them looking cool too. We got some new designs recently and they’ve been getting plenty of use, especially the hoodie as the weather gets a bit colder. Price: Hoodies from $99.95, Tees from $59.95. Avail able from: Deus Ex Machina, 98-104 Parramatta Rd, Camperdown. More info: or 02 9519 3669.


An angelic time

NOT so long ago we fitted a set of the newish Pirelli Angel ST sport touring tyres to a Ducati Multistrada. Soon after the bike was packed up and shipped to New Zealand for a seven week tour. The Duke had a bit to contend with; two up, 30 kilos of luggage and so many corners to enjoy. The bike’s owner and part time tester Billy ‘Biggles’ Newton came back with glowing praise for the tyres, and considering his normal riding style this must be high praise indeed. Some 6000 kilometres went under the tyres’ treads, most of it with the aforesaid added touring weight, before the rear tyre was well and truly shagged. The front tyre still has a few thousand kilometres left in it. Not only did it perform well in the dry, it did so in wet conditions too. Check them out, they obviously work and are competitively priced. Price: $209 for a 120/70ZR-17, and $305 for a 180/55ZR-17. Avail able from: Pirelli stockists nationwide. More info:

JUNE 2010 - 31

Cycle Torque Test – Sherco 2.5i TEST BY

Todd Reed PHOTOS BY Chris Pickett

Euro injection

RIDING GEAR: Troy Lee Designs helmet, One nylons and gloves, Alpinestars boots.

Innovation often comes fro the smaller manufacturers: here’s an injected enduro racer…

ONE of the few injected 250 off-roaders on the market, the Sherco 2.5i is not only very competent in the rough stuff, it also offers a real point of difference. The Sherco brand was born in 1998 in Europe. With a passion for trials and all things motorcycles the brand has grown rapidly over the last 12 years, extending from its original range of trials bikes, to enduro, supermoto and motocross.

Different maps by the button. 32 - JUNE 2010

Sherco has developed its own modern-day 250cc four-stroke. It features all the same basics of today’s offroad four-stroke engines as it comes complete with a DOHC, 4-valve, watercooled engine. One of the major features of the $12,490 Sherco 2.5i is its electronic fuel injection system. It is breakthrough technology for the crew at Sherco and is also very new to the world of offroad riding.

Sherco was one of the first to embrace fuel injection for the dirt.

The ride

On the track the Sherco donk is fun and lively to ride. The power comes on quite smooth from the bottom and builds nicely through the mid-range. The power is quite surprising when you are poking around in the tight twisty trail and moving along the single line tracks. The power doesn’t drop off and it is easy to keep the 2.5i moving quickly along single tracks. When you

Sachs shock performed well but could have benefited from some fine tuning.

hit the more open and fast trails and begin to really open the upper end of the rpm range the little Sherco begins to sign off early and leaves you wringing its neck and not going anywhere in a hurry. The top end power lacks when compared to some of its 250 four-stroke competition, however if you keep this thing in the lower rev range and short shift the gearbox you won’t have any

250cc donk likes to rev.

Italian Paioli forks, Spanish company, Frenchbuilt machine creates a mish-mash of cultures.

dramas keeping up with your competition. The six-speed gearbox works well across the board and does most things very well, however from time to time the â&#x20AC;&#x2122;box seemed a bit clunky. The Sherco also features a hydraulic clutch which works very well and has an extremely light pull at the lever. The Magnetti Marelli fuel injection system on the Sherco has undergone a few changes for the new model and is claimed to be much more reliable than the previous system. We couldnâ&#x20AC;&#x2122;t fault the fuel injection system and found it to work efficiently in most situations we threw at the little blue thumper. The brakes on the Sherco work surprisingly well, a huge 270mm disc can be found on the front, complete with a new line and actuator on the current model. The rear has a 240mm rotor and utilises the same system as in years gone by. When diving through the trees and giving the brakes a really hard time through the bush we pushed both the front and rear brakes as hard as we could and never faulted either of them. After a quick squirt on the motocross track the brakes came up trumps once again and work very well for standard equipment. Sitting beneath the Sherco frame and bodywork is the Ceriani telescopic front fork and Sachs progressive rear shock. Both of these units have undergone extensive testing

and redevelopment over the last few years in the bid to iron out some of the handling issues associated with the 2.5i. For 2010 the Sherco handles better than ever before and the bikeâ&#x20AC;&#x2122;s development is certainly heading in the right direction. The front end is still a bit on the twitchy side and is somewhat unstable; we played around using the clickers and came up with a much better setting and got the suspension up to a reasonable level. The rear shock was much better than the front forks and we were happy with the rear suspension settings from the get-go. We still used the adjustment setting on the shock, set the sag properly at just over 100mm and found the shock even better. The bodywork on the 2.5i is unique to Sherco and the blue colour scheme looks great. The ergo package works well and the bike is quite comfortable to ride. It is fitted with quality Reikon handlebars, new style grips and big wide footpegs.

The verdict

For those of you who like to have something different, unique and have a taste for European motorcycles then take a serious look at the latest offerings from Sherco. The 2.5i is a great bike for the average rider who loves to go riding in the bush. n

Contined on page 32> JUNE 2010 - 33

Second opinion I spent an hour or so riding the Sherco around an MX track and what impressed the most about the bike was its fuelling. Most of my offroad riding has been on 250cc four-strokes and while carburettors these days are pretty good you still get some coughs and splutters every now and then, especially in the tight stuff. There was no evidence of this when I rode the Sherco. The riding position was spot on, you could easily slide your weight forward and move around the bike. Like Todd I also found the front end a little ‘flighty’ but for my pace it was a fun and capable bike to ride. I’m sure more experienced offroad riders could find more faults than I but for the average rider I think the 2.5i would be great fun in the bush. I also found the engine liked to be short shifted rather than revved right out – torque from the quarter litre engine wasn’t an issue. – Alex Pickett

JUNE 2010 - 35

dirty torque

I remember when...

ANDREW ‘Sharky’ McFarlane lost his life doing what he lived for, something that he seemed born to do, and do so, so well, and the loss is reverberating around the motocross world like nothing I have seen before. Aside from his phenomenal skill on a dirt bike Andrew will also be remembered as a bloody great bloke, and many of us will be saying the words, ‘I remember when…’ as we celebrate Sharky’s life. Tributes are flowing from all over the world, Chad Reed and Michael Byrne got matching Sharky tattoos and the recent World Motocross GP in Portugal commemorated Andrew’s contribution to the world championships where he was at one time second in the World 250cc Motocross Championships. At the time of writing there were 20,400 people who have joined the RIP Andrew McFarlane FaceBook page, yes, 20,000 plus and there will be hundreds, perhaps thousands of people like me around the world that will have had the privilege to share some time with Andrew, on or off the track. It’s just so bloody sad, here I am weeks after Andrew lost his life during the morning practice session at round three of the Australian MX Nationals at Broadford and I just can’t get my head around him not being among us anymore. Ronnie McFarlane: what can I say about that man that will do him justice? A Queensland legend, a more dedicated father you will not get and right to the day that Andrew passed away he was still the man swinging spanners off Sharky’s KTM. Ron just loves his racing and a more genuine man is bloody hard to find, he must be hurting real bad inside and

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my heart truly goes out to Ron and Norma. I wish I could take some of that pain away Ron, I really do… an awesome grandpa I know you will be. So, after 10 plus years of writing for Cycle Torque I put to words the least enjoyable task I can think of… my contribution to the ‘I remember when…’ for Andrew ‘Sharky’ McFarlane. Growing up and racing motocross in Queensland meant the McFarlane family were a part of your life. For most of the ’80s Ron owned the very successful Bayside Kawasaki store and it was Ron who was the first person to put a decent bike under Peter Melton to much success and I always thought that Andrew and his brother Cameron got a lot out of their time riding with Melton. Cameron and Andrew were just great to watch on dirt bikes. I often did junior coaching around some of the tracks where the McFarlane boys were racing or practising and it was a sight to see the two boys thrashing the crap out of their KX80s with so much control and style. Their list of Queensland and Australian titles is as a long as my arm so they were never far from the spotlight. I really don’t remember when I first met Andrew, it had to be late ’80s or early ’90s, but I do remember that I was expecting some young punk with a bit of a ‘my shit don’t stink’ kind of attitude (maybe because that was how I was?) but he was all smiles, quite open and friendly. I remember a supercross in Coffs Harbour, must have been the late ’80s, Andrew and Craig Anderson were still in the 80cc class and there was this huge triple. God, how we all survived those crazy years is beyond me but I remember sitting on the line waiting for my practice with all of the other A-grade riders when Andrew pulled the trigger on his KX80 and jumped this triple. 40 of the best supercross riders in Australia just sat there in awe of this kid who had that little KX80 just screaming around this dodgy country town SX track. During those days, it was insane that Andrew and Ando would jump almost everything we jumped on 250s but they did it week in, week out. Supercross was the main series here in Australia and it came as no surprise to me when Andrew won the 125cc and 250cc championship in the same year (1998 I think?) then went on to win the 1999 Australian Motocross Championship and the 2000 SX Masters. The Thumper Nationals, the series that put motocross back on the map in Australia, opened its doors to the Pro ranks in the late ’90s and that gave mugs like me the ability to rub shoulders and race at the same tracks as our top pro riders. We all got to know each other then, the pro riders were just another rider in the paddock and it seemed

Andrew’s brother Cameron has this new tattoo. quite normal to stand in the middle of the track and chat with McFarlane, Byrne, Reed, Melton, King, Heffernan, Ham, Cotter and Anderson, to name a few. Because of huge rain and problems getting our vehicles into the track I was pitted with Sharky at the Albury-Wodonga round of the Thumper Nats in 1999 (I think). I was racing the vet class and playing mechanic for Kiwi Michael Cotter and I am pretty sure Sharky was riding a YZ400 for Star Yamaha or something like that. Anyway, we had a great day’s racing but I do remember this kid timidly coming into our pit area asking ME for an autograph while I had Sharky sitting one side of me and Cotter on the other side. “Nah mate, you have the wrong guy, you must want an autograph from one of these guys,” I said with some modesty. The kid mumbled something like, “but you’re number 97 aren’t you?” I signed this kid’s program

and Andrew thought it was the funniest thing going, we honestly pissed ourselves laughing once the young kid got out of earshot. And the drive home from that meeting was unbelievable. My good mate Noel Billeau and I were driving the Moorooka Yamaha ute loaded to the hilt all the way back to Brisbane in time for work on Monday and just when we were starting to hit the wall in the wee hours guess who arrived on our arse to liven the night up…? Andrew and Ron were doing the same run back to Brissy and we played dodgem cars all the way back to Brisbane and I remember when we parted ways as Andrew swung the Hi-Ace off the freeway towards Redland Bay he leant forward over the steering wheel and gave me a huge smile and the thumbs up as if to say, ‘thanks mate’. Then came Broadford. I will tell you this for nothing, watching Andrew and Michael Byrne lead that

opening moto like it was a local club day was without doubt the best motorsport moment of my life. I knew both of these guys really well and here they were leading the world’s best. I was nervous for them, we all wanted them to do well but this? I simply could not take my eyes off the two young Aussies as they ripped their way around the Broadford layout on 500cc two-stokes. To listen to thousands of people going off their brains like crazed soccer fans each time Andrew and Michael went by was amazing. At the end of the race I, like thousands of others, would have given anything to go and hug the boys and show my appreciation for what they just did but I had to be satisfied with a quick wink and wave by Andrew when he spotted me among the crowd as he rode by on his way back to the pits. Obviously when Andrew went to Europe and America I followed his every race and how he managed to do so well among the best riders in the world with the weight of all of Australia on his shoulders is a testament to his commitment to his racing. My fondest memory of Andrew is when I got the chance to go to the San Diego Supercross in 2006. I got to the track really early to see if I could track Andrew and Michael Byrne down and when I spotted Sharky signing autographs I waited off to the side until he was finished. Andrew spotted me waiting and a huge smile

came across his face and after he was done with the fans we chatted for ages, he was obviously happy to see an Aussie and an old Queenslander at that. I had a thousand questions for Andrew regarding his racing in America but when I walked away all I could think of was how interested he had been in what I was up to. You meet so many people in Andrew’s situation who are self centred and only interested in themselves and let’s face it, what Andrew was doing was a lot more exciting than my life but he always seemed to have the ability to even up the conversation to make you feel equal and important, something I really hope I do when I speak to people and something that I would like to instil in my children. With a heavy heart I wrap up this… our time on this earth has been made that much better because of Andrew McFarlane and while we feel a desperate sadness with his passing we should all store that special memory and keep it close to our hearts. Ron, Norma, Cameron, Wendy, Natalie and Tayla, Andrew’s life was enriched because of his time with his family and you were the special people in his life. You have a world of friends grieving with you and it is these friends who will be there for you forever. We won’t forget… R.I.P Andrew. – Darren Smart

You can donate to the Andrew McFarlane memorial fund - see the news story on page 4.

Continued on next page JUNE 2010 - 37

Cycle Torque Feature: NSW Motocross Championship

Supporting change REINVIGORATING a championship, in hope of returning it to its former glory holds more than its fair share of challenges, but gaining acceptance from the majority of the riding population is by-far the most testing. Now in its third-year under the control of its State Controlling Body, MNSW, the 2010 The Helmet Warehouse NSW Motocross Championships has slowly been strengthened toward becoming NSW’s premier two-wheeled racing series, gaining increasing interest from the sometimes seemingly distant Pro-rider field – as well as the general public. Now the above statement has its obviously exceptions, with the likes of Matt Moss and Tye Simmonds doing their bit to make the series what it was in 2009, but when the 2010 instalment made its long-awaited trip to Wollongong for round one in April, it was the inclusion of names like reigning MX Nationals Pro

38 - JUNE 2010

Open Champ, Jay Marmont, his younger brother Ryan, factory Suzuki pilot Lawson Bopping, KRT’s Codie Mackie, Axis Motorsports’s Michael Addison, Under 19s National Champ Luke Styke and many more that opened a new-era in NSW motocross – bridging the gap between the elite and the grass-roots. While all of the above may sound like simple evolution of the sport, what must be taken into account were the un-friendly conditions that greeted the riders at round one. Following a week of solid rain, the Mt Kembla circuit had become a testing ground of the brave and a breaking ground of those not-soprepared. This is where the story takes a heroic turn – in stark contrast to what most would expect of Australia’s top professionals. Despite being smack-bang in the middle of their National MX campaign and probably with the thought of potential

injury ticking over like a poker machine in their heads, these elite riders – at the top of the sport – put everything aside to brave the conditions and turn on one of the best weekends of motocross NSW has hosted, entertaining the big crowd on hand and setting a precedent for the remainder of the series. "I'm glad it's over, it was a nightmare, but I owed it to my club and to Motorcycling NSW to be here, and I'll go up to Port Macquarie for the second round as well," said Pro Open runner-up, [Jay] Marmont after the round. Whilst braving a round of a State Championship may be belittled by certain people or the industry - in light of the fact that they were in the midst of a battle for a National Championship - the respect and hero-status guys like the Marmonts. Bopping, Mackie, Addison and Styke received from the record number of both junior and senior riders is something that

is almost immeasurable. The fact that these Pro guys decided that riding with and against other guys and girls who admire them, who aspire to be like them and who are their harshest critics at times shows that not only are they smart and calculated, but they know where they came from and they know that just one kind word or gesture could elevate a star of tomorrow with having realised it. Seeing their heroes suck-it-up and put it on the line in the mud at Wollongong meant that only a handful of riders pulled out of the event and they too would try to follow in their footsteps. In return, that did more than just salvage an event, it kicked-off exciting series. Every single rider put on a display worthy of a trophy and it would be doubtful, despite the conditions, that anyone, fan or rider, walked away disappointed. Round one of the 2010 The Helmet Warehouse NSW Motocross Championships, powered by High Roller Energy was the culmination of a lot of hard work of those behind the scenes, but more importantly, it was the hard work, the mental toughness, the respect and the support of those behind the ‘bars that made the event what it was…… The beginning of a new-era in grassroots MX. Round two of the championship hits Port Macquarie’s Hastings Valley Motorcycle Club on June 9. For more information, log onto Stay tuned to Cycletorque for more about the 2010 series.

– Paul Jamieson, MNSW

Opposite page: Jay Marmont leads eventual Pro Open winner Lawson Bopping. Above, top: No matter hard or trying it gets, you can't beat atmosphere. Above: It was just one of those weekends. Left: Pro Lites winner Michael Addison battles the mud. Photos Jamieson & Jamie McKay

JUNE 2010 - 39

Cycle Torque Test – Pagsta 250 Cruisa Series II TEST & PHOTOS BY

Matt O’Connell

RIDING GEAR: KBC helmet, Spyke jacket, Spyke gloves.

Bad boy


Retro looks and retro price

THE Cruisa Series II is the latest model update released from Australian based company Pagsta. Don’t let the modern name fool you though, this bike has the looks and the price tag that go straight back to the eighties. Pagsta is based in Perth and the company has been around for a few years now, providing decent warranty and back up service for all its bikes. The bikes are produced in China and offer a low cost alternative for the learner market.

40 - JUNE 2010

Various designs coming out of China mean there is a whole range of new options if you are into the cruiser style and have to ride a learner approved machine.

On the stand

Pagsta’s Series II Cruisa certainly looks the part and the major components of this machine look to be very well finished indeed. After first checking out Chinese produced bikes a few years ago it would be

fair to say there have been huge improvements in the quality of finish, especially the engine and exhaust. The wave disc rotors also look great and add a modern touch to the retro feel. The frame and swingarm also look particularly well built. Looking at some of the parts my initial reaction is to wonder just how long they will last, such as the rear suspension coils and the controls on the handlebars. Only time will tell. On the road the bike looks very

compact with a low seat height (660mm) – so it should be perfect for anyone who needs that confidence of being able to reach the ground. With a rake of 32 degrees it also has that swept back cruiser feel. The seat is plush and comfortable and there is a rear back rest available for the pillion. The modern touch continues on the dash with a fuel gauge and LED gear indicator either side of the speedo. Overall this bike has been styled really well and it seems the people at Pagsta have paid a lot of attention to detail while still keeping the price at an affordable level.

On the road

My test started in Newcastle and took me along some back roads up the New England Highway. If ever you were going to get a bump test this was it. To my surprise the Cruisa got the thumbs up - both front and rear suspension soaking up the endless potholes on offer. It also felt solid on the road - well planted enough to feel secure and with a dry weight of 158kg certainly light enough to change direction easily. Handlebar position was quite comfortable also and you really felt as though the controls had been laid out well. U-turns were no problem and the bike felt well balanced turning at low speed. The 250cc air cooled twin performed as good as it looked and accelerated

$4795 + ORC and comes with a 12 month warranty. As well as day to day commuting without problems it will also be up to longer trips on the weekend. With a price tag under five grand and the overall quality of this bike the Cruisa is really going to appeal to people who might be looking at a Harley somewhere down the track – why not start out on something with a little comfort and style? n

smoothly, providing plenty of power to take on highway speeds. It did feel most comfortable just under 100km/h, and the gearing didn’t leave much left after about 110. A screen is available as an accessory but I didn’t find it necessary with the kind of speeds this bike will be doing. There were no problems with the braking - the front and rear discs providing plenty of stopping power at this level. I will say though that this bike looks compact on the Simple air-cooled motor ground - and for my 180cm frame it feels compact when you ride. If you are a taller person it is a bit cramped in the leg department which might lead to grabbing neutral occasionally when changing from first to second. Over the course of a longer journey the bike behaved very well. The 16 litre fuel tank gives it plenty of legs and the Classic cruiser styling. seat is as comfortable as it looks. After a few hundred kilometres my only gripes would be the positioning of the foot pegs and the gear change lever - but perhaps that is just because of my height.

Final word

The Cruisa retails from

JUNE 2010 - 41

Cycle Torque Test – Mojo V5

Auto Cruise RIDING GEAR: Mojo Classic helmet, WileyX eyewear, Bikers Club Australia jacket, gloves by Five Gloves, Draggin Jeans Oilskins, Spyke Matador boots.

An auto for the big boys and girls. REPORT BY

Dennis Penzo


IT WOULD be hard to argue with the people at Mojo Scooters when they make the claim that the V5 is in a class of its own because, well, it is. The format and style of the bike is like a traditional sit-on rather than step-through but its powerplant and transmission is all scooter with its twist and go throttle via automatic transmission. So if you like the idea of an auto transmission but not the idea of a scooter configured machine then this bike is certainly worth a look. Opinion on its appearance ranged from ‘Ugly’ to ‘OK’: but whether you love it or hate it, it’s certainly

On the stand

The biggest things you’ll notice

42 - JUNE 2010

Chris Pickett

is the all enclosed front and sides of the engine which I’m told is no impediment to engine access. I doubted it at first but closer inspection reveals the easy access oil filler point on the right-hand side and a couple of screws will allow ready access to the front of the engine wherein resides the radiator grille and, out of sight below that, the battery. The other big visual point on the right-hand side is that large muffler with the extra exhaust pipe that travels underneath it. Because the engine is set back a little further in the frame, because of the CVT transmission set-up, the extra tubing would be necessary to allow a reasonable length of exhaust so it can do its job properly.

The other thing that may strike you is that the bike looks a little familiar. It is in fact the updated version of what the now defunct Arqin motorcycles used to market as the V3 and you’ll still see a few of them around. The bike we tested didn’t yet have it fitted, but the bike comes with a radio/ MP3 player. I do remember the V3 I tested some years ago had a sound system fitted and it worked quite well, so I imagine the V5’s system should be okay as well.

On the road

It rides and feels like a traditional motorcycle and its 15-inch rear wheel and 18-inch front don’t have the limitations which might be inherent in some auto transmission scooter designs.

The seat is 710mm low and the bike actually presents a fairly comfortable riding position with a good geometry between handlebars, seat and footboards. Ah yes footboards. I thought they looked a bit low when I first sat on this bike but they are not as easy to scrape around corners as they look. The V5 is powered with a 250cc liquid-cooled four-stroke single and although it produces just 14hp at 7500rpm maximum it certainly does its job better than expected, bearing in mind that it does weigh in at a hefty 165kg. Front and rear discs give it ample stopping power while the telescopic front suspension and twin rear shocks pass muster, the rear being the only adjustable set. The seat is firm but comfortable and the pillion has lower-back support with the low backrest. Instruments are split into three with the larger middle unit covering speedo and various indicator lights such as high beam, blinkers etc. The smaller left-hand side dial is a temperature gauge, which I thought was reassuring considering all that fairing shrouding the engine, but to be fair, in our several weeks of testing we didn’t notice any increase in operating temperature. The right-hand side dial is a fuel gauge which shouldn’t overly concern the operator of such a fuel miser. The 17-litre capacity tank is going to last ages. One thing we did notice was that the speedo seems to be a bit ambitious. We found that a 60km/h travel speed was giving us readings of 75km/h… well at least you won’t get booked if you ride properly.

Right: Handy rack is standard. Below: Afterburner exhaust. Below: Enclosed final drive keeps road crap at bay.

On the wallet

Marketed as a budget commuter bike or learner motorcycle it is certainly aimed at the right audience. It is a combination of a cruiser styled motorcycle with the simplicity of operation that is offered by most scooters. There seems to be a growing number of Asian bikes coming onto our market and I notice reports in some of our mainstream print media last week that there are 10 new brands of Chinese cars about to enter our market. Some 4WDs advertised on the telly recently seem to be pitched at a really low price. We’ve tested a few Chinese produced products already this year and many have been priced at around the $4000 mark. The V5 is no different, coming in at $3990 plus on-road costs. There are optional extras such as panniers and top box. Service intervals are 1000km and then every 4000km thereafter and there is warranty on parts and labour. n

JUNE 2010 - 43

Launch Report – BMW R 1200 GS REPORT BY




RIDING GEAR: KBC helmet, BMW suit, Joe Rocket gloves.

Tar ‘N’ Dirt

BMW’S R 1200 GS is equally at home on the grippy and slippery stuff. THERE’S no argument BMW’s GS series has been the most successful and competent adventure machine ever made. Is the current R 1200 GS the best ever, regardless of brand? KTM’s 990 Adventure and Yamaha’s allnew Super Ténéré might have something to say about that but in my opinion it is the sweetest all rounder I’ve ridden.

GS Spec

You might have read our test on BMW’s R 1200 RT last month, which share the powerplant. The new engine now has quad cams operating the valve train, and so does the 2010 GS and GS Adventure. Check out last month’s issue or our website at for

44 - JUNE 2010

a full run down on the engine. Just a hint if you haven’t already done so; the engine is now more powerful and feels plenty stronger both off the bottom and at the top end. The engine is designed to run on premium unleaded but you can run it on low grade fuels, just get your BMW dealer to update your bike’s computer if you know there’s no premium fuel available where you are going on that adventure of a lifetime you’ve planned for so long. $21,925 will get you a standard spec GS, which includes heated grips, hand guards, onboard computer, pannier fastenings and centrestand. You can upspec the GS to get the Traction Package (integral ABS, Stability Control

and Tyre Pressure Control), plus there’s a host of other options like lower suspension (GS only), low seat and the cross spoke wheels off the Adventure model. It’s best you see your local BMW dealer to get the whole nitty gritty on options and prices of such. Both bikes essentially utilise the same suspension, Telelever for the front and Paralever shaft drive for the rear. BMW’s GS suspension system has set standards for all round use the other manufacturers surely must try and emulate to a degree – its performance level as a compromise for both sealed and unsealed roads is excellent. Tank capacity on the GS is 20 litres, it weighs 203kg dry and has a height adjustable seat of

850/870mm. Suspension travel is 190mm front, 200 rear.

GS Adventure spec

The main differences between the two are a 33 litre tank instead of 20, an extra 20kg in weight, 20mm extra suspension travel at both ends and a taller seat height of 40mm. Then you get the beefy pannier brackets, spot lights, crash bars covering the tank and fairing. Oh, it’s a little bit longer too. You pay a bit more for the GSA – $26,950, but many of the options available for the GS come standard on the GSA.

Let’s ride

I think the term all-rounder is overused when describing what a motorcycle can do, but it

reallydoes apply to the GS. Sure you can tour on just about any two-wheeled machine, even a postie bike. You can also play road racer on just about anything as well, but keeping up with the big boys might be a tad hard. Many riders buy a GS and never go off-road, while some use them on the road only as a means to get to a place where the dirt is all encompassing. I’ve even seen a GS with sports tyres showing a clean set of heels to a group of crotch rockets. If you take a GS for a decent ride you will be left in no doubt as to why it’s so popular. It does everything extremely well without being brilliant at any one discipline. During the launch we sampled everything from city streets to fire trails. The first day had mostly been about the 1200 RT tourer while the second was pure GS. Before we set off on day two, BMW’s Miles Davis ran us through the Electronic Suspension Adjustment (ESA) and the Automatic Stability Control (ASC) systems.

Like the ABS you can turn the traction control off or run it in an enduro sport mode. It’s all pretty complicated but once you get the gist of what button does what you can pretty much tailor each system to work exactly how you want it. Miles recommended we use the ESA to raise the suspension to its highest level (it’s easy, you just scroll through the buttons and the computer simply raises the suspension to give you extra travel), then select the softest damping setting. As we were shooting straight into the dirt this was a best overall set up. When we got back to the tar he recommended just selecting the stiffest damping setting and it would be fine for ‘spirited’ riding back on the black stuff. Same deal with traction control, the recommendation was to have it the most ‘intrusive’ mode and then go for sports, or completely off, when we got the hang of it. Set up like this was absolutely spot on for me. When we branched back onto the tar I simply stiffened up the damping while on the

move, and back again when we hit the dirt. In the loose stuff the traction control cuts in pretty early in its standard setting but in enduro sport mode you can hang out the rear, especially in the lower gears, allowing you to rear wheel steer the bike through a corner. I never turned it completely off, I liked the thought of some protection. Likewise with the ABS, I kept it on the whole time, finding it fine for riding on the dirt, even when we were riding quite quickly. The front worked very well, I was able to brake hard into the tight corners we were experiencing on the logging trails without feeling like I wasn’t going to stop. The only glitch in this system for me is you can’t turn off the rear ABS separate to the front. It’s all or nothing. I didn’t always like the feeling from the rear, so if I could I would have turned it off. While I’m at it I think BMW should have put the bigger footpegs from the GSA on the standard GS as well – The GS ’pegs always felt too narrow. The other thing I

JUNE 2010 - 45

Launch Report – BMW R 1200 GS

Tar ‘N’ Dirt noticed, or didn’t notice, was the GSA didn’t seem to feel any heavier, with its bigger tank, than the GS. So it’s comfortable, gives decent weather protection from the manually adjustable screen, the hand guards and heated grips. On top of that it has an extra dollop of grunt from the previous model (itself no slouch) and the suspension is tuneable on the fly. What else can it do? Well, we just happened to find a little slice of racetrack heaven in the mountains between two long sections of dirt road. Why exactly there is this section of tar road perfection in the middle of nowhere is beyond me. The Victorian government might be much harsher in its enforcement of road rules than its NSW cousin but it sure knows how to build a decent road. This stretch of road had everything; perfect surface uphill, down dale, tight turns – motorcycling nirvana. I was able to push the GS to a level I would have struggled to match on any sports bike I’ve ever ridden. Take it to a racetrack and it would have been a different story but on this real world road which was narrow and tree lined I believe the GS would have been very hard to beat, no matter what the machine.


There you have it. You might have got the impression I am a fan of the GS, and you would be right. I’ve owned an 1150 GS and a KTM 990 Adventure so it’s not as though I have no experience with this type of bike but the new GS and GSA with their electronic wizardry and tuneable suspension and traction control are the pinnacle so far. I’ve never ridden a bike which is so good at either end of the spectrum. n

46 - JUNE 2010

GSA supplied with pannier frames.

GSA has a big screen, fog lamps and bodywork protection.

Twin row footpegs on the GS are awful - get a set of the Adventure’s triple-row.

The DOHC motor has standard engine protection. Screen angle is adjustable.

Cross-spoke wheels are an option.

S p e c i f i c at i o n s : 2010 BMW R 1200 GS (A) Engine Type: Air/oil-cooled flat twin Capacity: 1170cc Transmission: Six speed/shaft drive Fuel Capacity: 20 (33) Litres Frame Type: Twin section Seat Height: 850-870mm (890-910) Dry Weight: 203kg (223) Front Suspension: Telelever Rear Suspension: Paralever Brakes: Dual 4-piston calipers, single rear. Tyres: 110/80-ZR19, 150/70-ZR17 Price (RRP): $21,925 ($26,950) Call for a quote

1800 24 34 64


JUNE 2010 - 47

‘Torture’ Test Cycle Torque Long Term – Husqvarna TE450

HUSQVARNA’S 2010 TE450 has been in the hands of Smarty for almost six months now and to the delight of everyone involved (well, those of us who pay the bills) the big Husky is still in one piece and looking good. But here’s the assessment in Smarty’s Own Words.

Smarty ready to take on the boys.

48 - JUNE 2010

Well, well, well. Here we are almost six months down the track and… sob… my time with Husqvarna’s 2010 TE450 is almost over. Two more rides and I have to hand the Red Rocket (as it has been affectionately named by my eldest daughter Madison) back to the crew at the Paul Feeney Group.

The Red Rocket and I have been to tracks and trails all over South East Queensland and other than a few oil changes and a bit of everyday TLC I have hardly put a spanner on the Husky. And this was no easy ride for the popular TE, it has been hill climbing, drag racing (read

about that later), motocrossing, bush bashing, sand blasting, rock hopping, de-barking trees and mudslinging. The Red Rocket and I have had an absolute ripper of a time and even after this brief relationship she feels like an old glove (it has to be female, you would never find me this

Photos Matt OConnell.

close to another male…). But what I really wanted to pass on more than anything else regarding this test is what it was like to live with the 2010 Husqvarna TE450 and if there are problems, how to fix it. The Air Filter: The airbox on the Husky is more than ample but there is a battery slotted into the same hole. This really isn’t a big problem as the battery can be easily moved out of the way if you feel it is necessary to get the filter in and out. I did it all with the battery in and had no problems. Oil Changes: There is a drain plug, an oil filter and a steel gauze screen in three locations around the motor. An absolute piece of piss to do an oil change if you take your time and make sure all of the right washers and O-rings are put back where they belong. Spokes: Over the years I have had bikes that seem to have loose spokes all of the time. The Husky needed a few teaks here and there but after the first three or four rides there was only the occasional rebellious nipple… hmm, sounds like a good name for a book or Nipple Without A Cause…um… sorry. Ergonomics: Again, there have been bikes over the years which seem to get damaged quite easily; broken radiator shrouds, cracked mudguards/sidecovers and like seem to happen at even the smallest of crashes. Well I am happy to say that the only damage that I have added to the Husky was the loss of the little red cover over the tail light and this was the result of quite a big off while trying to climb a hill that according to the locals no-one has ever ridden up – and I almost made it! Motor: OK, if anyone out there thinks the 450 Husky is slow read on. My mate Noel Billeau purchased a 2010 KTM 530EXC (he read my KTM test in Cycle Torque and got all excited….) and believe me when I tell you that Noel is no slouch, he is a former Pro rider and has balls bigger than any freestyle freak out there. Anyway, Noel and I went for a ‘leisurely’ trail ride not long ago and while we were trundling along we found this awesome natural berm at the top of a hill and for the next half hour we raced to the top of that hill and smashed the berm, and where possible each other, at every opportunity. Most times we were drag racing towards the corner, side by side, banging our way through the gear box and to our surprise there wasn’t much between the bikes over the 500-plus metre run up the hill. Suspension: Suspension is always tricky

when we test a bike. I was happy with the front forks on the Husky right from the word go though I did stiffen them up a little after the first few rides. The shock was showing signs of inflicting some sideways deflection of the rear wheel under hard acceleration over corrugated terrain and after a bit of mucking around with the settings without much success I went back to the drawing board. I reset the race-sag at 90mm (a little stiffer), upped the compression dampening by 5 clicks and gave it a little more rebound (slowed the return a little). Aha! Much better, after my first serious ride at speed with the suspension mods things were way better but I did back the compression off a few clicks and it was as good as it was going to get, but the rear shock is only good rather than great: I’ve heard the 2011 models will get a Showa unit, hopefully it will be better. Controls: The standard Pro-Taper style ’bars are still straight despite a few offs, the levers undamaged and thanks to the handguards all of my fingers are undamaged and intact. All top quality stuff and it shows. The Ride: As I said before, when I can get on a bike and just ride the wheels off it without having to compensate for some quirky handling feature I am happy. The Husky turns great, it doesn’t get head shaky at speed, it goes like a cut cat but is also

comfy poking along and the brakes and suspension are fine… sniff… I am getting all misty eyed. Farewell Old Mate: Soon another instalment of the Cycle Torque Husky test on will be released and you will be able to see me and the Red Rocket’ in action. You may have guessed, I had a great time with the TE450, I have to thank the boys at the Paul Feeney Group, I will have a tissue or two handy when I do the final handover… though I suspect they are used to test riders like me getting emotional. Finally, I have been contacted by a heap of people regarding the Husqvarna TE450, old owners and potential new ones and I have given everyone my honest opinion or answer to their questions. If you feel that way inclined feel free to contact me via - Smarty

JUNE 2010 - 49

Union Jack

LAST time we talked about our long term racing Daytona 675 (March issue) we covered the basic set up of the bike and how things had gone during testing. Since then we’ve competed in the 600 Superstock class at the Phillip Island world superbike round and the first round of the Formula Extreme series at Wakefield Park. In all our testing sessions we ran the bike totally stock, including the muffler. We had already fitted GB Racing engine protectors and axle crash bobbins, and leading up to Phillip Island we fitted a Staintune slip-on muffler and a BMC air filter, pretty much the only modifications you can do to the engine in the Superstock class in ASBK. It’s hard to fault the quality of Staintune’s products, they are supremely well made, easy to fit and built to last. I’ve owned a few road bikes with Staintune mufflers and they still look good years after they were made. Dyno runs at Sportscycles Dynotune and Performance Centre in Newcastle showed how good the standard set up is, with the Trumpy showing 111hp at the rear wheel. The Staintune pipe and BMC airfilter – which incidentally is serviceable and will last pretty much the life of your bike – gave one extra pony at the top end and an extra 5-6 at 10,000rpm after Jaimie

50 - JUNE 2010

at Sportscycles did some tuning. Pretty impressive but the downside was a drop in horsepower between 6-8,000rpm. Our rider Alex Pickett later told me the bike in this trim really shoved him back in the seat when it hit the 10 grand mark but wasn’t so nice to ride where it was noticeably ‘fluffy’. It sure did sound good though, and the three kilo weight advantage was also good. I really have to thank Jamie and the guys at Sportcycles. They have been behind us with just about every Cycle Torque project bike in the last few years and had a big hand in our YZ250F road racer last year. Performance tuning or servicing, your bike will be in good hands with them. You can find them at 46 Park Ave, Adamstown, ph. 02 4952 1352.

World Supers drama

Phillip Island was a debacle. Everything looked good in practice: Alex qualified just inside the top 20 out of a field of over 30 bikes. We were happy with this but things were about to take a turn for the worse. Prior to this we had run practiced with used tyres and needed to change them between practice and qualifying. We had about an hour to rip the wheels out, get the tyres changed and get them back in before Alex was out to qualify. Not much time when you consider there were 30

something riders looking to do the same, so the line-up at Dunlop’s tyre changing facility wasn’t short. With time being a premium I hadn’t noticed I’d positioned a brake line under the front guard instead of over it as I put the front wheel back in the bike. After qualifying Alex was stopped in the back of the pits to have his control tyres checked. After being stationary for a few minutes the brake hose melted to the very hot front tyre. As Alex rode away the brake line promptly ripped itself from the caliper; great! Luckily for us Aark Racing is campaigning Triumph Daytonas in 2010, and had a spare bike. Team owner Andy Offer was kind enough to loan me a full front brake set up from the spare bike for our first race. I’m sure he didn’t appreciate punching a screw driver through his hand as he was getting the brakes off but we did appreciate his generosity. We did have to return the brakes after our first race so we still had to source some brake lines. This is where Tim Miller of Hunter Valley Paint Ball came into his own. Tim is Alex’s number one sponsor and has been a personal sponsor of Mark Aitchison for a number of years too. There’s no place Tim won’t go or person he won’t hit up so he marched down to the ParkinGo Triumph world supersport team’s garages and hit

racing 60 - JUNE 2010

them up for a set of brake lines. He also took Alex down and got a tour of the pits and met the team riders while they were at it. To be fair, Tim knew the team guys as ‘Atcho’ rode for them in 2008. Apparently the Italian team mechanics are fond of bourbon. With that sorted we thought we were right. Unfortunately electrical issues came to the fore, caused by some ill thought-out race preparation in the Team Cycle Torque home garage. This LAST time we talkedto about ourout longof term caused Alex pull the racing Daytona 675 (March issue) we covered the warm up lap,had thefirst basicrace set upon of the bike and how things gone during Sincerace then we’ve start thetesting. second fromcompeted pit in the 600 Superstock class at the Phillip Island lane, and not even front the of world superbike round and the rst round thestarter Formulafor Extreme at Wake eld Park. theseries third and final In all our testing sessions we ran the bike totally

stock, including the mufer. We had already tted GB Racing engine protectors and axle crash bobbins, and leading up to Phillip Island we tted a Staintune slip-on mufer and a BMC air lter, pretty much the only modications you can do to the engine in the Superstock class in ASBK. It’s hard to fault the quality of Staintune’s products, they are supremely well made, easy to t and built to last. I’ve owned a few road bikes with Staintune mufers and they still look good years after they were made. Dyno runs at Sportscycles Dynotune and Performance Centre in Newcastle showed how good the standard set up is, with the Trumpy showing 111hp at the rear wheel. The Staintune pipe and BMC airlter – which incidentally is serviceable and will last pretty much the life of your bike – gave one extra pony at the top end and an extra 5-6 at 10,000rpm after Jaimie at Sportscycles did some tuning. Pretty impressive but the downside was a drop in horsepower between 6-8,000rpm. Our rider Alex Pickett later told me the bike in this trim really shoved him back in the seat when it hit the 10 grand mark but wasn’t so nice to ride where it was noticeably ‘uffy’. It sure did sound good though, and the three kilo weight advantage was also good.



race. We were deflated but the bike and rider were intact even though the race bank balance wasn’t left healthy. It’s a long way to go to give yourself such dramas but as they say, ‘that’s racing’.

More updates


Staintune slip on muffler – $900., 02 4871 3188. BMC air filter – $124., 07 3382 5000. Gilles Tooling Vario ’bars – on special for $376, IP frame slider on special for $200. We’ve also got some other Gilles Tooling bits about to turn up, like the trick KTS chain adjuster and KTS lifter for the rear stand which go for $232 and $65 respectively. You’ll see more about those pieces next report but you can go to for more info or call 1300 858931. Foran race exhaust – $1,200, prices vary depending on what you want. Check out, 02 4325 0614.

We had some time up our sleeve before the first round of the Australian Formula Extreme series so while the electrical gremlins were sorted a Pit Bull Photos Keith Muir steering damper was fitted Riding Gear: and a set of Vario adjustable You need good gear when racing a motorcycle and we have I really have to thank Jamie and the guys at handlebars Gilles Tooling Sportcycles. They havefrom been behind us with just been lucky enough to get our hands on just that. about every Cycle Torque project bike inof the bigger last for our rst race. I’m sure he didn’t appreciate series so while the electrical gremlins were installed. Many riders few years and had a big hand in our YZ250F road punching a screwthe driver through as he sorted a Pit Bull steeringFF5 damper was tted From top Alexhisishand wearing an OGK ‘Kaiser’ which bikes run taller and was getting the brakes off but we did appreciate racercapacity last year. Performance tuning or servicing, and a set of Vario adjustable handlebars from retails for $550. On his hands are a set of Five Gloves RFX1 yourwider bike will ’bars be in good with them. You his generosity. We did have to return the brakes Gilles Tooling installed. Many riders of bigger forhands greater control, can nd them at 46 Park Ave, Adamstown, ph. 02 after ourMotoGP rst race so we still had to source some capacity bikes run taller and wider ‘Tribal’ gloves retailing for $329.95. Both are ’bars for 4952and 1352. that’s why we decided brake lines. This is where Tim Miller of Hunter greater control, and that’s why we decided to available most biketry stores. Find out morehave atawww. Valley Paint Ball came from into his own. Timgood is Alex’s the Varios. The handlebars vernier, one sponsor and has been a personal World Supers drama 1300 885adjustment 355. which means you can rotate them sponsor of Mark Aitchison for a number of years up or down incrementally. We set them up fairly Phillip Island was a debacle. Everything looked Keeping thewon’t body intact is a setatofandQuin leathers. colourto stay too. There’s no place Tim go or person he Alex loves them. WeThe also decided good in practice: Alex qualied just inside the top won’t hit up so he marched down to the ParkinGo the standard rather than t xed 20 out of a eld of over 30 bikes. We were happy scheme was designed by Alex with himself and footpegs, made by Megan Triumph world supersport team’s garages and hit position rear sets, because Alex was happy with with this but things were about to take a turn for atbrake Quin They are absolute artwas and them upPeters for a set of lines.Leathers. He also took Alex their an position. Another work item we of added a the worse. Prior to this we had run practiced with down and gotcustom a tour of the pits andA met theof team setwent of Gilles Tooling frameleathers sliders. We originally used tyres and needed to change them between are fitted. lot work into these and riders while they were at it. To be fair, Tim knew weren’t planning to t any frame sliders at all but practice and qualifying. We had about an hour the rode place to go to if youGilles need something different, the teamQuin guys asis ‘Atcho’ for them in 2008. Tooling’s novel ‘shock’ frame slidersan had to rip the wheels out, get the tyres changed and Apparently thesize Italianor team mechanics are fond ofQuin us thinking it would be smart to t and some. These get them back in before Alex was out to qualify. odd just a good job. also does alterations bourbon. particular sliders move slightly upon impact, Not much time when you consider there were 30 repairs. How farweyou want to go will dictate costof breaking so giveany With that sorted we thought were right. theoretically reducingthe the risk something riders looking to do the same, so the Unfortunately electrical issues came to the fore, of your frame during a crash. We have tted line-up at Dunlop’s tyre changing facility wasn’t Megan a call to talk about yourpart requirements. Quin is based in caused by some ill thought-out race preparation in solid sliders to race bikes before and haven’t short. With time being a premium I hadn’t noticed the Team Cycle Torque home garage. This caused frame issues during but it will I’d positioned a brake line under the front guard the Hawkesbury River area of suffered Sydney, and you cancrashes check them Alex to pull out of the rst race on the warm up be interesting to see how they go. Hopefully we instead of over it as I put the front wheel back in at orcrash 0402 lap, startout the second race from pit lane, and not won’t test173 them 530. at all. the bike. After qualifying Alex was stopped in the even front starter for the are third and nalof race. back of the pits to have his control tyres checked. Onthethe hoofs a set AXO ‘Lancer’ boots which you can We were deated but the bike and rider were After being stationary for a few minutes the brake Extreme times at Wakeeld also buythefrom good motorcycle stores. Alex has commented intact even though race bank balance wasn’t hose melted to the very hot front tyre. As Alex For Alex and the Daytona it was going to be left healthy. a long way go to give yourselfeveneither rode away the brake line promptly ripped itself FX600 or Pro Twins Formula We thought theIt’sboots feeltocomfortable after wearing them for3.most such dramas but as they say, ‘that’s racing’. from the caliper; great! Pro Twins would suit him better at this stage of of the day, plus they give goodhisfeel the short bikeracing which Luckily for us Aark Racing is campaigning and on the 675’s careeristogether. We Triumph Daytonas in 2010, and had a spare bike. weren’t sureCheck if we’d xed electrical issue but More important. updates $399.95 gets you into a set. outthewww.ficeda. Team owner Andy Offer was kind enough to loan everything else seemed ready to go. The FX series We had some time up our sleeve before the or 02 9757 0061 for more info. me a full front brake set up from the spare bike is run in two distinct championships: Saturday is rst round of the Australian Formula Extreme




W W W . � O RN E E �E A N S . � O �

JUNE 2010 - 51

Union Jack racing to try the Varios. The handlebars have a vernier adjustment which means you can rotate them up or down incrementally. We set them up fairly flat and Alex loves them. We also decided to stay with the standard footpegs, rather than fit fixed position rear sets, because Alex was happy with their position. Another item we added was a set of Gilles Tooling frame sliders. We originally weren’t planning to fit any frame sliders at all but Gilles Tooling’s novel ‘shock’ frame sliders had us thinking it would be smart to fit some. These particular sliders move slightly upon impact, theoretically reducing the risk of breaking any part of your frame during a crash. We have fitted solid sliders to race bikes before and haven’t suffered frame issues during crashes but it will be interesting to see how they go. Hopefully we won’t crash test them at all.

Extreme times at Wakefield

For Alex and the Daytona it was going to be either FX600 or Pro Twins Formula 3. We thought Pro Twins would suit him better at this stage of his and the 675’s short racing career together. We weren’t sure if we’d fixed the electrical issue but everything else seemed ready to go. The FX series is run in two distinct championships: Saturday is the FX Nationals, while Sunday is the Australian Formula Extreme Championships. You can race both or either. We didn’t practice on Friday and as you go straight into qualifying on race day you have to be on the money straight up. Alex qualified the bike in 14th position for the first FX Nationals race. The series runs a progressive grid; where you finish one race is where you start the next. Alex had ‘Auntie’ Mal Cherlin – a name well known to BEARS racers – in his corner over the weekend, briefing and debriefing after each race. Each race saw better results, with Alex winning the F3 class in the final race and taking the overall FX Nationals win. We couldn’t have hoped for a better result, and consistent lap times in the high 1m 5sbracket in the last race had him grinning like a Cheshire Cat. Sunday was the main event though. Qualifying saw Alex on the third row, with a brace of 1198 and 1098 Ducatis in front. Third in class in race one and second in class in race two had him looking good for an overall podium. ‘Auntie’ Mal’s tuition was working a treat but Alex was suffering from bad starts, losing a number of spots off the line which he then had to claw back. The issue was the flat spot

52 - JUNE 2010

between 6-8 grand, and most likely a lack of aggression off the line. That said, he didn’t mind banging fairings with Paul Bailey’s Buell 1125R a few times over the weekend. In race three Alex got the hammer down right from the start, slipping past a couple of the big Dukes and keeping the other two Daytona 675s at bay, but only just. We had some hand signals worked out and starting the last lap Alex was sitting in 6th outright – first in F3 – after a big move on the lone Aprilia RSV4 Factory didn’t quite work out as he’d planned. He knew from my signals he only had a very slight gap over the following Triumphs so he set about smashing the lap record by over a second on the final lap to take first in class and second overall for the day. A flat 1m 5s was his fastest lap, and interestingly the other two Triumphs in F3 also broke the lap record chasing Alex on that final lap. We were using the Dunlop GPA Superstock control tyres and they seemed to last OK. In the past we’ve used cheaper sets of tyre warmers but for this year we’ve got ourselves a set of Bandit tyre warmers. You might think it’s all about keeping the tyre hot and ready to race but also important is reducing the amount of heat/cool cycles the tyres go through. Road tyres are designed to cope with hundreds of these while race tyres less. Give David a call at Bandit, 03 9335 2150 or visit www.bandit., they are best warmers we’ve ever used.

More mods

As he’s now leading one championship and coming second in the other we plan to stick with Pro Twins for this year, with some

attempts at FX600 along the way. Pro Twins rules are more flexible than Superstock or FX600 so we have some extra mods in the pipeline. Exhausts are free in Pro Twins but if we went mental there we would be ineligible for FX600. The best way was to have two separate exhaust systems. Since the Wakefield round we have taken the bike to Foran Exhausts in Gosford to have a bigger bore system fitted, getting rid of the catalytic converter in the process. It’s made of 0.7mm stainless steel and the team at Foran have made the system from the collector back, with the design specs purely for racing. Sportscycles will then fit a Power Commander to the Daytona to tune it to within an inch of its life. FX600 rules allow fuel injection tuning devices so the Power Commander will be fine. Modern fuel injected bikes are generally on the mark tuning wise, so you can’t simply bolt on a free flowing pipe and air filter and expect it to give gains everywhere. Most of the time there’s a trade-off somewhere. Regardless of what aftermarket exhaust or filter is on the bike it could still be improved with a fuel injection tuning device. The beauty of having two different exhausts is we can swap classes with minimal effort whenever we like. Just after this issue comes out we will be heading to Winton Raceway in Victoria for the second round of the FX series, and at Eastern Creek for round three only a few weeks later – hopefully we will be just as successful as we were at Wakefield Park. Next time we’ll look at how the new race exhaust and Power Commander stacked up on the dyno and how we fared at Winton and EC. n

JUNE 2010 - 53

Cycle Torque June 2010  

Australia's best motorcycle magazine, now in digital format.

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