as a pdf - Cycle Torque Magazine

Transcription

SEPTEMBER 2012 : NEWS, REVIEWS, FEATURES, QUADS PLUS LOTS MORE BIKES TESTED
KTM’S NEW
450 SX-F
CYCLE TORQUE SEPTEMBER 2012 - 2
COVER PHOTOS BY:
PATERSON AND MV AGUSTA
This iPad edition is our sixth, and I’m finding it hard to believe we’ve been doing these
for half a year already - and the really great thing is, if you’ve missed an issue, you can
simply download it when you’re ready.
I love that about digital magazines.
This edition features some of the best videos we’ve ever made, a
combination of more experience and some new equipment has really
helped us to capture some great footage. I hope you enjoy our embedded
videos of most of our test bikes - unfortunately we don’t have one of the
MV Agusta because the test was done overseas without video facilities.
We’ll shoot one when we get our hands on the new middleweight soon.
Highlights of the issue include Chris Pickett’s tour from the Red Centre to
Adelaide. Adventure bikes are perfect for Australia in so many ways and
credit must go to guys and girls at Triumph Australia for taking a bunch
of journos on such a big trip to thoroughly test the new 1200 Explorer (download the
August issue to see that test).
Don’t be afraid to let us know by email, social media or snail mail what you think of
Cycle Torque on the iPad, and please rate the App and write a review on iTunes.
– Nigel Paterson
Publisher
Touring the Red Centre.
KEEP
UP-TO-DATE
PRESS TO
RECEIVE OUR
NEWSLETTER
CONTENTS
RIDDEN
REGU LARS
2013 KTM
450 SX-F
KAWASAKI
ZX-14R
LAUNCH
TEST
24
KAWASAKI
KX250 &
450 F
MV AGUSTA
675 F3
TEST
68
36
TEST
76
YAMAHA
FZ1N
TEST
58
5
13
14
15
18
19
20
21
22
56
66
90
93
110
112
NEWS
BIKE EVENTS
SMALL TORQUE
PIT BITS
EDITORIAL
DIRTY TORQUE
RACE TORQUE
GUNTRIP
E-TORQUE
BOOK REVIEW
BOOK SHOP
MARKET TORQUE
BIKE STUFF
USED & REVIEWED
TORQUE BACK - LETTERS
FEATU RES
44
106
102
TOURING : ULURU
TO ADELAIDE
2012 SEA-DOO RXP-X
260 AND GTR 215 TEST
114
KING OF NEPEAN
QUAD TORQUE TEST
YAMAHA GRIZZLY 550 EPS
NEW TO RIDING? WE WANT YOU!
Motorcycle Boot Camp is an event perfect for that younger
generation who have always dreamed of owning a Harley
but haven’t taken the next crucial step – walking into a
H-D dealership!
A social platform to connect with other riders, learn the
basics and get the technical aspects of customisation and
performance of your new Harley-Davidson.
WHERE
WHEN
WIN
GO TO
www.h-d.com
NEWS TORQUE
Stoner criticises
Rossi over move
to Yamaha
CASEY Stoner has criticised Valentino Rossi and his team
manager Jeremy Burgess after the Italian superstar signed for
Yamaha recently, saying “He doesn’t want to put the effort in
with Ducati”.
Stoner’s comments came in an interview with Australian MotoGP
broadcaster Ten Sport.
Rossi had earlier signed with Yamaha on a two-year deal, giving
the Tuning Fork brand the ‘Dream Team’ of 2010 world Champion
Jorge Lorenzo and seven-time World 500/MotoGP Champion
Rossi. Rossi is rumoured to have walked away from a deal worth
35 million on offer with Ducati, preferring to take a pay cut and
move back to the team he won four world championships with.
Stoner was not only critical of Rossi, but also his Australian Team Manager Jeremy Burgess. “They ate their words from day one.
Jerry said it would take him 80 seconds to fix that bike (the Ducati Desmosedici MotoGP) and that it was a simple issue and now
they have had almost two years and have not made any inroads. Valentino obviously doesn’t want to push limits on a bike that
is not perfect”.
With Stoner retiring and Rossi returning to Yamaha, Ducati has re-signed Nicky Hayden for 2013 and is looking to fill the other
seat soon. n
Casey Stoner (AUS),
Ducati Marlboro Team,
Ducati, 27, 2007 MotoGP
World Championship,
Round 1, Losail, Qatar, 10
March 2007
It’s not where you’re going, It’s how you get there!
NEWS TORQUE
FLUORO VESTS FOR ALL?
A VICTORIAN Police Sargeant now claims to
have been mis-quoted in the press after a
Wangaratta newspaper quoted the officer
as saying riders would be forced to wear
high visibility gear within 18 months.
Senior Sargeant Bill Gore has since been
interviewed on ABC radio where he said all
riders should wear fluoro clothing, and that
hi-vis gear should be compulsory.
The newspaper article has generated a
small storm of controversy and protest,
unsurprisingly given few motorcyclists
actually wear hi-vis gear.
The Victorian Government is running an
Inquiry into Motorcycle Safety which is due to
report by 13 December 2012. The inquiry was
initially required to report by June 30 but had
the deadline extended.
The terms of reference are very broad,
covering everything from trends over time,
rider experience, attitudes of drivers and
riders, the changing face of motorcycling and
the effectiveness of the Motorcycle Safety
Levy and the appropriateness of the Victorian
TAC premium.
Like to make a comment about this story?
Add your opinion to the issue of hi-vis
clothing to the comment section of the story
at www.cycletorque.com.au/more. n
An article claiming a police spokesman said
compulsory high visibility riding gear would soon be
compulsory has generated a storm of protest from riders,
especially lobbyists like Damien Codognotto.
NEWS TORQUE
d
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HANDSFREE
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SMH10
Bargain Motocrossers
YAMAHA is promoting its latest YZ125 and YZ250 as potent motocross
machines at bargain prices.
At just $8699 for the YZ125 and $9999 for the YZ250, going old-skool and
buying a two-stroke might just be the smart way to go racing – not only is
there a growing number of specific events and classes for the oil burners,
you can now race a 250cc two-stroke against 250cc four-strokes and you’ll
have 47bhp pushing just 98kg…
Two-strokes are awesome for freestyle and can also be converted for enduro
use too.
The YZ125 and YZ250 feature aluminium chassis and Kayaba speed-sensitive
suspension, so you’re not be left behind in the technology stakes, either.
Check out the latest models at your Yamaha dealer. n
Motorcycle Bluetooth® RRP $399
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NEWS TORQUE
Magee completes APC Rally
Kevin Magee has
completed the 2012 APC
Rally on his Tiger 800 XC.
Crossing over the line
in Wodonga, Magee not
only lapped friendly rivals
Clubby and Wolfy but
also sealed the deal a day
under par.
Go to www.cycletorque.
com.au/more for the whole
story. n
Manufactured in Australia
by Rideworx
T 02 4271 8244
Find what fits your bike at:
www.barkbusters.net
TAP EACH PRODUCT ABOVE FOR MORE INFO
NEWS TORQUE
THE ULTIMATE BMW?
and spring strut to the specific situation on the
road. The damping is adapted to the current
manoeuvre or road surface by means of sensorsupplied parameters via electrically controlled
regulation valves. In this way, the HP4 offers
optimum damping in every situation, handling
long and short shocks virtually perfectly so as to
provide maximum traction and safety.
The HP4 features a revised Race ABS system,
adjustable Dynamic traction Control and a
200/55ZR55 rear tyre.
Another first for the HP4 is the BMW Launch
Control to provide maximum acceleration without
wheelies.
There are new wheels and a full titanium exhaust,
saving 4.5kg over the system fitted to the S 1000
RR.
BMW has released details of its HP4, its lightest, most powerful poduction
motorcycle ever built.
With a dry weight of 169kg and a claimed output of 193 horsepower, the HP4
– the first four cylinder bike in the High Performance (HP) range of limited
edition machines – will be rare, exotic and very, very desirable.
Based on the S 1000 RR, the HP4 features lightweight components and neverbefore seen technologies, in particular Dynamic Damping control, or DDC.
This system allows dynamic damping adaptation of the upside-down fork
The new HP4 is fitted with the water-cooled
4-cylinder in-line engine of the S 1000 RR with
a peak output of 142 kW (193 hp) at 13,000 rpm
and a maximum engine speed of 14,200 rpm.
As in the RR, its maximum torque of 112 Nm
goes on stream at 9,750 rpm. The torque has
been perceptibly increased in the 6,000 rpm to
9,750 rpm range. In "Rain" mode there is now
a smoother output and torque curve available
between 2,500 rpm and 8,000 rpm.
Unlike the RR, the 4-cylinder in-line engine in the HP4 provides the full output
of 142 kW (193 bhp) at 13,000 rpm in all modes - "Rain", "Sport", "Race" and
"Slick" - with an identical throttle curve and thus the same response, making it
perfect for use on the race track.
Pricing and availability were not known when Cycle Torque went to press. n
NEWS TORQUE
BMW’s Electric scooter
CHARLEY Boorman has been blasting around London during the Olympic
Games on a BMW C evolution electric scooter, a machine which addresses many
of the challenges for the future of urban mobility.
The new scooter has a range of 100km, a top speed of 120km/h, carries a pillion
passenger with ease and accelerates comparably to 60km/h with other maxi
scooters.
“The bizarre thing was that there was no noise,” said Charley. “Suddenly you can
hear everything in London. Usually, when you’re on a scooter or motorcycle, all
you hear is the noise of the engine and exhaust, whereas with the C evolution you
just cruise through town and it’s actually a really pleasant, nice experience as you
go along.”
“You never really know what to expect with an electric bike but one of the big
tests is just getting on it and heading through London,” said Charley. “I must say
that it had a good take-off, it felt instantly quick and stable - and very easy to
ride. The handling is great too: it stops well, but if you want to get past a car you
squeeze on the throttle and it just shoots past with a beautifully strong power
delivery. I’m really, really impressed and I think I should keep one as a ‘run-around’
in town, to experiment with and show people just how good it is,” joked Charley,
with a hint of seriousness. n
NEWS TORQUE
BUY MEGELLI,
GET ZEUS
Get in quick and you can score a free Zeus
2100 helmet with a new Megelli 250S, 250R
or 250SE.
These Learner Approved 250s come in sporty
or commuter flavours, and look great, while
there’s a range of colours and graphics
available in the Stylish full-face Zues 2100.
More information from Motorsport Importers,
see www.cycletorque.com.au/more for links
and contact details.
KTM RIDE4KIDS,
WONTHAGGI
21 OCT,
Challenge is calling on dirt bike riders
across Victoria to get on board the 11th
annual KTM Ride4kids event for the chance
to meet their pro-rider idols and win one of
two brand-new KTM dirt bikes. Ride4kids is
Australia’s biggest charity dirt bike event,
raising much needed funds for Challenge,
a not-for-profit organisation supporting
children and families living with cancer. This year, the event is moving to the worldclass MX track in Wonthaggi and offers a
full day of non-competitive riding where
participants can opt to ride in either
motocross or extreme enduro events: there
are classes to suit all ages and abilities,
including learners. Riders who raise $300 will
automatically go into the draw to win a KTM
85SX bike worth $6995. A second KTM 85SX
worth $6995 will be awarded to the event’s
overall highest fundraiser and additional
prizes will also be up for grabs for the top 10
fundraisers.
“The emphasis of Ride4kids is on having fun.
It’s a fantastic day out for all the family and a
good chance for riders to get some practice
on a professional track while doing their bit
to help kids and families in need. All sessions
are an open practice format with no actual
racing on the day so people of all ages and
abilities can get involved,” said Brenden.
Details www.everydayhero.com.au/event/
ktmride4kids
A4DE,
24-27 OCT WARRAGUL
The pinnacle of Australian enduro, the
Yamaha WR450F Australian Four Day
Enduro will be run in the fertile farming
district of West Gippsland. With excellent
facilities for riders and spectators, this
should be a great A4DE.
Highway
Performance Bikes
Yamaha’s iconic WR450F is now the namingrights sponsor for the event as the company
celebrates the great success the new bike is
having on the track and in the shops.
“Yamaha has sponsored the A4DE for many
years now, and once again we jumped at the
chance to assist the nation’s biggest off road
event. But for the first time we have named
the four day after a motorcycle model - the
all new fuel injected WR450F. This is to focus
attention on the new model that our race
teams will be showcasing in the iconic event,”
explained YMA Director/General Manager
Steven Cotterell.
More info at www.a4de.com.
AUST MOTORCYCLE EXPO
NEW BIKES
The Melbourne Motorcycle Expo has
almost run out of floor space for exhibitors,
virtually guaranteeing a huge show packed
with new bikes, accessories and displays.
Cycle Torque will be there demonstrating the
iPad App, so if you don’t have an iPad make
sure you get down to the show to check out
why downloading and reading Cycle Torque
digitally is so cool.
It’s at the Melbourne Convention and
Exhibition Centre, Nov 23-25. More info at
www.cycletorque.com.au/more and in future
issues of Cycle Torque. n
USED BIKES
SERVICE
TAP TO EXPERIENCE MORE
PARTS
309 PRINCES HWY, ROCKDALE, NSW
(02) 9599 0011
www.ktmmotorcycles.com.au
NEWS TORQUE
2013 Husqvarnas
NEW GENERATION
CHARGING
The first shipments of TE 449 and 511 enduro machines are at Husqvarna
dealers now.
Both models feature bold new IPD “Integrated Plastic Decal” tank area graphics
for 2013, the high-quality decals are designed to better cope with the tough
demands of off-road riding.
In addition to new design handlebar grips, bonded to the bar to prevent
twisting, the 2013 versions of the TE 449 and TE 511 also come standard with a
handlebar pad.
Australian version TE 449 and TE 511 also continue to offer the Husqvarna /
Akrapovic racing exhaust supplied free of charge with every bike which offers
substantial extra value for all customers.
The refinements to the 2013 TE 449 and TE 511 combine with an extremely
competitive, revised MSRP of $10,795 for the TE 449 and $10,995 for the TE 511.
By the time you read this the 2013 WR 250/300 two stroke enduro and TC 250
motocrosser should be arriving, while the all-new 2013 TE 250 and TE 310
Enduro models are due later this year. n
FOR SMALLER BATTERIES
CTEK XS 0.8
The XS 0.8 is CTEK’s smallest 12
V charger. It offers state of the
art technology and is perfect for
charging smaller 12 V batteries
that can be found in motorcycles,
jet skis, ATVs and lawnmowers.
WWW.CTEK.COM
MORE INFO
TECH DATA
WEBSITE
IBIKE EVENTS
COP U LATER RALLY
featuring bands, special guest dj’s, food stalls,
SEPTEMBER 28-29, TAMWORTH NSW 50+ special interest and nostalgic stalls, plus
the new tiki bar courtyard. This is a family
Third annual Cop U Later Rally, in memory
friendly event with a kids activity area. Gold
of Two Wheels columnist Peter Smith, will
coin donation.
be held at former Two Wheels Assistant
More info http://www.tonupboys.com.
Editor Wendy Spooner’s property at 170
New England Gully Rd, Moonbi (20km North
of Tamworth, NSW). Bonfire and live bands
PINK RIBBON RIDE
Saturday night. Free tea, coffee, water, milk.
20 OCTOBER, NEWCASTLE
Free use of barbecue hotplate. BYOG and
Meet from 8am Nobby’s Beach car park.
food. Hot shower and towels provided. No
campfires or glass allowed. Entry $25; children Prizes for best dressed male and female on
under 16 free. Lucky door prize. Coming from the day. Ride to Denman will depart at 9.30.
the South on New England Highway, turn
Auction to be held and raffle drawn lunchtime
left onto Charles St at Moonbi shop, travel
at Denman.
1.7km, immediately over first crest turn right For more information search facebook for into property. Moonbi shop, open till 7pm,
ridearoundtheblock
has take-away and grog. Moonbi Caltex hours
6am-midnight.
For more information call Wendy on (02) 6760 MR VINTAGE
MOTOCROSS
5481.
21 OCTOBER, RAYMOND TERRACE
NSW
RIDE WITH THE ROCKERS Relive the glory days of the Mr Motocross
7 OCTOBER, SYDNEY
series at Mr Vintage Motocross at Barleigh
The Ton-Up-Boys Motorcycle Club proudly
Ranch, just north of Newcastle, NSW. With
present this year’s Ride With the Rockers 2012. heaps of classes, two age divisions for each
The 16th consecutive annual rally for the club class, a show-n-shine and cash awards, this is
for like minded enthusiasts of classic bikes
an event not to be missed by anyone with a
and the 50’s rocker sub culture. This annual
passion of pre-1990 motocross.
ride celebrates our motorcycling heritage and More info search facebook for Mr.Vintage.
sub-culture of the 50’s and 60’s with homage Motocross.
to the Ace Café and the UK annual Rockers
Ride.
AMERICAN STYLE TT
The day will begin at 8.15Am at Harry’s Café
de Wheels, Tempe, for the casual group ride of 15 DECEMBER, BRISBANE
classic bikes and scooters heading south, via Under lights around an American-style
the old Princes Hwy, the natio and the Coast
TT course the Glen Fien North Brisbane
Rd loop.
Cup should be a huge event for riders and
spectators. There’s $2000 prize money for the
The day will continue for the after ride
winner of the unlimited dirt track event and
gathering at the Sydney rock’n’roll &
alternative markets for an informal show and smaller amounts for other classes.
shine. Located at the university of Sydney,
There’s a special class for new dirt trackers as
Manning bar & Manning house (Manning
well as events for super moto, women, quads,
Rd). Presented by barfly promotions, also
over 40s and juniors. n
XY250GY-2
MOTARD
TAP FOR MORE INFO
ENDURO
TAP FOR MORE INFO
MOTOCROSS
TAP FOR MORE INFO
WWW.ZUMA.COM.AU
(02) 4285 9400
TAP TO PLAY
VIDEO
AUSTRALIAN EXCLUSIVE IMPORTER FOR SHINERAY
SMALL TORQUE
APRILIA WINNER
Last month we announced Chris Donovan had won the Aprilia RS4 in our iPad
launch competition… but he hasn’t been able to pick up the bike yet, so we don’t
have a shot of him with the bike yet. Check it out next issue.
HYOSUNG SAVINGS
HYOSUNG is now offering ‘run out’ prices on selected 2012 models, with savings of
up to $1000 on offer.
You can save $500 on the GT250 and GT250R, $600 on the GT650 and $1000 on
the GT650R. all models are Learner Approved and you can get more information
from one of the 50 dealers across Australia.
RIDE THE 2013 KTM RANGE
After two successful years KTM Dirt Days are back to provide potential customers
the chance to test the latest 2013 technology from KTM including the SX, EXC and
Freeride ranges.
A full complement of 2013 machines will be on hand at each event including
the new generation motocross range 125/250 SX 2-strokes and 250/350/450
SX-F 4-strokes. Also on hand will be the 200/250/300 EXC 2-strokes and
250/350/450/500 EXC 4-strokes and for the first time the all new Freeride 350.
The KTM Dirt Days will tour the following locations: SA, ACUSA Park, Sept 9: Qld,
Conondale, September 16: NSW, Dargle, Sunday September 23: Vic, Wonthaggi,
Sept 30: WA, Mandurah October 7. More info www.cycletorque.com.au/more.
To participate in KTM Dirt Days you must be at least 16 years of age. You’ll also
be required to wear full safety gear in accordance with Motorcycling Australia
regulations including off road boots, pants, jersey, gloves, helmet and goggles.
Full terms and conditions, registration and payment can only be found online at
www.ktm.com.au and numbers are limited so jump online and register today.
SAVE 5 GRAND ON AN 1198SP
DUCATI is offering free on road costs and a free Termignoni Carbon Fibre Muffler
Kit with the very tasty 1198SP, a saving of $5000.
The top-of the-range sports machine features a larger aluminium fuel tank, slipper
clutch, Ducati traction control, Öhlins suspension and quick shift. it weighs in at
168kg and you can ride one away from your Ducati dealer for $33,990 while stocks
last. n
PRESS
HERE
TO SE E F OO TA GE
PIT IBITS
MXoN TEAMS ANNOUNCED
TAP
THE USA will field Red Bull/KTM’s Ryan Dungey, Monster Energy Pro Circuit
Kawasaki’s Blake Baggett and GEICO Honda’s Justin Barcia for the Motocross
of Nations. Perennial U.S. Team Manager and Motorcycle Hall of Famer Roger
DeCoster will manage the team in its hunt for a record 23rd championship.
TAP
“We will have Ryan in MX1. Blake, who has excellent support for the 250cc bike
from Mitch [Payton], will be our MX2 rider, and Barcia will be our open class
rider,” DeCoster said. “This is a great team. They have proven that they are solid
riders, especially in the sand, and the Lommel track is a very deep sand track.”
Dungey returns for his fourth time to the Motocross of Nations. “It’s a pleasure,
and it’s an honour to represent my country at the Motocross of Nations, Blake
has a year of experience at the Motocross of Nations and although it’s Barcia’s
first year we do a great job of welcoming everybody. We’re not racing against
each other. We are racing with each other for one goal, and that’s to win the
Motocross of Nations. With Roger and the rest of the organizational team
behind us, we have excellent support and all the support we need to win.”
TAP
Josh Coppins, Cody Cooper and MXoN first-timer Kayne Lamont will represent
New Zealand.
All three riders have been extremely competitive in the 2012 Australian MX
Nationals with Coppins leading the MX1 class for most of the season, Cooper
winning several motos and Lamont blitzing the under 19 class on a KTM
250SX.
The team will be managed by 2007 Veterans’ Motocross World Champion Tony
Cooksley, of Pukekohe.
GET SOCIAL FOR ASX
Great news for the generation with itchy thumbs, the Australian Supercross
Championships (ASX) has launched its social media campaign to kick-start the
conversation between fans and the sport’s riders, teams and sponsors.
Event-goers will be able to post their own updates and pictures onto the
facebook page, and tag their tweets with #SXAus to reach fellow fans as well as
the riders and teams.
Links to the SXAus social media are on www.cycletorque.com.au/more. n
TAP
LEARNER APPROVED
MOTORCYCLE SCHEME
TAP
PIT IBITS
DE DYCKER SIGNS
WITH KTM
KTM Motorsports has announced that Belgian rider Ken de
Dycker will join Antonio Cairoli in the Red Bull KTM Factory
Racing Team for the 2013 season.
De Dycker was signed to ride with another team right up to
the beginning of the 2012 World Motocross Championship but
split at the last minute to replace the injured Max Nagl on the
KTM team and has been competitive throughout the year and
currently sits fifth in the points.
VICTORY WEEKEND ESCAPE
TEST RIDE PROGRAM
INCLUDES FREE ACCOMMODATION & A FREE TANK OF FUEL
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TEST R IDE
KTM’s MX1 factory team manager Claudio de Carli said the
team was happy that they had been able to give de Dycker the
confidence to perform well. “We realized after a while that Ken
was riding well and doing his best to finish in the top five so
we decided to confirm him for the whole of the current season
and obviously now also for next year. I hope he will continue
to deliver the same level of satisfaction and to make a positive
contribution to the team.”
KEARNEY VICTORIOUS AT NSW
ENDURO CHAMPIONSHIPS
Husqvarna Racing’s Glenn Kearney (TE 310) has won the
Wellington round of the NSW Enduro championships, taking
the victories ahead of Yamaha’s Stefan Merriman (Saturday) and
Josh Green (Sunday). Kearney dominated the first day, winning
by over four seconds - he had to work harder on the Sunday,
taking the win by a little over half a second. n
LAUGH AT THE COLD TEST RIDE A VICTORY TOURING BIKE
• VICTORY COMFORT CONTROL SYSTEM • DUAL HEATED SEATS • HEATED GRIPS
• ADJUSTABLE WINDSHIELD • ADJUSTABLE PASSENGER FLOORBOARDS • ABS • CRUISE CONTROL
• 4 SPEAKER AM/FM STEREO WITH IPOD CONNECTION • CLASS LEADING STORAGE SPACE
1300 721 360
www.victorymotorcycles.com.au
*Offer only available at participating Victory Motorcycle Dealers. Some features listed are not available on certain touring models.
Overseas models are shown.
Experience GSX-R performance at its fastest, lightest and most responsive. The all new Suzuki GSX-R1000
is back and better than ever with Brembo front calipers, super light pistons, upgraded crankcases,
4-into-1 exhaust with titanium muffler, increased power and acceleration with an impressive 2kg
reduction in weight. To experience 136kW of pure GSX-R1000 performance, take a test ride today.
suzuki.com.au
EDITORIAL
Perception
I DON’T really know the reason, but for a number of years now I’ve not been all
that interested in watching motorcycle racing on the TV. Besides the Isle Of Man
TT and some speedway I find it all a bit boring.
We’ve had a few conversations about this in the office but I
guess there’s probably a few reasons why I’m disinterested.
Firstly, there’s barely any Aussies to barrack for. Before you yell
out, “what about Casey”, we’ll get back to him a bit later. The last
real ‘hero’ I had in the motorcycle racing game was Troy Bayliss. I
was always a fan, he has the easy going persona which we love
and of course he won lots of races.
Unless you’ve met some of these guys all you can go on is the
media’s perception of them. A few years ago now the MRRDA
series organised for some kids to demonstrate their junior
racing bikes at Phillip Island, the WSBK round no less. As you
would expect the kids were pumped. Then to make it even
better Leon Hook (dad of factory Honda supersport racer Josh)
organised for these kids to get a personal visit from Troy Bayliss.
Leon knew Troy’s dad and Troy was happy to oblige. The kids
got ushered into Troy’s demountable room behind the pits and
got to meet the man himself. This was pretty much straight after
Troy had won both races, he was still in his leathers. My young
bloke Alex was there, he talked about it for days after. He was,
and still is no doubt, a hero in their eyes, and rightly so because
he showed them that being a winner isn’t just about winning
races.
Prior to that I watched Wayne Gardner and Mick Doohan race
their 500cc beasts, and although they had a reputation for
being a bit prickly it didn’t worry me none, I just wanted to
watch them ride and take on the world’s best, and win. And
they did plenty of that. Back in the late ’80s and ’90s the racing
was awesome, the personalities huge and I even liked John
Kocinski, especially when he raced the Honda RC45. Maybe
that’s the issue right there. Maybe I’m in a time warp. They were
the glory days as far as I’m concerned.
I think the other problem is I’m a bit burnt out, driving up and
down the eastern seaboard for the last five years getting Alex
to race tracks. I’ve never known a sport where
there’s say six rounds but all you seem to do all
year is gear up for those rounds. It got to the
stage I would only watch Alex’s race, or one
which had someone I wanted to watch in it.
Other than that, iPod in ears and ignore the din
from the track. If you asked me tomorrow to
drive to Winton or Queensland Raceway I’d tell
you to wake up to yourself.
Casey Stoner is planning on
doing a lot more fishing once
he retires from MotoGP.
has a reputation for being a bit prickly with the media, and as
I don’t know how some of the racers do it. I’ve watched many of such is often not portrayed in the best of light. Whether this is
these young riders improve and go places as they have gotten totally warranted or not depends on your point of view. When
he announced his retirement I wasn’t all that fussed I’d never
older. Matt Walters, Josh Hook, Mike Jones, Daniel Falzon,
see him race again. When he went to Honda it was like he
Michael Lockart, Sepp Scarcella just to name a few. Alex raced
became part of the machine rather than against the machine
these guys as a junior but these guys have certainly taken it
more seriously than Alex ever really did. But their families have like he was at Ducati. Again, this is just my perception, and it’s
backed them all the way too, and spent small fortunes doing it. not necessarily based on any factual evidence. Likewise I don’t
I think the fact I’ve been around motorcycles all my life and do it know if certain riders were born with a chip on their shoulder,
for a living was part of the burnout issue, and where I saw time or just developed one after being ‘harassed’ by the press.
for a break from it, these people gritted their teeth and got on
Then I watched him race at Laguna Seca recently, watched him
with the job. I really take my hat off to them. It shows that not
win. My perception was changed ever so slightly. I realised I was
only does the rider need determination, so does his support
watching one of the best riders I have ever seen. His grace on
crew. One example of what happens if you don’t is Zach
a motorcycle is otherworldly, and when he walks away at the
Thackeray. Rarely have I seen rider with such pure aggression
end of the year I don’t think I’ll bother watching MotoGP at all,
and talent as Zach. Essentially the crashes, the money, the stress unless Valentino starts winning again I suppose.
just got too much and the family pulled the plug. I understand
This is really the end of an era for Australian road racers at the
why. I get stressed too. I prepare Alex’s bike and I am usually
highest level. Who is good enough and has enough backing to
shitting razorblades when he’s out racing, hoping he stays
get there?
upright, and if he does crash it’s nothing I’ve done to contribute.
I hope Casey enjoys his life post racing, but I hope he doesn’t
Now back to Casey. His family did the hard yards, had the
become a reclusive ex-champion. Plenty of young racers would
belief and the conviction to take him all the way. Of course
get a real kick out of seeing him at the odd race meeting or two.
he is also supremely talented. You would expect Australia to
It would do his public image no harm either.
be a huge fan base for Casey but this isn’t really the case, with
lots of Aussies being Valentino fans, me included. Casey also
– Chris Pickett
DIRTY TORQUE
Warriors Of Motocross
MOTOCROSS is not for the faint hearted. It is as tough a sport as any and as someone who has
ridden from the late ’60s through to the current day I can attest to the rigours of every aspect of this
great sport but the question has to be asked, who are the true warriors of motocross?
As I sit in front of my laptop still carrying the aches and pains of two
days of phenomenal racing at the 2012 Maxima Racing Oils Conondale
Classic Motocross it would be easy for me to say that racing the bikes
from yesteryear is as hard as it gets but I really don’t think that the age
of the bike has anything to do with the answer we are seeking.
exhausted, load up their gear and head off to the next race.
Celebrity status, flashy lifestyles, egos and big money were the
furthest thing from their minds.
I have only raced two 45 minute races in my life and that was at
Tivoli Raceway back in 1981 on a semi-factory Suzuki RM500 and
Let’s face it, be it a 1972, 1982, 1992, 2002 or 2012 model, there aren’t
it was ridiculously tough. Sadly, I still throw myself into the foetal
many people who can ride a motocross bike to its absolute limit so I am position whenever I see a pit board that says ’15 Minutes To Go’.
not talking about the age of the motorcycle dictating what era had the
It just came to mind that the modern motocross bike won’t even
toughest racers.
last 45 minutes as there wouldn’t be enough fuel in the tank.
I can recall tough races and on-track hardships as far back as my early
Anyway, by the early ’70s the Australian and American motocross
1970s Yamaha GTMX80 racing days right through every motocross bike
scenes took off and although well short of what the Europeans were up
I have ever thrown a leg over. So, what are we talking about here?
to it was the breeding ground for what we are doing right now.
Well, early motocross evolved from small groups of enthusiasts arriving
In fact 1975, 1976 and 1977 World 125cc Motocross Champion Gaston
in grass paddocks all over Europe to test their riding skills against each
Rahier turned up and blitzed the 1975 Australian 125, 250 and 500cc
through to the early 1970s Grand Prix era where 40 riders would line
Motocross Championships during the Euro off-season, while over in
up for 45 minute motos two times a day on 125cc, 250cc and 500cc
America the annual Trans-AMA series were won by Euro GP stars Dave
machinery that by today’s standard was far from ideal.
Nicoll, Sylvain Geboers, Ake Jonsson, Adolf Weil and Roger DeCoster
The personality of motocross was forged though the 1970s. Europe
from 1970 to 1977 with Bob Hannah being the first yank to win, in 1978.
was the heartbeat of the sport with legends of the sport like Joel
So, for me the true warriors of motocross are the early Euro
Roberts, Torsten Hallman, Viktor Arbekov, Hakan Andersson, Guennady
motocrossers where they had no choice but to race long hard motos on
Moisseev, Harry Everts, Gaston Rahier, Akira Watanabe, Heikki
the toughest tracks in any conditions. And I mean any! There is footage
Mikkola, Hakan Carlqvist, Bengt Aberg and Roger DeCoster winning
from around 1972 of Heikki Mikola being peeled of his bike after racing
championships ahead of full fields of single minded, hard charging men.
a GP in conditions so cold that there is ice hanging off his moustache
Remember, there were no personal trainers, dietitians, semitrailers or
and his hands stuck to the grips…and he won.
suspension, chassis and engine specialists running around after these
I am not saying any of the riders since are any less talented but back
riders. I can recall watching a movie of Roger DeCoster arriving to a GP
then the Euro riders from that era put up with conditions modern
in a small van with a Suzuki logo on the side with one mechanic, one
racers wouldn’t even contemplate. Poor safety gear, substandard safety
bike, a can of fuel and a tool box. He didn’t even have a quick shade or
conditions, crap track preparation, dodgy event organisation, dodgier
chairs to sit on between races. And he won.
sponsors, unreliable machinery and accommodation that only an
The GP riders of the ’70s would turn up to some obscure track in the
escaped lab-rat would be happy with were just some of the obstacles
middle of nowhere, race two 45 minute motos, finish completely
thrown up at the GP rider in the ’70s.
Can you imagine being a top motocrosser and all the factories want to
do is use you as a Guinea Pig and a marketing tool for their production
machinery? Well, that was what the GP scene was all about in the ’70s
with many riders getting hurt testing or racing with parts that were far
from perfect.
Roger DeCoster actually rode a GP with leading link twin shocks instead
of front forks while Hakan Carlquist famously grabbed a shovel and
started tipping dirt over the factory bike he was testing and when asked
what he was doing he said in a gruff Swedish voice, “In my country, we
bury our shit.”
These men were rocks, there is not a World Champion from the 1970s
who isn’t as hard as nails. These men would ride, race and win with just
the desire for glory driving them as there was nothing else. Financially
they could earn more doing a Monday to Friday job and sleep in their
own beds instead of beside their mechanic in the back of on old van.
And now the likes of Chad Reed, Ryan Dungey, Jay Marmont, Jeffery
Herlings, Ryan Villopoto, Justin Barcia, Antonio Cairoli, Todd Waters and
every current motocrosser that is making a living from the sport can
reap the benefits from the hard work in those early days.
If the modern motocrossers don’t understand the heritage of the sport
their appreciation for how good they have it now will be lost on them,
and that would be a dead-set shame.
– Darren Smart
RACE TORQUE
The Tide is Turning
IN LAST month’s column I opined that the smorgasbord of rule changes afflicting MotoGP could see a
drift of elite riders to WSBK in the years to come. I was wide of the mark. The drift is already in train.
Ben Spies has since announced that he is leaving MotoGP to
parts unknown, with some speculating a year’s sabbatical, a
possible move to bicycle racing or back to WSBK with BMW.
Nicky Hayden, who I mentioned in August as one rider who
has been approached to go WSBK racing in 2013, has since
re-inked with Ducati MotoGP. Make no mistake, though, the
mechanism has been set for factory MotoGP riders still in their
prime being enticed to WSBK. Disgruntled Tech3 Yamaha rider
Andrea Dovizioso is reportedly considering a move to WSBK
in the wake of his non-ascension to the factory Yamaha seat
vacated by Spies in 2013. The catalyst for Dovi’s WSBK threat is
Valentino Rossi’s reported three-year return deal to Yamaha for
two years with the MotoGP factory team, and a final year with
Yamaha’s new WSBK team in 2015. So with the first season of
1000/CRT MotoGP at the half-way point, we have witnessed the
retirement of Casey Stoner and four other riders - Nicky Hayden,
Andrea Dovisizio, Ben Spies, and Valentino Rossi - being linked
with WSBK in the immediate or near term. Spaniards Jorge
Lorenzo, Dani Pedrosa and 2013 debutante Marc Marques
are the only factory riders who appear, at this point, to be
locked into MotoGP for the remainder of their careers. Dorna
has been concerned with shrinking grids. It has now an even
more serious crisis on its hands. MotoGP’s best riders are being
tempted to WSBK in numbers that would rock the class. Ben
and Dovi are just years into their MotoGP careers, but appear
ready to countenance other options. Traditionally, moving from
MotoGP to WSBK was for 30-something GP discards like Max
Biaggi and Carlos Checa. It was perceived as a step-down in
status. Is it now being viewed as a way out?
Earlier in the year, respected crew chief Jeremy Burgess said
he had definite concerns about the future of grand prix racing
regarding the 1000/CRT rule, and the emergence of the Moto2
class which has a control Honda engine at its heart. When the
idea of a control tyre was put to Burgess as far back as 2004,
he dismissed the idea out of hand. “What are we going to have
next, control spark plugs?” he said. He went on to say that
the only reason manufacturers went grand prix racing was
to test new technologies that could one day be adopted for
production. If the majority of manufacturers were denied
the opportunity to do this, what is the point of racing?
Already we have seen the downside of the one-tyre supplier
rule. The idea was to make tyres a level playing field, and
end the meritocracy of Michelin’s ‘A’ and ‘B’ tyre policy that
existed initially publicly then later behind closed doors.
The 2011 Bridgestones, especially the front, were made for
endurance and took some time to warm up. In Valentino
Rossi’s own words, the tyres “scare me”. So Bridgestone made
the necessary changes to ensure the tyres warmed up faster
for 2012, but they haven’t suited the harmonics of the Honda.
Casey Stoner revealed he experienced chatter with the new
hoops in his first lap on them in pre-season testing. In 2006,
Rossi experienced chatter in the first third of the season on his
Yamaha M1 before the problem was solved. We’re half-way into
season 2012 and the Honda chatter problem persists both front
and rear. Bridgestone’s limited number of updated compounds
are not helping. One can sense Stoner’s frustration. The onemanufacturer tyre rule was introduced for 2009 to placate Rossi,
who was fed up with Michelin’s inability to match the superior
performance of the Bridgestones Stoner had used superbly
to usurp Rossi as MotoGP’s fastest rider. Looking towards the
future, Dorna has been pushing for a control ECU, another Rossi
agenda item, and rev limits. Honda has said a control ECU won’t
save a significant amount of money, claiming that its main ECU
cost is paying programmers to write new maps, which runs out
at just over $300,000 a year in a total HRC MotoGP budget of
$A58 million per annum. To help bolster the grid, Honda has
said it could build up to 30 RC213V replicas that could be leased
for a targeted $A1.25m per season. Honda has already stated
that if CRT becomes the dominant formula of the MotoGP class,
it will quit grand prix racing.
MAX BIAGGI MADE A VERY SUCCESSFUL SWITCH FROM MOTOGP TO WSBK.
One of the higher profile CRT riders is Colin Edwards. Here’s
what he said about the CRT concept at Laguna Seca: “It’s just
kind of a bullshit rule. How are you supposed to compete when
you know you can’t win? It’s really been hard to stay motivated.
The formula’s just not right yet. The CRT thing is a good idea,
or a one-brand bike or whatever that rule is. But when you
still have a bunch of prototypes out on the track, it’s more
dangerous than anything. I feel like I’m spending more time
looking behind me. I don’t want to get in any of these guys’
way.” Casey missed out on pole at Laguna for this reason.
As a two-time WSBK champ, it’s hard to imagine CEII enjoying
his time in MotoGP when he would be much happier and
competitive in WSBK. He qualified last at Mugello. And for
anyone who witnessed the wild and wacky first WSBK race at
Silverstone in August, MotoGP hasn’t produced a race like that
for years. Granted, the standard of bike and rider is not as high
as MotoGP, but right now, WSBK is the show and some riders
in MotoGP are taking notice for other reasons. Certainty of
formula, and a bigger paycheck than a CRT team could ever
afford.
– Darryl Flack
GUNTRIP
Here and there
GOING to Calder Raceway in the middle of 1980 quite made me catch my breath. I’d never before seen a racetrack a scant
mile in length, with just three rights and a left and lap times of 50 seconds or so. I caught myself wondering whether
competitors got dizzy. On the other hand, the railway running parallel to the back straight was pretty cool.
A few months later I made my maiden trip to Sandown and thought that a far more
impressive offering, even if the position of the horse racing turf kept spectators a little
remote from the action. And having a racetrack in the middle of a city – the first such I’d
seen since the short-lived Crystal Palace, in London – was just terrific, of course.
packed up our tents and left never to return
after Ron Toombs died in 1979. All of which
makes its memory even more precious.
But my recollections of Bathurst are
Next came Oran Park, which looked like a racetrack should: in the middle of nowhere,
necessarily partial and partisan. Standing
twisty and undulating, if a little on the short side. And burning bloody hot. I’d rarely seen atop the Mountain, I’ll run through the
grass so nearly turned to straw by the sun – and, of course, racetracks are rarely noted for names and find it possible to give them all
offering shady spots, so I turned a broiling red after scorning the use of sun block.
meaning… McPhillamy Park, Reid Park, the
Dipper, Forrest’s Elbow, even the drive-in
And then came Easter 1981, and my first trip to Mount Panorama. Any racetrack able
gates where the UNSW boys ran their speed
to advertise itself from miles away with damned great letters on its principal slope is
trap. But there’s one missing. Somewhere up
impressive by definition, and it grew more impressive the closer I got. I’d been to longer
around Castrol Tower there was something
tracks, I’d been to faster tracks, but it was obvious from the word go that Mount Panorama called the Police Compound. I couldn’t tell
was a stage set for drama of truly epic proportions. It was magnificent in the Oxford
you where it was or what went on there. At
English Dictionary sense of the world.
least, no more than I learnt on the TV news, because I never went there nor had any desire
to visit. It wasn’t my Bathurst.
Yet my recollection of Bathurst 1981, necessarily rendered hazy by the passage of time,
“Boris,” began Robin, “is the real deal. He’s tough, he’s smart and he’s literate.” As indeed
was that the racing was by and large nothing to write home about – unlike previous
was Robin, who could claim professional stints as a globe-trotting surfer and a debtyears. I remember being engrossed by Brian Cowan’s report of the 1979 AGP – was it in
recovery agent before adopting the more genteel pursuit of art director on various
Two Wheels or REVS? – and that once-in-a-decade scrap between Ron Boulden, Graeme
Crosby and John Woodley, and seeing too that magnificent photo taken by Greg McBean of ACP’s journals. But the subject of our discussion on this bright morning was Boris
Mihailovic who’d recently undertaken to edit a chopper magazine with us. Formidable
looking over his lady’s shoulder towards the dummy grid and Ron Toombs, warming up
appearance notwithstanding, Boris proved an engaging and personable colleague
his TZ350 for the race in which he was killed.
possessing both mordant wit and a capacity to turn out erudite and entertaining
It all helped to cement the place in my imagination, and it remains as dramatic a setting
prose, all of which is on clear display in his book, My Mother Warned Me about Blokes like
in which to stage a chunk of motorcycle racing history as I can imagine. Today I live just
Me, published by Hachette Australia on 1 August and available from the Cycle Torque
100km from the place and have been known to visit Bathurst without venturing up to
bookshop (www.cycletorque.com.au or call 02 4956 9820) for a trifling $32.99. Boris’s
the Mountain, but on the occasions when I do – a couple of years ago, for example, when very real and passionate love for motorcycles has taken him to the dark side and beyond,
researching the piece I wrote about Rob Moorhouse’s final hours – I find it as astonishing as is made abundantly clear in these 290 pages of reminiscences, which are a fine read
as ever. These days when I go, largely because of Rob, I’ll ride up to Skyline, hop off and
and heartily recommended. And Boris does know something about the Bathurst Police
have a look around. And, as stupid as it no doubt reads, I’ll stop and listen in the forlorn
Compound.
hope of picking up a faint echo of the past, of a history as rich as any.
– Bob Guntrip
I appreciate why we don’t race there any longer – you could argue that we should have
E-TORQUE
Shooting video getting easier…
IF YOU’RE reading our iPad edition on Cycle Torque you’ll find a video attached to the bike
tests and sometimes the feature stories as well. While most of the footage is shot with
cameras costing thousands, the onboard stuff is easy to shoot and getting easier.
We use GoPro and Liquid Image cameras for our onboard footage. The GoPro Hero2 is a neat
box which can be installed almost anywhere via its array of mounts, while the Liquid Image
cameras are built into motocross goggles, and in many ways that’s the best place to put a
camera when you’re riding off road.
What I’m getting excited about though is some new developments in technology which goes
with this stuff – WiFI. GoPro is releasing a WiFi back for the Hero2 which lets you control the
camera remotely and even set up the shot and view the footage shot on your iOS or Android
phone or tablet. Liquid Image is bringing out the Ego, a tiny, mountable HD camera with
similar iOS and Android set-up and viewing.
Both of these systems support multiple cameras, so I can see me setting up a few cameras
during a Cycle Torque photo shoot and triggering them as the rider gets close. They can be
set to do multiple still frames or video.
Every rider should get out there and try out an on-board camera
- you can amaze your friends and relive the great moments,
and if you have some scary times they can make for
great footage.
Lusty Industries, the local distributor of GoPro, is
posting awesome videos from the MX Nationals,
all shot with GoPro - a selection of riders wear
them, the team uses them in the pits and the
guys from Lusty cut it together, add a great
soundtrack and even some quotes it looks
great. Check out www.cycletorque.com.au/more
for links to more information. n
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TAP TO
2013 KTM
450 SX-F
Launch
CYCLE TORQUE
REPORT
CYCLE TORQUE
C Y C L E T O R Q U E SSEEPPTTEEM
MB
BEER
R 2012 - 25
KTM shocked Europe
when it won the World MX
Championship with a 350.
Now it’s blown
away the USA with
Ryan Dungey’s new 450.
MORE
2013 KTM
450 SX-F
Launch
CYCLE TORQUE
REPORT
KTM hired Roger deCoster and Ryan
Dungey to win races and develop a bike
which would win. They succeeded, and
now KTM has a 450cc MX machine which
could move the marque from being the
‘other brand’ into the category of a true
contender for racers who are after a
competitive 450cc motocross machine.
n REPORT BY DARREN SMART :
PHOTOS BY NIGEL PATERSON & KTM
There has been a lot of hype around the Dungey
inspired 450SX-F and for mine KTM has hit
the nail right on the head as far as what they
have produced for the showroom floor. I won’t
dribble on with a series of mind numbing clichés
regarding the Roger DeCoster/Ryan Dungey role
in the development of the 2013 model but it didn’t
surprise me to learn that the list of ‘suggested
changes’ by the RDs for the bike that is being
raced in the AMA Nationals right now was very
long and descriptive.
So, what was the key to making a motocross bike
for Dungey to be competitive against the likes of
Chad Reed and Ryan Villopoto? Well, it started with
a whole new chassis, a single overhead cam fuel
injected motor with the head being mounted to
the chassis, a more robust swingarm and a much
larger rear wheel axle. That was just a small part of
n RIDING GEAR: M2R HELMET,
JT NYLONS & GLOVES,
ALPINESTAR BOOTS.
the puzzle, but a start.
how they go.
And here we are, Dungey has wrapped up KTM’s
first AMA Motocross Championship and the new
2013 models have hit the ground with many of the
changes instigated by Roger and Ryan, so let’s see
OK, it took me several laps to understand the 450.
It simply felt so light, slim and nimble that I almost
wanted to stop, get off and make sure I really
was on the 450. Sure, the power is way different
from the 250 and 350, not just faster but super
responsive and as broad a power band as I have
ever ridden.
my ride because it pulled up
so well and he confirmed
the brakes were still the
same as the last two years.
There are so many different changes which
It was just that this bike
contribute to the improved ride and feel of the
was so well balanced you
450 it is hard to comprehend but for starters the
felt confident enough to
DDS (Damped Diaphragm Steel) clutch is light and
consistent, the power delivery is smooth and broad dive deeper and grab more
brakes.
thanks to the 44mm Keihin EFI feeding the all new
cylinder head while the handling is vastly improved Laying over for berms
by a more rigid chassis, firmer suspension, sleek
and ruts was a breeze and
ergos, the loss of 2kg, more swept back ’bars and a getting on the gas early
reduction in oscillating mass (thanks to the single
coming out of corners was
overhead cam, new crank and counter balancer).
as easy as it gets. There
was no top heavy feel,
The power plant has a claimed 60hp rating at the
no running wide under
crank but it felt a little choked at the higher revs
acceleration or getting
with the stock pipe, which is probably a good
thing for most riders while the Pros will get a lot of unsettled when accelerating
benefit from an aftermarket muffler. The transition through bumps or ruts. As I
mentioned earlier the clutch
from throttle off to on is seamless while the revs
was light while there were
build from the low to top end extremely quickly.
no gripes with the gearbox.
The Ride
So what was the 450 really like to ride? Well, I don’t
want to get all gushy here but after a few sighting
laps I dead-set fell in love with the 450. I had
already punched out several good sessions on the
250 and 350 so I wasn’t expecting to be able to put
the 450 in the same places or take the same lines
as I could on the smaller capacity machines but
the fact was that I found I had more options on the
450.
Tipping in under hard braking was exceptional – I
actually asked KTM’s head techo Rob Twyerould if
there were any improvements in the brakes after
The seat height is 992mm
which is fine for my 172cm
height while the new handlebars felt more
conventional than the old ‘straight bend’ items
though taller riders may need a higher bend to feel
comfortable. There were some nice jumps on the
test circuit and I found no short comings in that
department while the forks and shock seemed to
absorb everything that was thrown at them.
run for a while.
So has all of the hard work to keep the oscillating
mass to a minimum along with a light responsive
motor and firming the chassis and suspension
made the 450SX-F the giant killer KTM was hoping
it would be? For me and my type of riding I
think KTM has done an exceptional job with the
finished product but I will wait to see what the
There will be some people who won’t be happy
general public has to say when the sales figures
about the kick starter being taken away all
come through this time next year but I will be gob
together but KTM is confident the new generator
smacked if there aren’t a lot more of the DeCoster/
will keep a good charge going so owners may need Dungey inspired machines on starting lines all over
to get a battery pack or charger it if it hasn’t been
Australia. n
MORE
2013 KTM CYCLE TORQUE
450 SX-F Launch
REPORT
Graphics: A completely new
graphic design in conjunction
with the new bodywork.
Roger and Ryan’s list of what’s new on the 450 is a long one and all of the
following is a result of their hard work combined with KTM’s ability to take
information from the race track to the production line. If you get a chance to
ride one of these don’t knock it back, even if you aren’t a KTM fan, this may
be the model that changes your riding and racing for years to come.
Cylinder Head: The new cylinder head
features newly developed ports, combustion
chamber and valve train. The lightweight
titanium valves and the new, extremely
lightweight design of the rocker arms (intake
rocker arm is sliding on a DLC coated
contact directly on the new cam shaft) allow
for the rpm limit of 11,500rpm.
New to the 2013 head are stiffer rocker arm
axles with integrated oil jet for lubricating
the intake cam, titanium intake and exhaust
valves, ultra-light valve springs and retainers,
weight optimised camshaft with optimised
timing, new ports and combustion chamber.
EFI: 44mm Keihin EMS with a new throttle body for higher airflow.
Together with an improved injector and a new injector position
(spraying upwards) the new EMS contributes a lot to the massive
power increase. A new throttle position sensor (TPS) is more resistant
against water and is protected by a plastic guard. The wiring harness
is further improved with longer lead wire and critical connectors
are now protected via rubber caps. The small in-line screen is now
positioned in the quick-change fuel line connector for easier access.
The idle adjuster is now isolated from the cold start button and
located in the back of the throttle body.
Engine Cases: The 2013 engine
cases are die cast instead of sand cast
with high-strength alloy material resulting
in a compact design shaving 2.5kg from
the weight and increasing the ground
clearance.
Alternator: New 65 Watt alternator
secures the energy needed to run the
electronic fuel injection and charge the
battery for the electric start.
A diaphragm spring makes it possible to
implement an additional rubber damping
system, guaranteeing reliability for the
transmission and good traction. The Brembo
hydraulics in conjunction with the diaphragm
spring guarantees a very light operation and
good controllable modulation of the clutch.
Airbox: Newly designed airbox and
cover provides more space for the twin
air filter. New intake snorkels allow for
better airflow and higher performance.
The exchange of the air filter is possible
without any tools in just a few seconds. The
airbox cover features standard clips to be
fixed, optionally it can be secured by an
additional screw.
MORE
450 SX-F Launch
REPORT
Radiators
and Cooling
System: New
WP-built radiators
are the base for
the proven cooling
system which is
transferring the
cooling liquid from
the cylinder through
the frame triangle.
Front Forks: 48 mm WP closed cartridge
Upside-Down forks have completely reworked
settings and harder springs. A newly developed
fork oil provides reduced friction and improved
durability for more constant damping
characteristics during its entire life cycle while
there is a new seal rings SKF with optimised
material.
Exhaust System: New
header pipes and silencer with
tapered inner tube.
Rear Shock: The
settings for the shock
have been completely
updated with firmer
valving.
Swingarm: The
new swingarm is
reinforced and
now allows the
mounting of a larger
rear axle (from 20
to 25mm) to work
together with the
new frame concept
for improved riding
stability. The linkage
now has lighter nuts,
bolts, washer and
bearing cups.
Counter Balance Shaft:
A laterally mounted counter
balancer reduces vibration
while driving the water pump
and allowing a compact and
lightweight engine design.
Fuel Tank: The 7.5
litre fuel tank has been
reworked for 2013 to match
the shape of the new
rad scoops for improved
ergonomics. In addition
they feature a new inner
screw-type fuel cap with
new routing of fuel pump,
hoses and micro screen
(fuel filter) located in-line in
the quick release.
Bodywork: Completely reworked to further
improve the bike ergonomics and indicate that
model year 2013 means a new generation with a
new front guard, front start number plate, modern
radiator shrouds and airbox covers design.
DDS Clutch: The DDS (Damped
Diaphragm Steel) one-piece clutch basket
combined with the primary gear is made
of high-strength steel. It guarantees
unbeatable reliability and contributes to the
narrow engine size due to its compact rivetless design. Additionally, it allows the use
of thin steel linings, which makes the whole
clutch package compact.
MORE
450 SX-F Launch
REPORT
Handlebars:
827 Renthal Fatbar
handlebars featuring
the equivalent bend
of the 996 Twin-Wall.
New 2-compound grips
with KTM logo provide
excellent contact to the
bike.
Frame: Modern and lightweight frame
design made of chromoly steel with additional
reinforcement in the steering head area while
the cradle tubes around the engine is made of
thinner profiles. Newly designed head stays
(connection between cylinder head and frame).
Wheels: High
strength Excel rims,
CNC machined hubs
and new spokes
coated in black.
Triple Clamps: CNC machined triple clamps
improve the bike´s stability and provide improved
fork clamping, supporting the fork action due to
reduced friction and better bending characteristics.
In addition the lower clamp features a weight
reduction of 80g due to the reworked design.
Crankshaft: New lightweight
crankshaft and Pankl connecting
rod features a pressure-lubricated
plain bearing (no more needle
bearings), which allows a high
rpm limiter and doubles the
maintenance intervals.
Starter: Lightweight electric
starter (no kick starter available).
Piston and Cylinder: New
95 x 63.4mm bore and stroke
with a mechanical tensioner,
weight optimised König piston
with a stiff ‘box-in-box’ design
and a new compression and oil
control ring provides a 12.6:1
compression ratio.
MORE
450 SX-F Launch
REPORT
CYCLE TORQUE TEST
MV AGUSTA 675 F3
CYCLE TORQUE
SEPTEMBER 2012 - 36
Why wait to ride
MV Agusta’s new F3 triple?
We go to MV’s home base
in Italy to sample the F3.
MORE
CYCLE TORQUE TEST
MV AGUSTA 675 F3
MV Agusta’s F3 is the newest road based supersport machine
on the market. With its Triumph-esque 675cc triple cylinder
engine it has a wail and a feel all of its own.
Riding the F3 isn’t like taking a stroll in the park, it requires your utmost attention to
get the best out of it, and if you do you will be rewarded with a ride which is spinetingling on more than one level.
First look
What better way and place to sample the F3 than MV Agusta’s home base overlooking
Lake Varese, just north of Milan.
First things first though. I set the engine map to Normal, leaving the other available
maps (Rain, Sport and one customisable for the rider’s preferences) for when I have a
feel of the bike. The traction control is adjustable on eight levels and I think the middle
is always a good place to start. It took a little fiddling to do but wasn’t too complicated
to figure out. As soon as I get on the F3 the weight was the first thing I noticed, or
rather the lack of weight. It is also quite narrow, more than I had expected.
Initially the narrow roads around the lake and into the hills around Varese didn’t seem
like the best idea for a sportsbike but the handling on this thing somehow made it
all okay. The fully adjustable 43mm Marzocchi USD fork and the Sachs adjustable
monoshock on the rear handled the curves and heavy braking beautifully without
needing any adjustment from the factory settings. Okay, it wasn’t as comfortable as a
big tourer over irregularities on the road, but I don’t really think anyone will be buying
the F3 to go on safari.
The Nissin radial brake master cylinder is teamed up with two Brembo 320mm discs
on the front and something or other on the rear which wouldn’t have made much
difference if it wasn’t there since the front brakes were so powerful you can feel the
blood rush to the front of your face on heavy braking. However the 2-piston Brembo
caliper combined with the 220mm disc on the rear was employed a couple of times
and was sufficient for what one would expect from a sportsbike.
n TEST AND PHOTOS SUPPLIED
BY NICOLE KARLIS
Flickability is a prominent feature of the F3, especially compared to its larger capacity
siblings. This has been achieved by a totally new design combining ergonomics,
engineering and aesthetics by the people at MV Agusta. Unsprung mass contributes
to this greatly with the feather-light alloy wheels. The F3 may look a little like the
F4 models we have known and loved until today but it is a completely different
motorcycle in every sense of the word.
The town bike?
Every now and then the lakeside roads take the bike and I through little towns and we
come across some traffic along the way. This is where the F3’s Achilles’ heel shows up.
Low RPM mapping is still a little rough and the bike becomes quite jerky. The throttle
control (ride-by-wire) is extremely sensitive so that doesn’t really help matters when
the triple is having a little tantrum because you forced it to slow down too much.
Finally a bit of open road comes up ahead and all seems right in
the world again.
Now maybe the F3 doesn’t like to cruise through town but it
is up for pretty much anything else. From mid to high rpm the
engine comes to life and apart from 128 horsepower, it produces
a grunty yet still a little high pitched roar that incredibly enough
sounds nothing like the other triples around. The acceleration is
instant and all the technology MV Agusta employed into making
the engine, new MVICS electronics package and the chassis
seem to work together in perfect harmony at this point. The
quick shift system (a $1000 option) is quite handy in times like
this allowing the rider to upshift without getting off the throttle
or touching the clutch lever. It may be more of a track tool but
still fun to do on road riding. Most supersport/superbike racers
don’t use the clutch to upshift, this just makes it work better. The
faster you go the better the quickshifter works. There is also the
option of a launch control system and a lean sensor on the F3,
all interesting things to fiddle with and all good to have for track
riding. The MV Agusta F3 is a bike designed for performance and
it’s not afraid to show it.
accommodate supersized people
and sometimes it is just worth
CYCLE
the sacrifice.
TORQUE SEPTEMBER 2012 - 39
A passenger will not like the
F3, again, nothing unusual.
The tail section has obviously
been designed to aesthetic and
aerodynamic requirements and the
rear seat is more for show as are all
motorcycles in this category. If
a rider happens to have a good
passenger they will appreciate
the shape of the tank which is
suitable leverage for braking
etc. despite being rather narrow.
Short skirts are not advised
though for the riding position,
sorry guys.
Worth the investment?
The bike was enjoyable, even on
the road. Its great power and handling
During a short stop observing the bike I am amazed how MV
qualities might be deemed excessive
Agusta has managed to keep the quality it is known for up there for the tight and narrow roads around
and still offer such a competitive price for the F3. It is not just
Lake Varese but they still put a smile on a
the quality of materials but also the technology on this thing.
biker’s face. The MV Agusta F3 is a creature of
The engine crankcase is cast in a single shell mould and the
the circuit, no doubt about that, but road riding
cylinders are integrated into it with the oil and water system
is not an impossible challenge for a rider who is
being integrated too. All these make for better performance
willing to make some sacrifices concerning comfort
and higher efficiency preventing too many ponies turning into
and is able to avoid traffic congested zones. Let’s face
steam before reaching the rear wheel. It also aids the design
it, not too many people will buy one for commuting.
possibilities with a compact engine like this. Of course all the
Being one of the first to ride the F3 on the road it has
goodies like titanium intake and exhaust valves are present in
left a good impression and would be very welcome in my
the over-square engine of the F3.
garage despite any drawbacks. In some cases it is okay to make
exceptions and the F3 is just that.
Supersized it isn’t
At $17,990 the F3 is the most expensive supersport category
Being a tallish woman I fit perfectly into the riding position of
machine on the market, and perhaps it’s the most aggressive
the F3, the 1380mm wheelbase and 173kg show how compact
or track focused too. It’s these very same traits which could hurt
it is, suiting me perfectly A tallish guy however might have a
little bit of an issue with tucking in behind the windshield of the sales if people just go for a test ride around the block. But then
aggressive design which characterises the F3. Nothing unusual again, how many will buy the bike just on the riding experience
alone. The MV Agusta name is an iconic one, and for most buyers
though, there aren’t too many supersport motorcycles that
this will play a big part in why they lay out the folding stuff. n
Quality control
MORE
CYCLE TORQUE TEST
MV AGUSTA 675 F3
SPECIFICATIONS:
nENGINE TYPE: LIQUID-COOLED INLINE 3
nCAPACITY: 675CC
nTRANSMISSION: 6-SPEED
www.cycletorque.com.au/more
nFUEL CAPACITY: 16 LITRES
www.mvagustaimports.com.au
nFRAME TYPE: TUBULAR CHROME-MOLY
nSEAT HEIGHT: 812MM
nDRY WEIGHT: 173 KG
nFRONT SUSPENSION: 43MM MARZOCCHI
nREAR SUSPENSION: SACHAS
nBRAKES: TWIN 4-PISTON CALIPERS ON
FRONT, SINGLE CALIPER REAR
nTYRES: 120/70-17, 180/55-17
nPRICE (RRP): $17,990 + ORC
+$1000 WITH QUICKSHIFT
WWW.CYCLETORQUE.COM.AU/MORE
CALL FOR A QUOTE
1800 24 34 64
WE’LL BEAT ANY PRICE GUARANTEED*
High-tech instruments.
Three cylinders, three pipes…
Fat forks and big brakes.
MV’s typical attention to detail is apparent.
CYCLE TORQUE TEST
MV AGUSTA 675 F3
ULURU
TO ADELAIDE
Touring
CYCLE TORQUE
FEATURE
Trev, Duffy, Clubby, Picko, Lance
and Ralph about to head off on
an outback trip to remember.
A great bunch of blokes.
A 1200cc Triumph Explorer.
A group of friends.
The Australian Outback.
Sounds like a recipe for mucho
mayhem and fun.
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ULURU
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CYCLE TORQUE
FEATURE
A 1200cc Triumph Explorer. A group
of friends. The Australian Outback.
Sounds like a recipe for mucho
mayhem and fun.
SEEING I started this trip from Uluru maybe the story’s
heading should be Adelaide or bust. But that just doesn’t
have the same ring to it.
Actually getting to Uluru was the easy part. A 3-4 hour flight from
Sydney took care of that. A brace of new Triumph 1200 Explorers
awaited our eager group but they weren’t exactly clean. A group
of journos had already ridden them up from Adelaide and it was
our job to ride them back, via the Oodnadatta Track.
It might interest our readers to know that most Aussie motorcycle
journalists know each other pretty well and get on very well,
despite our publications being in competition with one another.
It’s not often though that we get to spend the best part of a week
together, but this time Triumph Australia had gone all out, giving
us the chance to sample the Explorer as if we actually owned the
bike, covering many more kilometres than you would during a
normal bike launch. There are always exceptions to this, and the
Buell Ulysses launch halfway up Cape York a few years ago was one
The finish to the evening was a lesson on the stars by people who
of them.
seemed to know what they were talking about, and the chance to
look close up through a telescope. If you ever get out to Uluru you
simply must do the Sounds of Silence dinner. It’s wonderful.
Star gazing
I’d never been to Uluru before so was a bit excited about seeing
the big rock in the desert. Our first evening coincided with the
first group’s last evening, and a special event was planned for us.
We all jumped in a tour bus and headed out into the desert to
watch the sun set over Uluru. As we walked to the vantage point
we were greeted with glasses of champers, and even though I’m
not a bubbly drinker per se it was cool sipping it while watch the
glorious sunset. After that it was a short walk over a dune for our
‘Sounds of Silence’ dinner. As soon as the sun set it got cold, but we
had gas heaters for each table, and a fire roaring nearby. You have
to picture the scene. Here we are in the desert, enjoying a fantastic
meal, with friends and there’s literally nothing but sand and scrub
for miles. Even the big rock was something like 20 kilometres away
but of course because it’s so big it looks much closer.
Our first day on the bike was cruising out to Uluru to get a closer
look, and a keen few in the group decided to climb a fair way up.
It’s much steeper than you might expect, and apparently they lose
one tourist a month or thereabouts to falls and heart attacks. I can
tell you that trying to get up and down with off-road boots was
an adventure in itself. Nearby Uluru and Yulara (the town set up
to cater for Uluru tourists) are the Olgas, and they are amazing in
their own right.
Time to head south, so the rest of the afternoon was spent
cruising along the Lasseter Highway to Erldunda for fuel, some
250 kilometres from the rock. This is the intersection of the Stuart
Highway, and where you turn either north to Alice Springs, or
south to Coober Pedy and then Port Augusta. We turned right
and again stopped at the next fuel station at Kulgera some 75
kilometres down the road. Incidentally this is where you can turn
off to head to Finke where they hold the famous desert race. A
quick ‘splash and dash’ (petrol stations aren’t on every corner out
there) and it was another 20 clicks or so to Mount Cavenagh for
our overnight stay. Our first night on the road so to speak was
camping in the middle of nowhere – cool. When we arrived it
was beer o’clock, and with pre-dinner nibblies ready to go it was
obvious this wasn’t pov camping. We all had our own tents, but
apparently my tent wasn’t as far away as the rest of the group
would have liked. You could say I snore a little. Before that though,
we were treated to another amazing outback dinner, this time
one cooked in the fire, even a cake for desert. There was more
food than you could climb over, and between staring at the fire,
drinking beer, and chatting, it was a top night. This is a big plug
for the Alice Springs based Way Outback Desert Safaris outfit who
took care of the camping set-up. Dave and Katie took care of us
and you could not have asked for a better night.
Getting dirty
Day two on the road saw us head another 180 kilometres south
to Marla where we turned off onto the Oodnadatta Track, and the
start of the dirt. The Oodnadatta Track is good quality dirt and the
big Explorer lapped it up. You could easily drive a normal car along
the track, in dry conditions at least, and we were able to travel at
speeds which dispatched the 200 odd kays to the Pink Roadhouse
at the township of Oodnadatta in quick time. The Pink Roadhouse
is a bit of an icon and apparently there’s always a backpacker or
three staying for a while to sample Australian bush life and earn
some coin serving in the roadhouse. It was certainly the case on
the day we were there, and most of us sampled one of the huge
burgers on offer. In the first stretch on the track it looked like it was
raining ever so slightly, but as it turned out it was sea mist coming
all the way up from the Great Australian Bight, a rare phenomenon
in that part of the country but one we were treated to.
system is fitted professionally
they are worth having,
especially when touring in the
outback. You can be a long way
from help out here so it pays to
be prepared.
Finding Flinders
We were on the road early for
day three, and it was cold. I was
wearing my Triumph adventure
suit which is very warm, and
I also had over the top an
Alpinestars windcheater. I can’t
remember where I procured
that from but I love it as it cuts
From there it was another couple of hundred kays to William Creek, down the wind chill and it’s
our overnight stay. But this wasn’t before we were able to have lots waterproof. After a couple of
of fun on the way. Check out the cover of last issue to get an idea.
hours in the saddle we stopped
Let’s just say the hills and hollows, and cattle grids provided plenty by the southern stretches of
of rider entertainment. The Explorer lapped it up too, and about
Lake Eyre. This is simply spectacular but resist all temptation to
this time I was coming to the conclusion that perhaps this was one actually ride down onto the lake. It’s a national park and you will
of the most comfortable bikes I’d ever ridden.
be fined, let’s just leave it at that. Another hour or so further along
we filled up at the township of Maree and met a couple of other
The road is so wide and so well maintained that Ralph LeavseyMoase from AMCN/Dirt Action and I rode side by side for kilometre intrepid travellers heading the way we had just come, one on a
DR650 Suzuki and the other on a KTM 990 Adventure. The weather
after kilometre, only pulling back to the right side of the road
was great, the road was great and they were obviously in for a top
when a car came along. Most of the vehicles we saw on the
Oodnadatta Track were grey nomads and their vans cruising north. trip. More dirt then on to the tar until just after lunch we headed
into the Flinders Ranges. For an hour or so before we actually
Our overnight stay for day two on the road was at William Creek,
turned off into the Flinders you could see them looming up in the
which has not much more than a pub to keep you occupied.
distance, but when we were into them proper the natural beauty
But what a fantastic little pub, with great meals and a great
of the place is astounding. You know, I’m more of a mountains/
atmosphere. We kipped for the night across the road in site huts
ocean guy when it comes to appreciating the wonder of nature
which had been converted into accommodation, including enbut the desert has a beauty all of its own, even though it’s kind
suites. It’s also a popular spot for the caravanners to stay the
of bleak if you know what I mean. You know it’s a harsh place to
night, and it was interesting to see the pub had plenty of people
live when you see more old homestead ruins than anywhere else.
enjoying a meal and a few cool drinks on a weekday evening. They People who live in the outback are hardy souls but mother nature
even had proper coffee for our breakfast.
wins eventually.
Cliff ‘Stiff Claw’ Stovall, Triumph’s head mechanical man talked
I already knew the Explorer was a very capable bike but once I got
me into fitting a headset into my helmet so I could ride one of
into the Flinders I really found out how capable. For a big bike it
the bikes with a CB radio fitted. Now, normally I don’t like this.
can go lots of places, and fanging it along the dirt roads was so
Not because I am an introvert, but because most ear pieces tend
much fun. That big 1200cc engine has its power in all the right
to send me crazy after a short time as they put pressure on the
places. When we finally got done with pics and video it was time
outside of my ears. Cliffy assured me this wouldn’t be the case so I to get to our last night on the road, Merna Mora Station. The run to
put my faith in him, despite probably knowing better. I’m happy to the station was done at dusk and I was conflicted between having
say I was wrong, and I was impressed with how good the systems
a big go on the spectacular stretch of dirt road and going slow in
were that were fitted to a small number of the Explorers. This
case Skippy jumped out. I alternated between the two. Lance was
allowed a few of us to be pre-warned of oncoming vehicles, and
obviously in ‘go’ mode when he misjudged a corner and ploughed
to generally have a chat with each other. It just goes to show if the through a fence owned by our hosts for the night. Luckily only the
fence was injured in the incident.
This is a family run homestead which is actually a working sheep
farm. Home style meals and hospitality, and a few cold ones by the
fire made it another night to remember. You know what it’s like,
you skip between staring at the fire and talking bullshit.
The run home
The last day on the road was all tar, as we cruised through South
Australia’s Clare Valley, one of Australia’s oldest wine growing
regions, where there’s lots of old architecture. Very pretty.
Once we got to the outskirts of Adelaide Steve Chiodo from
Triumph Australia, and Ralph and I had a ‘spirited’ run through a
natural gorge where the tar and conditions were almost perfect.
This is where the big Trumpy showed another side to its nature,
proving it’s not just about adventure riding.
Getting to Adelaide was a bit of a shame really because I could
have kept going, the bike was that easy to ride. I have to say a
big thanks to the team at Triumph. The whole trip was very well
planned. After travelling some 4000 kilometres, close to half
of it on dirt, the only problems with the bikes were a couple of
punctures.
You hear the stories about the beauty of the Aussie outback and
the hospitality of the people. It’s all true.
– Chris Pickett
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ULURU
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Touring
CYCLE TORQUE
FEATURE
EVEN though we were often in the middle
of nowhere we always knew where we
were, mostly due to the Garmin Montana
650T GPS fitted to each bike.
They fitted directly to the Triumph GPS ram
mounts on the Explorer and were easy to read
and use.
Of course it’s out in the open so it’s
waterproof and they are a tough little unit to
boot. You can easily unclip the unit from the
holder if you’re worried about it being there when
you return to the bike.
Each unit is pre-loaded with maps and you can do
a route on your computer and then load it onto the
GPS – cool.
Powering it up depends on your bike to a degree.
Either you hardwire it to the battery or plug it into a
12V socket if your bike has one.
It costs $799 and is a worthwhile purchase. You
never know what might happen in the outback and
it pays to know where you are if it does. n
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CYCLE TORQUE
FEATURE
Cliffy ‘Stiff Claw’
Stoval put some
weight on during
the trip. I stayed
slim and lithe.
As the sign sa
y
far from the n s, the Kulgera pub is near
the NT and SA
orthern end o
f the Oodnad
border, not
atta Track.
The famous Pink
atta.
Roadhouse at Oodnad
The family Merna
Mora Station in the
Flinders region of
SA. Our last night in
the bush.
It’s a plane. N
o
it’s a Hover B
us.
ULURU
TO ADELAIDE
Touring
CYCLE TORQUE
FEATURE
Overlooking Lake Ey
but this is as close as re. An awesome part of nature,
you can get without in
curring
wrath of local rangers,
and copping a fine to the
boot.
Camping on
our first nigh
t after Uluru.
ULURU
TO ADELAIDE
Touring
CYCLE TORQUE
There’s history
everywhere if
you take the
time to look.
FEATURE
Now this is camping.
Our Sounds of
Silence dinner in
view of Uluru was
simply amazing.
The William Creek Hoptel had enough to keep you captivated for hours.
Try the Wallaby shanks, they were great too.
IBOOK REVIEW
Boris the Bard
Anyone who has ever met Boris and been regaled by his story telling will tell
you he is as charismatic as he is a great raconteur.
the Gods, or the end of the Cosmos in
Norse mythology)?
I recall a memorable run many years ago to Sofala where a gaggle of scribes
gathered to drink, socialise, talk BS, but mostly drink, where my fellow travellers
and I were seated at the same table as the Bard for dinner one evening.
One of my favourite descriptive phrases
he saves for a brood of passing pretend
motorcyclists that he dubs the peloton
of pusillanimity - from whence does his
I have never laughed so much in all my life, the tears just streamed down my face.
brain dredge up this stuff?
I recall it was the first time I’d ever met him.
Another great read was The Fast, the First
Most would know Boris from his Twisty Bits column in Australian Motorcycle
& The Fear. It is a, ahem, fictional account
News, from which many of the stories in this book are sourced, oh, except for the
of a lively ride from Sydney to Phillip
entirely fictional account of a completely fictitious ride from Sydney to Phillip
Island which is fittingly opened with
Island by four fictional characters on four totally fictitious bikes, but more on that
one of my favourite quotes, being from
later.
Frank Herbert’s Dune. Even more fittingly
Despite his somewhat tough nut exterior and his ability to spout a continuous
its subject matter is fear, which in this
stream of profanities in three different languages there lurks a very intelligent
particular chapter is manifest in various
and hard working cranium in that Serbian-Sino chassis.
ways.
I found his choice of quotes to open the various chapters quite interesting, as
much for the content as the originators including such luminaries as Robert
Louis Stevenson, Johann Wolfgang Von Goethe, Karl Marx, Mohandas Gandhi,
Ferdinand Foch, Lord Byron, Winston Churchill and Peter Brock. I think even
Master Yoda gets a look in.
And again, you wonder how much international news does this guy watch and
is it good for him? I mean, describing an aggressive advance onto an apparently
unworthy bunch of pretend motorcyclists he muses: “Crew and I came up on
them like Berlusconi on hot teenage bitches.”
Only from the lips of Boris could International political news and a hot
motorcycle pursuit collide in such a literary manner!
One of my favourite stories was the opening chapter, A Man Called Gronk,
because I could relate so strongly to his description of the birth of his addiction
He also favours the word “recreationaliser” a lot and uses it in its various forms as
to motorcycles. I was probably about the same age when I started my motorcycle
a noun, verb and adjective among others.
journey and Boris’s words so strongly capture the almost visceral feelings that
accompanied my first hesitant clicks through the gears.
Be aware that this book does come with a language warning. Well, it doesn’t
actually, but I’m just letting you know that Boris is pretty free and easy with
He pulls no punches on issues that are dear to him and you know he wears his
certain strong words, but only in one language.
heart on his sleeve when he talks about such things as Victorangian Treasury
My Mother Warned Me About Blokes Like Me by Boris Mihailovic - motorcycle
Officials or Victorangian shitheel cops. The chapter on one of his first rides to
stories of brotherhood, demons, dirt and danger, published by Hachette
Victoria is titled Riding into Mordor and features such words and phrases as
Australia. Available at good book stores and Cycle Torque Online Bookstore.
Melbournistan, crazed fascists and there’s also a reference to goose stepping.
www.cycletorque.com.au
And who else would use “motorcycle” as an adjective to Ragnarok (the Doom of
– Dennis Penzo
SOFT COVER – $32.99
CYCLE TORQUE TEST
YAMAHA FZ1N
CYCLE TORQUE
A mix of two
generations, the
Yamaha FZ1N is a
great bike but when
will it get the latest
R1 engine in its frame?
MORE
CYCLE TORQUE TEST
YAMAHA FZ1N
YAMAHA’S FZ1 range has been a hit with buyers since
its inception in 2001. And with good reason. The first
generation FZ1 had a stonking engine derived from the
R1, and the newest model is no different.
Sure, it looks more modern but the early five-valve R1 genes are still
there. It’s a great motorcycle, we now only wait for the FZ1 to get the
Crossplane Crankshaft engine, then it might be even better.
Civilised
In its current state of tune the FZ1 is a very civilised motorcycle.
The engine is tractable and riding it every day in all sort of traffic
conditions is easy. Adding to this is the comfort level. It has a nice
upright riding position with just enough of a forward lean to be just
about perfect. There’s minimal strain on wrists and neck. It’s also
a practical package. There’s no lower fairing waiting to be stonechipped, and adding to servicing labour costs. In summer time the
lack of a fairing also reduces heat wafting up to the rider, especially
in heavy traffic.
On the road
n TEST BY DAVE MASON :
PHOTOS BY NIGEL PATERSON
n RIDING GEAR: ZEUS
HELMET, ARLEN NESS
JACKET, IXON GLOVES.
Sitting on the bike, it feels right. High bars put your hands/arms fairly
horizontal. The lowish seat height helps confidence for the less tall. Footrest
position is high enough for spirited riding but still allowing room for taller
riders to be comfortable. Its short wheelbase and forward weight bias give
good feel and control, and make it easily flickable in traffic and through the
twisties.
A couple of decent bumps made me aware that the standard suspension
settings were a bit hard for my 70 kilos. No real need to read the manual
though, there is easy and well marked adjustment of compression and
rebound (marked TEN for tension) along with preload on the 43mm Kayaba
inverted cartridge style forks.
Likewise for the rear Kayaba shock with preload and rebound damping
adjustment. Lifting the key locked seat revealed a well stocked tool kit with
all that was needed for the task. Backing off the damping a couple of notches
back and front softened the ride to my satisfaction.
Up front, instruments include a large LCD speed readout, with smaller dual
trip meters, time and air temperature readouts together with a bar fuel
gauge. There is also a low fuel warning light in case you hadn’t noticed the lack of fuel bars
for the 18-litre fuel tank. The reserve portion of the tank is 3.4 litres.
Complementing the digital speedo is analogue tacho on its right. Both have adjustable
backlighting.
Front brakes are twin 320mm discs with monobloc four-piston calipers that have nice
progressive feel. There is a 245mm disc with a floating caliper at the rear. Both are well up
to the task of handling the 150HP, 214 kg Yamaha.
Twisting the throttle reveals the R1 ancestry that has been suitably tailored to the bike’s
sport/touring role. It doesn’t have twin cylinder, big bore torque at low revs but still pulls
okay at low revs. When the revs reach four grand the engine really boogies though, pulling
hard and smoothly up to 12,000 rpm.
The ample spread of mid and top end grunt along with its comfy riding position make it a
great tourer too. Kit it out with a rack and bag, soft panniers and a tank bag and you could
ride this bike around Australia, no probs.
After a few hours in the saddle my only complaint was the seat seems a bit hard. A sheep
skin might be in order for longer rides.
The FZ1 comes in two forms, ‘S’ and ‘N’ models. The ’S’ has twin headlights and a small bikini
fairing, while the ‘N’ is as you see it in this test.
Verdict
Think of the 2012 Yamaha FZ1 as an upright R1 ready to take on the world. This has to
be one of the most underestimated, best value bikes in Yamaha’s 2012 line-up. The FZ1
has good looks and the R1’s early engines are well known for their reliability. But its very
modern looks won’t suit everyone, and in fact I think many will prefer the first model FZ1’s
styling. That said, if Yamaha never changed the styling in the last 10 years then it probably
wouldn’t be selling any FZ1s at all. It’s called progress.
n RIDING GEAR:
SHARK HELMET,
EKS GOGGLES, ZAC
SPEED ARMOUR, AXO
NYLONS & BOOTS.
There’s more fuel-injected power in that smooth 20-valve four-cylinder engine than most
riders will ever use, and besides commuting and touring, the FZ1 is more than capable of
tackling the mountains on a Sunday morning or taking in the odd track day or two. It’s a
bike which really takes you back a bit, back when most Japanese big capacity motorcycles
were naked. There’s a number of these old school naked bikes on the market and the
$15,699 FZ1 is right up there as a segment leader.
As I said earlier the FZ1 would be an even better bike with the new R1’s engine but will the
cost then go up? Who knows, and in reality will it be a hugely better bike? Probably not, but
then I do love the growl of that Crossplane Crankshaft donk.
Black or white, choose your colour, and if you want the faired ‘S’ model expect to pay $800
more. It comes in blue or black. n
MORE
CYCLE TORQUE TEST
YAMAHA FZ1N
www.yamaha-motor.com.au
SPECIFICATIONS:
nCAPACITY: 998CC
nFRAME TYPE: ALLOY TWIN SPAR
nSEAT HEIGHT: 815MM
nWET WEIGHT: 214 KG
Instruments aren’t overly big but they are
easy enough to read.
Engine is a slightly detuned pre big bang
R1.
Footpeg position is a good sport/touring
compromise.
Muffler suits the overall futuristic style of
the FZ1.
nFRONT SUSPENSION: USD
nREAR SUSPENSION: LINK TYPE
nTYRES: 120/70-17, 190/50-17
CALL FOR A QUOTE
1800 24 34 64
MORE
CYCLE TORQUE TEST
YAMAHA FZ1N
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Colin Stewart was once a top international dirt track speedway rider, and one of the trail
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Nathan Millward had a dream, he wanted to ride across the world on a small motorbike. A
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6. MOTORCYCLE TOURING BIBLE – $34.99
Touring on a motorcycle has never been more popular than it is today, but with more and
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IVAN Mauger is more than the outstanding individual performer in speedway.
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A visual history of two-wheeled motorized transport: the motorcycle. Contains around 300
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Having always dreamed about taking a trip on the legendary Route 66, Billy Connolly is finally
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Gas prices go up and down, but mostly up, and that trend is likely to continue for the foreseeable
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“The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits
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CYCLE TORQUE TEST
KAWASAKI ZX-14R
CYCLE TORQUE
MORE
CYCLE TORQUE TEST
KAWASAKI ZX-14R
IF THERE were no speed limits you could safely say there’s not too many motorcycles which could beat the Kawasaki ZX-14 from say
Brisbane to Melbourne via the Pacific and Princes Highway. In short this bike will blur the scenery at a rapid rate and keep you pretty
fresh doing so. Of course there are speed limits in Australia but that doesn’t alter the fact anyone who buys a ZX-14 will be mightily
impressed with it. It’s one of the best sports/tourers ever built.
n RIDING GEAR: SHOEI
HELMET, RST LEATHERS,
GLOVES BY FIVE GLOVES,
ALPINESTARS BOOTS.
Drag Pack
Back in the ’60s and ’70s most America car makers built muscle cars
which were ready to compete on drag strips, straight out of the box.
High powered factory racers. Earlier this year Kawasaki introduced the
2012 ZX-14 to the Aussie motorcycling press at Sydney’s Eastern Creek
drag strip, where we got to blast up and down the strip to get the best
time. It was a fantastic day, and a good way to appreciate how much
grunt the bike actually has in a controlled environment. When a couple
of riders got sub 10 second times I got to thinking this was a modern
version of the ‘Drag Pack’, only with two wheels instead of four.
Even at the time I was itching to see what this bike would be like on the
road. The engine felt sublime, and the suspension supple on some of
the access road bumps. Even the riding position felt like you’d be able to
do long days in the saddle without complaining.
In the pits
In the March edition of Cycle Torque we went into depth on the
technical side of the bike so we won’t do that again here. Kawasaki
says the ZX-14’s 1441cc four cylinder engine is the most powerful road
burner it’s ever built. On paper it’s listed at 200 hp, and 210hp when the
ram air kicks in. Maximum torque is a not insubstantial 162 Nm.
n TEST BY CHRIS PICKETT :
Keeping under some sort of control is a three mode traction control
system, and a two mode power selection. Low Power (now there’s a
misnomer if ever I’ve heard one) has 75 per cent of the Full Power mode,
and has a milder throttle response. Needless to say, Low Power is still very
powerful.
Front and rear suspension is fully adjustable, and the brakes all round are
straight off a full tilt sportsbike (ABS is standard), as you would expect seeing
the amount of grunt this thing trots out.
It looks ultra cool too. Bikes like the ZX-14 and Suzuki’s Hyabusa have a look
all their own. They sort of look like a heavyweight boxer not in their prime,
but still able to take out the opposition with one punch if the opportunity
presents itself. It’s when you take a closer look you see the trick suspension,
the big brakes, the massive engine. Those in the know can see past the
expansive bodywork to the prize fighter underneath.
Road burner
I’ve always been a fan of Kawasaki’s GTR1400 but the bike’s weight always
comes into play when you start pushing the bike, notably the understeer
when you start taking the bike into territory the designers probably never
envisaged. In many ways the ZX-14 feels like a stripped down and lower
GTR, and as such it’s much happier in tighter corners, and happier in fast
sweepers too come to think of it. Start thinking the big 14 is a ZX-10R and
you could find yourself in trouble though. Although it handles very well, it is
still a big bike (268kg full of fuel) and doesn’t like late changes of direction or
extreme late braking on corner entry.
It is a very easy bike to ride, whether it be through traffic, on the freeway
or down a winding road. The bike’s suspension was dialled in to soak the
bumps rather than bounce off them and I liked it so much I left it alone
during its stay at Cycle Torque. As a result you can take on a bumpy back
road at a faster pace, safer than you could on a full tilt hard edged sportsbike.
That’s just my opinion anyway. If you start trying to rush the bike it won’t like
it but ride smooth and use the ample torque on offer and you’ll be rewarded
with perhaps one of the fastest point-to-point two wheeled machines ever
made. The bike never feels as though it’s stressed, regardless of the pace.
And even though the thing accelerates like a missile it’s never ‘flighty’. This is
where the extra weight it carries comes into its own.
Comfort wise there’s not much to dislike. You could raise the handlebars
slightly and put a taller screen on it but other than that...
Verdict
What a great road bike this is. It was only a few years ago I first sampled a ZX14. I finally understood what the fuss was all about. Its only real competition
is Suzuki’s Hyabusa, another great road bike.
At $19,999 it’s a bargain. It’s built to last for years, and with that much
horsepower you are hardly likely to wear it out in a hurry anyway. n
MORE
CYCLE TORQUE TEST
KAWASAKI ZX-14R
SPECIFICATIONS:
nCAPACITY: 1441CC
nFRAME TYPE: ALLOY TWIN SPAR
www.kawasaki.com.au
nSEAT HEIGHT: 800MM
nWET WEIGHT: 268 KG
nFRONT SUSPENSION: 43MM USD
nREAR SUSPENSION: UNI-TRAK
nTYRES: 120/70-17, 190/50-17
CALL FOR A QUOTE
1800 24 34 64
Ram air for that extra top end hit.
Front brakes are top class.
Linked ABS system and traction
control are handy safety features.
Instruments are one of the best
we’ve seen.
Flip out luggage attachment points
make life easier on the road.
CYCLE TORQUE TEST
KAWASAKI ZX-14R
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
Hot air
Kawasaki’s MX bikes
continue to push
boundaries,
both
technically
and on the
track.
MORE
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
DESPITE having one of the most
highly-acclaimed four-stroke MX
line-ups with the KX250F and
KX450F, Kawasaki has still continued
to refine and develop, with the 2013
machines being made better.
n TEST BY TODD REED :
The 250F has received the bulk of the attention this year, with
engineers looking to make the bike handle better and be
easier to ride. The 450F, which was almost an all-new bike just
a year ago, has received refinements and tweaks to an already
very competitive package.
KX250F
The KX250F has been widely acclaimed to be the best 250cc
four stroke MX bike on the market in 2012. The little green
thumper has racked up race wins and championships all
around the world and has been filling up plenty of grids
at local motocross tracks around the country. Kawasaki
mustn’t have been impressed enough with its already
world conquering KX, as it has entered season 2013 with a
completely revamped KX250F
Starting with the chassis, the goal from Japan was to make
the bike slimmer and easier to flick around beneath the rider.
The entire frame was redesigned, it is now a much narrower
fabrication consisting of cast, extruded and forged aluminium
sections for the ultimate combination of strength and
durability, yet still maintain a flexible and ergonomic feel.
The Showa Single Function Forks have seen a number of
upgrades: the old 47mm SFF fork has been swapped out for
the newer, more rigid 48mm SFF fork which in principle remain
much the same as in the past. The internal valving settings have
been updated to match the new fork as well as matching the
chassis and ergonomic changes which give the KX a fresh new
feel. The rear shock also has updated valving to match the new
fork and chassis combo.
Kawasaki has incorporated a cool new minimalist look, with
re-designed bodywork and plastics which really set the KX
n RIDING GEAR: SHOEI
HELMET, FOX NYLONS,
ALPINESTARS BOOTS.
Hot air
out from the rest of the pack. Take one look at the photos and
anyone will notice how new and modern the KX250F looks.
For the first time on the 250F, Kawasaki has incorporated its
interchangeable EFI coupler into the standard spares package.
Like the 450 you receive two extra pre-tuned EFI plugs which
change the power characteristics from Soft to Hard or back to
standard all with the change of a small plug.
The powerplant has also seen significant upgrades for 2013,
a new exhaust system has been developed to further reduce
sound and increase power. You quickly notice the ‘bomb’ or the
resonance chamber as it’s technically referred to incorporated
into the standard header pipe. The intake has been re-designed
and is now wider and straighter to help the Kawasaki rev faster
and harder, delivering much more power.
KX450F
is fun, explosive and very potent yet still quiteCmanageable
YCLE TORQUE SEPTEMBER 2012 - 79
and smooth for those of us who may not be so aggressive.
The big 450 didn’t see as much love as the 250F from the
We played around with the EFI couplers as well. We tried both
Kawasaki engineers for 2013, this comes as no surprise though, the Soft and Hard setting, however we found ourselves back
as last year’s model was a completely new bike from the
with the stock coupler as we found the stock unit has the best
previous 2011 machine.
overall performance, with the other plugs offering gains in
some areas and losses in others.
For MY13 the KX450F receives minor developments in the
engine to further improve both performance and reliability.
The SFF fork works well and offers a lot of adjustability for the
The piston, intake cams and ECU settings have been massaged average rider. We noticed the front end felt a touch harsh to
to improve throttle response at low RPMs and give the big KX
begin with, however by taking some pre-load off the front fork
some extra torque right off the bottom and through to the mid- we came up with a more compliant and plush setting which
range.
worked great on our test track. The shock works well and the KX
always stayed inline and tracked very well behind the front end.
The big ticket item for the 2013 KX450F is the all new KYB PSF
front fork. Developed by Japanese suspension giant Kayaba,
The narrow, slimmer frame is quite noticeable when compared
the Pneumatic Spring Fork (PSF) is claimed to be a revolution
to the 2012 machine. The bike feels easier to manoeuvre and
of sorts in the motocross suspension world. The PSF fork is
throw around, and is much more comfortable under braking
lighter, offers more adjustability than a spring setup, reduces
and in tight turns.
friction and offers increased bottoming resistance. Instead of
Switching to the KX450F was quite easy after being out on the
controlling the forks using a conventional spring setup, the
track all morning. After taking a session to warm up and adjust
spring is removed and replaced by a pressurised air chamber.
to the larger and much faster machine we quickly became
This setup is nothing new as far as suspension goes, it was
comfortable and pounding out laps on the 450.
seen decades ago in the early days of motocross and it’s quite
common to find this style of setup on any given mountain bike. The new PSF fork works unbelievably well on the KX450, it is
very compliant and offers a plush ride over the small stuff, and
Like last year, the 2013 KX450F comes with a long list of
holds up well without blowing through when taking on the
features and extras to make the bike more adjustable to suit
big hits. We played with the pressure setting in the front, which
each and every rider. The footpeg mounts can be removed and
is as simple as using a tyre pump to add air. The differences
flipped around to lower the footpegs 5mm from the standard
were quite noticeable and we ended up being very impressed
position. Handlebar mounts are offset and have a second
with the 36PSI setting, which is 1 PSI higher than stock, or the
mounting position which allows four different positions you
equivalent to half a spring rate heavier (2 PSI = 1 standard
can locate your ’bars.
spring rate). The rear shock has a great setup and works in
harmony with the front as the KX delivers a class leading ride
for any rider out there.
Behind the flash new suspension is a classy motor which does
It was hard to choose between the KX250F and KX450F, Glenn
Well, another test is all wrapped up here at Cycle Torque and we
a great job of backing up all this new suspension hype. The
from Kawasaki Australia had both bikes set up and ready to
couldn’t say enough how impressed we were with the latest
engine
package
is
very
similar
to
2012,
the
power
is
strong,
go at our test facility. We decided to start off with the smaller
offerings from Kawasaki. Price wise both bikes are unchanged
useable and is easy for most riders to use and make the most
KX250F and take it easy before taking on the mighty KX450F.
of. Most of the new 450 motocross bikes have more power than from the 2012 model prices which is pretty good, with the
The 250F may be smaller, but don’t be taking this the wrong
250 retailing for $10,999 and the 450 exactly $1000 more. The
you can poke a stick at, so it’s not so much about how fast the
way readers, the KX250F hauls ass. For a small bore thumper
bike is, it’s more about the rideability and seat of the pants feel KX250F shows a lot of potential and with the right setup could
the Kawasaki picks up revs really fast and has an extremely
easily win races and be a lot of fun on the track. The KX450F is a
for the rider. We really enjoyed the KX450F, you could dial on
strong power curve. The power is smooth and useable but has
dream ride and the new PSF fork worked great, with a fantastic
the power and take off in a hurry, or just feather it on around
an aggressive feel and hit through the midrange if you really
engine to suit it’s going to be hard to beat the green bikes in
the hardpack and slowly gain momentum and speed before
crank on the gas in a hurry. Up top the Kawie really gets moving
taking on the next obstacle. There is plenty of power wherever the big bore class in 2013. n
if you’re giving it a good rev, for all those riders who love to
you need it and it was quite surprising to see the amount of top
rev their 250F to the moon, the KX is for you. The powerplant
MORE
end rev this bike has for a big bore thumper.
On track
The Verdict
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
The KX250F now comes with
ignition plugs for soft, standard
and hard power delivery.
The 450F has optional footpeg
positions.
Using air to replace the main
spring makes the 450F’s forks very
innovative, and it works well, too.
www.kawasaki.com.au
SPECIFICATIONS:
2013 KAWASAKI KX450F (250F)
nENGINE TYPE: LIQUID-COOLED SINGLE
nCAPACITY: 449CC (249CC)
nFUEL CAPACITY: 6.2 LITRES (6.1)
nFRAME TYPE: ALLOY PERIMETER
nSEAT HEIGHT: 955MM (945MM)
nWET WEIGHT: 112.5 KG
nFRONT SUSPENSION: USD PSF (SFF)
nBRAKES: SINGLE 2-PISTON CALIPER ON
nTYRES: 80/100-21, 120/80-19 (100/90-19)
nPRICE (RRP): $11,999 ($10,999)
CALL FOR A QUOTE
1800 24 34 64
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
IT’S LIKE RIDING ON AIR… BECAUSE IT IS.
THE VALVE
FOR THE AIRADJUSTABLE
FORKS.
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
www.kawasaki.com.au
SPECIFICATIONS:
2013 KAWASAKI KX450F (250F)
nENGINE TYPE: LIQUID-COOLED SINGLE
nCAPACITY: 449CC (249CC)
nFUEL CAPACITY: 6.2 LITRES (6.1)
nFRAME TYPE: ALLOY PERIMETER
nSEAT HEIGHT: 955MM (945MM)
nWET WEIGHT: 112.5 KG
nFRONT SUSPENSION: USD PSF (SFF)
nBRAKES: SINGLE 2-PISTON CALIPER ON
nTYRES: 80/100-21, 120/80-19 (100/90-19)
nPRICE (RRP): $11,999 ($10,999)
CALL FOR A QUOTE
1800 24 34 64
This bulge in the header pipe helps reduce overall
noise without cutting power.
CYCLE TORQUE TEST
2013 KAWASAKI
KX450F & KX250F
MARKET TORQUE
MN 6 1 1 9 _ Q P _ L i t e Mo t o r c y c l e s . p d f
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Optional dual canal featuring
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MARKET TORQUE
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Ph: 1300 453 875
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SPECIALIST
PARTS
IMPORTERS
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MOTORCYCLES
MOTO GUZZI &
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GUZZI SPARES AUSTRALIA
www.guzzispares.com.au
Parts : 0414 901 837 • Repairs : 0425 764 071
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Going
Somewhere?
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Visit Andy Strapz first.

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internet shopping for
you & your bike
andystrapz.com
®
®
• NEW & USED BIKES
The world’s
only TRUE
folding traile
r.
• PARTS & ACCESSORIES
• SERVICE & WORKSHOP
THE EVOLUTION OF THE TRAILER
STEP 1
WHEEL OUT
Ph: 02 4422 9683
www.nowramotorcycles.com.au
132 Princes Hwy, Nowra, NSW 2541
STEP 2
UNFOLD
STEP 3
STRAP ON
TO FIND YOUR NEAREST RETAILER GO TO OUR WEBSITE OR CONTACT US DIRECT:
www.foldingmt.com or call 08 9468 0315
[email protected]
LINK TO YOUR
CUSTOMERS
Link straight to your website from your
advertisement in the Cycle Torque iPad edition.
Click here to email Dennis Penzo for
more information.
MARKET TORQUE
MOVE YOUR
BIKE
The Motorcycle transport professionals
1300 663 266
www.moveyourbike.com.au
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get the latest from
WEBSITE
FACEBOOK
VIDEO
Tyre Warmers
TWITTER
NEWSLETTER
33
World
Championships
Ph: 1300 BANDIT
[email protected]
www.bandit.com.au
motorcycle media
everywhere
IBIKE STUFF
CLEAN AIR
1
K & N has the Honda Crosstourer and
VFR1200 covered for clean air with its high
performance upgrade filter.
K & N’s name is second to none so you know
you’ll be on a winner with it, and it’s backed
by K & N’s 1.6 million kilometre warranty. In
other words you’ll wear out before the filter
does.
PRICE: $75.95
AVAILABLE FROM: Good motorcycle retailers
MORE INFO: www.cycletorque.com.au/more
IBIKE STUFF
PROTECTED BY KNOBBS
2
OGGY Knobbs take the brunt of impacts
and road surface abrasion. Oggy Knobb
products can significantly reduce the
repair costs after a fall. Both these new
kits for Kawasaki’s Ninja 650 and ER6N are
fully bracketed, and intricately designed
to fit without any fairing modifications
while also being much stronger and more
protective than a non bracketed cut style.
PRICE: $329
AVAILABLE FROM: Good motorcycle stores
IBIKE STUFF
KEEP ME SMICK
Motul’s Scratch Remover is part of the all new
Motul MC Care Range.
It removes superficial scratches on painted or
varnished motorcycle surfaces such as fairings,
or from helmets.
Motul Scratch Remover removes fine scratches
and restores the gloss of paints and varnishes
but should not be used in the sun, on hot
surfaces or on matte paints.
PRICE: $11.90
AVAILABLE FROM: Good motorcycle retailers
3
IBIKE STUFF
NO MORE ROCKS
4
FIT one of these GYTR sump guards to your
2012 WR450F and you will be free of damage to
your beautiful crankcases.
If you are a serious trail/enduro rider these
things are a must.
Take bugger all time to fit too.
PRICE: $179.95
AVAILABLE FROM: Yamaha dealers nationwide
IBIKE STUFF
CARBON DEMON
1
LS2 helmets are new to Australia but have
been big in Europe since 2007, and making a
nudge in the American market too.
The CR1 Carbon Demon looks trick enough,
and with its lightweight Carbon Fibre/
Fibreglass shell it should fit nice too.
It’s got all the attributes you would expect
from a top shelf helmet. The only thing
needed is for you to check one out in the
flesh in your local bike shop.
PRICE: Solid Carbon $329.95, Demon
Graphics $349.95.
AVAILABLE FROM: Good motorcycle stores.
IBIKE STUFF
JACK ME UP
2
BIG bikes need big jacks and they don’t
come much bigger or tougher than those
from US company J&S Jacks.
They carry a lifetime warranty, and make
working on your bike a breeze. Price
includes the optional oil pan.
907 kg capacity.
PRICE: $500. Range of shipping options
available
AVAILABLE FROM: Direct from Rocky Creek
Designs
IBIKE STUFF
iPAD CASE
3
WHETHER you use a tablet like an
iPad as a tool or a toy, it needs some
serious protection if you want to take
it on the bike.
Not only does the Pelican 1065 iPad case
look good with its sleek, simple lines but
it’s designed to protect your tablet from crushing
accidents, a one metre fall and a generous dunking.
It’s lightweight (a tad over 500gm) and dust proof for
good measure.
Features a trick automatic purge valve to keep water
and dust out while balancing air pressure.
PRICE: $55 + postage
AVAILABLE FROM: Direct from Andy Strapz
IBIKE STUFF
ROTATING BLING
4
MOTOSPRINT wheels have arrived, these
high quality wheels are available for the most
popular MX and Enduro bikes produced in the
last 10-15 years.
Off-road tough these affordable wheels are sold
separately or as pairs in many colour combos
and sizes.
PRICE: From around $350
AVAILABLE FROM: Good motorcycle shops
IBIKE STUFF
KEEP YOUR
MOTOR RUNNING
Ever craved the
freedom of the
wide open road and
discovered your
battery is as flat as
a tack? The dream
of a carefree ride
quickly turning into
a trip to the bike
shop to purchase
yet another battery? Well, before planning your next weekend escape, consider the ideal
maintenance battery charger –CTEK XS 0.8 – for the confidence of a fully charged battery on
your next ride!
Cleverly designed to increase the reliability and lifespan of your batteries by diagnosing,
charging and maintaining, the compact XS 0.8 delivers 0.8 amps to all 12 volt batteries from 1.2
to 32 amp hours, and is suitable for maintenance charging up to 100 amp hours. Safe to leave
connected 24/7 for months – any time you’re not using your bike – it simply switches back to
maintenance mode once batteries are fully charged, holding your battery at its optimum level.
The easy to use, 6-step fully automatic charger saves you time and money while maximising
battery life and performance. Functions such as the desulphation feature, which removes the
crystals that grow on lead plates when batteries are not regularly charged, restore the capacity
of your battery and extend its life. The CTEK XS 0.8 also comes with Comfort Connectors that
can be fitted to your battery for effortless charger connection without direct battery access.
The XS 0.8 comes with an impressive 5 year warranty and, like all CTEK chargers, it’s safe for
you, your battery and your bike. IP65 classified, this high quality charger is water resistant,
splash and dust proof, non-sparking, reverse polarity protected and short circuit proof.
The most recommended charger brand – boasting 71 international accolades – the CTEK XS 0.8
is used by manufacturers like BMW, Yamaha and Mercedes-Benz: just another reason why CTEK
chargers claim to be the smartest battery chargers in the world.
For more information on how the CTEK XS 0.8 can
ensure your batteries are ready for your next ride,
visit www.ctek.com n
CYCLE TORQUE TEST
‑ 2012 SEA-DOO RXP-X 260 AND GTR 215
CYCLE TORQUE
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Supercharged
SUMMER
BRP has committed to 10
Sea-Doo models with the much
anticipated RXP-X 260 and the
supercharged GTR 215.
I just can’t imagine how we ever lived without a 260hp
watercraft that leaps out of the water at the touch of
the throttle, cuts through the water like a hot razor
blade through a pound of butter and actually has
brakes and a reverse….well, we don’t have to any more,
introducing the RXP-X 260.
Sea-Doo’s RXP-X project was all about designing
and manufacturing the ‘best handling performance
watercraft on the market’ and a big part of the success
of the final product is the ‘Tight Turning T-Hull’ which is
officially named ‘T3’. More on what is under the water
later.
Above the water the RXP-X’s all new seat, angled
footwell and ‘Adjustable Ergonomic Steering’ (A.E.S.)
handlebar layout make up what is known as SeaDoo’s ‘Ergolock’ system which helps lock the rider into
position on top of their hourglass shaped body design
which is surprisingly slim in the middle with padded
bolsters that extend up and over the rider’s knees.
To me the 368kg RXP-X felt like a Kawasaki ZX-14 road
bike and like any big road bike when entering and
going through corners you grab the seat and tank area
with your knees while adding weight to the outside foot me to become a watercraft riding guru by the simple
and leaning the upper body towards the inside and that fact that this thing rides across the water like a dream
is how I found it best to corner on the RXP-X.
and dead-set turns on a dime.
Below the water line Sea-Doo’s all new T3 hull is the key
to RXP-X’s phenomenal turning ability. I won’t pretend
to understand what a ‘multi-stage running surface’ does
or what ‘chimes’, ‘winglet’, ‘trim tabs’ and ‘sponsons’ do
but I can tell you this, the T3 hull allows a wobbler like
And to prove the effectiveness of this new hull BRP
supplied an opposing brand watercraft that is in the
same category as the RXP-X and let us ride them back to
back on a slalom course set up not far from shore.
We were able to get up to around 100km per hour along
the straights and tip each watercraft into a series of
turns and I got to ride the ‘other’ brand first and I was
really impressed with the power and handling and if
I didn’t get to ride the RXP-X I would have honestly
been more than happy with that particular model.
But, as soon as I mounted the Sea-Doo and got a few
laps under my belt the other model suddenly got
porky, slow, top heavy and it definitely didn’t turn
anywhere near as good as the RXP-X. In motorcycle
terms the other brand under-performed and understeered terribly in comparison if that makes sense?
So here I am out on the water banging out laps on
this supercharged 260hp watercraft that feels like
a motorcycle and goes like a formula one car going
faster and faster in the turns waiting for something
to give but to me it felt more secure the faster you
go. That part is very ‘un-motorcycle’ like. You simply
cannot push a motorcycle this hard and get away with
it!
Thankfully, Sea-Doo developed the Intelligent Brake
and Reverse (iBR) system a few years back and not
only does this pull the watercraft up very quickly it also
makes it easy to maneuver around when parking or
nudging up to other craft out on the water.
The throttle system is known as iTC which allows two
settings, a sport mode for the experienced riders and
a ‘Learning Key’ that knocks off a fair amount of the
power for the less experienced.
Finally, I have to mention the ‘X-Gauge’. The digital
gauge has 31 functions that offers every conceivable bit
of information you will need out on the water, including
a compass and a lap timer. Does it get any cooler than
that?
All up, I can only give the RXP-X 260 the thumbs up.
The new T3 hull and Ergolock system integrated with
Sea-Doo’s long list of standard features has created a
watercraft that exceeds all expectations when cutting
loose out on the water.
The other model that is new to the Sea-Doo model
line-up for 2012 is the GTR 215 which is essentially all
about having fun. Like the RXP-X, it has the iTC and
iBR systems but it weighs over 20kg less yet still has a
more than healthy 215hp supercharged donk pushing it
through the water.
The LFi composite hull on the GTR is the same fitted to
Sea-Doo’s popular GTI series watercraft but the extra
power combined with the less weight and the easy to
adjust ‘variable trim system’ makes the 215 an absolute
ripper in the water.
The GTR gets the touring seat which allows for better
comfort while in the standing position while the
footwells flow in a smooth arc and are slanted inwards
to take stress off the knees while banging through the
swell.
My time on the GTR included a long blast along the
banks of Lake Atkinson, west of Brisbane and with five
other watercraft out on the water with us there was
a fair bit of choppy water around and the LFi hull cut
through the water quite nicely.
Considering the fact that I had only just dismounted
from the RXP-X 260 I thought that I may be
disappointed in the 215 but I can tell that this is one fun
machine. It is kind of like cutting laps on a CRF450R then
jumping on a CRF250R, you feel so confident and that
was the same going from the 260 to the 215.
Belting around the slalom course on the 215 was also
very satisfying and although the hull isn’t as advanced
as the T3 I felt very comfortable on the more ‘forgiving’
LFi hull and again the braking and reverse was very
handy getting in and out of the parking area.
From what I have learned throughout the one day
test and the research that I have put into this article I
would be torn between these two models but if I was
in the market for a high powered watercraft but there
is nothing surer that both would be at the top of the
shopping list.
– Darren Smart
MORE
CYCLE TORQUE TEST
‑ 2012 SEA-DOO RXP-X 260
AND GTR 215
CYCLE TORQUE FEATURE
‑ KING OF NEPEAN
Down n’ Dirty
AT NEPEAN
ONE of the great enigmas of Australian motorcycle
racing is dirt-track. This very old and influential
form of racing that is unique to Oz is like your crazy
country cousin who you see all too infrequently.
He doesn’t seek attention, but that’s not to say he
doesn’t mind it, and whenever he makes a rare
appearance at a family gathering, he’ll charm you
with his wild stories, rough exterior and big heart.
This was very much the impression I got when I
ventured out to the 2012 KTM King of Nepean,
‘Australia’s Biggest Dirt Track Title’ the event
program assured me. Enthusiastically promoted
and boasting one of the strongest and diverse
fields for many a year, the KoN is a diamond in the
rough and tumble of Aussie dirt-track racing that
any devotee of motorcycle racing should mark
down in their 2013 diary.
For so long, just about every Aussie road racer
who’s made it on the world stage has paid due
credit to the influence of dirt-track, and it’s easy
to see why. The format ensures that riders must
negotiate the heats intact, running fast enough to
garner points to progress to the final, but not too
fast lest you fall and be relegated to the repechage
(last-chance qualifier in MX/SX parlance). And with
the track changing significantly over the course of
the day, the heats also force riders to think about
set-up, tyre/wheel combinations, tyre pressure,
suspension settings and gearing in the lead up to
the final. The four-heat format also ensures that
riders are conditioned to execute consistently fast
getaways, because if you aren’t in the top three
by the first turn, you have little chance of winning.
Over a weekend, a rider who is cross-entered in
two or more classes may race over 20 times. Riders
must learn throttle control, and the art of finding
traction on the blue groove as the track wears or
out on the cushion, and conjure up passing moves
that they may conceal for the final. There are a lot
of tactics involved that are both calculated and
instinctive, just like racing should be. The only
downside is that the Speedway like format of rapidfire heats and relative short finals doesn’t allow
a whole lot of scope for creating race strategies,
something that former dirt-track king Casey Stoner
has only developed in the last few (and final) years
of his remarkable MotoGP career. Back in the day,
however, dirt-track’s print-race format was often
punctuated by endurance races. The Nepean
6-hour that ran until the late 1980s actually pre-
dates the inaugural Castrol 1000 six-hour road race
in 1970. All in all, it must be said that dirt track has
been the university from which dozens of our very
best riders have graduated, and for that we owe it
respect and most importantly our patronage.
back then. A year on, Gardner
finished second in the national C Y C L E T O R Q U E S E P T E M B E R 2 0 1 2 - 1 0 7
minibike titles, and he stepped
up to the 125 class. Importantly,
he was developing his rearwheel steering technique,
Arriving at Nepean, I was greeted by the friendliest
and at the end of 1976, he
gate official I’ve ever encountered. My name wasn’t
entered his first road race at
on any list, which usually ends in making a frantic
Oran Park on the modified
phone call to the promoter. The guy simply smiled
YZ125, joining a growing group
and waved me through. What I encountered next
‘chookies’ in road-racing. British
wasn’t so nice. I was lucky not to get bogged in the
twins and modified Speedway
marshy paddock, and got a push out to a rare patch
sliders had dominated dirtof dry land. Wandering through the pits, I spotted
track for decades, but the
Jamie Stauffer working on his Honda CRF450 as a
1970s saw the introduction of
string of riders sauntered past wearing Speedway
modified Japanese two-stroke
trackers ain’t hanging around. Last year’s winner
style leathers, some sporting West Wyalong and
motocrossers that would last until the late 1990s
Marty McNamara told me that while the Hondas
Cowra MCC insignias. These two NSW towns
when high-tech four-stroke MXers began flooding might have the top end advantage, his Yamaha
have been pillars of regional dirt-track racing for
the grids. Indeed, Jamie Stauffer said that 2012 was was a better all-round bike. Nevertheless, Hondas
decades. Indeed, NSW has been at the epicentre of
the first time he had ridden a four-stroke in dirtwould clean-sweep the King of Nepean, with Luke
Aussie dirt-track for yonks, and was the reason why
track.
Richards edging road racers Stauffer and Brody
the Stoners moved from Queensland to Kurri in
Nowlan. Running trials type universal tyres on
the early ‘90s so Casey could cut his teeth regularly Back at the track, I saw but a couple of familiar
the rear and a front knobby, the top riders would
against the toughest dirt-track competition in
faces in the paddock, but who should I bump into
pitch their bikes in speedway style before holding
Australia. Along with the Hunter, the mid-north
but neighbourhood enduro devotee Ian Collyer
a smooth slide all the way around the bottom
coast of NSW is another dirt-track stronghold, as is and his son Rhys. Few people know the arteries of
turn before squaring it off, AMA flat-track style. Ian
Canberra which has been running an independent the Watagans better than Ian, but he had decided
noted that the rear tyres of the top riders running
dirt-track series since the 1970s. At the end of 1973, to park his beloved Husky for the weekend and
low pressures would ripple noticeably off the turns.
a 14-year-old named Wayne Gardner persuaded his check out dirt-track for the first time. He had a
dad to let him join the Wollongong and Districts
mate, Burkey, who was having his first go at in a big It was a great spectacle and great entertainment.
Motorcycle Training Club. Back then, children under dirt-track event, and there we were, two middleThe 2012 King of Nepean could be a pivotal
16 weren’t allowed to race in New South Wales, but aged newbies wide-eyed and eager to learn about moment for dirt-track in the 21st Century. This
the club, like so many around Australia at the time, this forgotten discipline. I stood with Ian and on
meeting was promoted well to both fans and the
didn’t have much trouble working around it. While the mound near the start gates, and the dirt-track
motorcycle media, and showcased just how good
gymkhanas (later known as minikhanas) and ‘slow’ diehards around us were very generous in letting us a day out at dirt-track can be. It would be great to
races were all part of minibike club days, other
know which classes were which and what was the
attract more big-name road racers and perhaps
events involved riders riding as fast as they could.
popular bike and why. Hondas seemed to dominate stage a series of match races between the tar
After getting the hang of going quick, Gardner
the KTM-sponsored event due to their apparent
babies and the dirt-diggers. The Crazy Cousin is
graduated to a Yamaha TY80. He soon gave trials
top-speed advantage around the 120km/h average back.
away when he learned that 15-year-olds could race speed track. When you consider that Casey Stoner’s
– Darryl Flack
legally in Canberra, so his dad got him a Yamaha
race average was 158km/h at Laguna Seca this
YZ80 to ride short-circuit as dirt-track was known
year, these methanol-burning 65 horsepower dirtMORE
CYCLE TORQUE FEATURE
‑ KING OF NEPEAN
USED & REVIEWED
FLIPPING OUT
OVER MY IXONS
WE’VE been fighting each other here in
the Cycle Torque office over who gets to
wear the Ixon RS Flip HP gloves in the
photo-shoots.
These mens roadster gloves are CE
approved with vents and knuckle
protector. The two-part protector and
the rubber fastening strap add to the
sportive look. Made of perforated goat
leather with mesh and lycra as well as
cotton lining glued directly on leather
they are very supple and comfortable.
They have a short neoprene cuff and
the palm reinforced in chamude with
foam on the side. The 3D curved fingers
have flex, 2D thumb and anti-slide prints
inside the index. Available in black opr
black/white in XS to 4XL.
PRICE: $69.95
AVAILABLE FROM: Good bike shops
C
CY
YC
CL
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TO
OR
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QU
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E S
SE
EP
PT
TE
EM
MB
BE
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R 2
20
01
12
2 -- 1
11
10
0
USED & REVIEWED
C
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CL
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1
REAR VISION
I’D NEVER heard of Reevu helmets when I saw one for the first time. Besides
being a good looking helmet they have one novel idea which sets them apart
from any other helmet I know of. It has a rear view mirror inside, hence the Reevu
name.
Just in front of the rider’s forehead sits a small mirror which you can wind down
or back up, depending on if you want to use it or not, and it’s adjustable to suit
personal preference. You can see it in your peripheral vision but it doesn’t take
long before it becomes pretty much unnoticeable unless you are specifically
looking at it.
It works sort of like a periscope in a submarine, or at least that’s my take on it, via
the replaceable section on the back of the helmet.
How does it work in the real world? Well, if you are riding a sports bike not so
well because you’ll tend to see mostly sky due to the extreme riding position.
If you are riding something a little more upright it works well I believe. It’s like
having a third mirror, and although you’d be mad to focus too much on the
mirror and take your eyes off the road, it does give you an added safety feature,
where you can flick your eyes up and get another view of exactly what’s behind
you. It works better when the sun is behind you too.
On top of that the helmet is very nice to wear, wind noise is on par with most
other helmets I use and I find it comfortable over long distances.
Fit and finish quality is very high.
Solid and graphic colours are available, and they even do a very trick carbon fibre
race helmet. – Chris Pickett
PRICE: Solid colours $545, graphics $599
AVAILABLE FROM: Selected bike shops
MORE
LETTERS
Time for a break
K
C
A
B
I
G
N
I
TO RQ U
and thank you for the iPad version of the
mag. I religiously drop in to my local
I READ the other day Geoff Ballard is
bike mechanics(Battyes bikes, there’s the
finishing up with his long term Ballard’s
Offroad team manager duties. I just wanted plug) to get the latest issue but out here
to thank him for all of the time, effort, that’s not an option. So, I hit ‘download’
and within a minute or two I have it,
and resources he put in to supporting
riders during that time, myself included. hundreds of kms from any bike shop! It’s
fantastic, I love the mag and the iPad
Geoff gave a lot of aspiring riders the
version is the next level. I hope more
opportunity to have a bloody great time
people now have the opportunity to have a
riding dirtbikes, and to give them the
great read. I just read your articles on
means to further progress and improve
the V-strom and RM125 and currently owning
their skills and results.
an SV650 and had an RM125 (the model you
Definitely in my case, if not for many of
tested) both tests were spot on! Keep up
the other riders also, the support he
provided was well above what was warranted the good work.
Dane
at the time. No doubt Geoff’s passion for
Sent
from
my
iPad
off road motorcycling, and his willingness
to assist those who were like minded,
helped progress the sport forward to where
it is today. A lot of people owe Geoff a
JUST dropping you a line to thank you for
debt of gratitude for the very positive
influence and actions he provided over the the foresight in making your great mag
available on the net. I am (when I’m back
years.
in Oz) a dedicated rider whose sole means
To surpass his awesome off road race
of transport is my motorbike. My Bandit
achievements on the world stage was a
takes me everywhere and in all weather.
satisfying achievement for myself during
I’m one of those returnees who rode in my
my own race career - I know the personal
sacrifice and commitment that it took in so younger days, took a long break when the
kids came along and jumped back on as soon
many ways to make that happen back then,
as they flew the coop.
unlike nowadays. From those efforts he
I’ve been in semi-retirement, teaching
still has a strong following here in the
English (or should I say Strine) at a
US with the “old timers”, ha!
university in North Eastern China for
I often think back to the Bathurst Pony
the last 20 months. I’ll stay here as
Express race we teamed up at that one
long as they’ll have me and as long as
time, back in 1996 I believe, and took
our governments keep doing their best to
victory, plus the occasional trail
stuff up our great country. It’s been
rides in the Watangan’s - they are fond
a wonderful experience but I sure miss
memories!
riding my bike, chatting with mates about
Thanks again Geoff for all that you have
done throughout all of the years, and will our bikes, rides, and experiences, and
reading bike mags – with one exception –
no doubt continue to do in the future.
Keep on Roosting! Cycle Torque!
Shane Watts Things are cheap in China, but postage is
DirtWise Academy of Offroad Riding Schools astronomical, even by Aussie standards.
and Instructional DVDs So this has precluded me from subscribing
to some of your rival publications. The
fact that Cycle Torque is available free
on the net is such a God send. And if, by
chance, your advertisers wonder if their
I’M IN the car with the boys headed down
the centre of our grand country along the advertisements in your mag will result
in business from the likes of me being
Stuart Hwy and just want to congratulate
CT in China
Stories on the go
out of the country, they can rest assured
that I take a close look at the ads and
content. That’s because I head home
every (northern) winter, catch up with my
mates and ride like crazy. That’s when
I spend money updating my gear or buying
something new like maybe the Interphone
communication system from Strike.
I haven’t ridden in China because of
several reasons – not having a Chinese
licence is a good one, but also because
of the crazy road behaviour of all road
users, scarcity and high cost of bigger
bikes and dealers/service, and the
confusion about the legality of large
capacity bikes. I met a local who rides a
GSX-R1000 who said it was illegal and they
even have to buy motor oil, that has been
smuggled in, on the black market.
So reading Cycle Torque helps to soften
the blow. Thanks for a great read, and
I especially appreciate the strong stand
that you adopt against anyone who treats
motorcyclists like second class citizens.
Safe riding
Michael Chung
(China)
Hi Michael
Great to see you are still enjoying our
mag while OS. If and when you get an iPad
you can check out that, it’s even better
than our website based eMag. Cheers, Chris
WRITE A
LETTER!
WIN A
GREAT
PRIZE
This month Michael Chung
has won a copy of Troy Bayliss:
My Story, the autobiography
of one of our greatest racers.
Love the App
I just wanted to say that I think your
app is one of the best I’ve seen. Your
magazine has always been outstanding
for the diversity of its content and the
fact that it’s free. You’ve certainly
upheld the standard with your app, as
it is smooth, intuitive and even more
comprehensive than the mag, as it includes
videos! I like the little animations, like
the ticking clock on the Time Traveller’s
Enfield article, and also the numbered
portraits of bike features.
Two thumbs up.
Well done.
El Jaguar.
Send your letters (and/or great
bike pictures) to The Editor,
Cycle Torque, PO Box 687
Warners Bay, NSW 2282 or
email chris@
cycletorque.com.au
D
TAP TO S E N
LETTE R N OW
C Y C L E T O R Q U EEnjoyable.
SEPTEMBER 2012
Tough. Affordable.
- 113
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toughest conditions in Australia. These machines are manufactured to the
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you won't be let down when it comes to spare parts. With 400cc, 500cc & 800cc
quad and UTV models available, whether it's for work or for leisure there's
a machine that's just right for you.
Call us NOW for the name of your nearest dealer.
Freecall 1800 671 417
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QUAD TORQUE
CYCLE TORQUE TEST
- YAMAHA GRIZZLY 550 EPS
FULLY LOADED
n TEST BY CHRIS PICKETT :
MIDDLE SIZED ENGINE, FULL SIZED CHASSIS.
YAMAHA’S GRIZZLY 550 IS A HANDY WORKMATE.
KEEN to get yourself on a full sized ATV but don’t want or need the
extra poke of a huge engine? The Yamaha Grizzly offers exactly that.
With its 550cc single cylinder engine it still has plenty of grunt to get
the job done. Don’t go thinking it’s an old school throwback though,
with fuel injection and electric power steering it’s as modern as they
come.
Sure, it’s nice to have a big bore V-twin or parallel twin engine powering our
workhorse ATV but often the extra horsepower goes unused. Sometimes
this is because it’s not needed for the job at hand, or maybe the rider has
given themselves a scare or two when the power has been applied in
possibly not the best terrain.
Whatever the reason, the Grizzly is one of those few ATVs on the market
which do offer a slightly smaller capacity engine in a larger chassis. This
way you get more room to move around, greater towing capacity, greater
carrying capacity, and an extra dose of sure-footedness.
Off the trailer
The Grizzly 700 derived 558cc four-valve engine is pretty modern actually, with
the aforesaid fuel injection, and liquid-cooling. The cylinder is inclined at 35
degrees to give extra ground clearance, and it’s also ceramic-composite lined to
give longer service life. A new crankshaft design (gear driven balancer) and fourposition rubber engine mounts have given smoother running, and cold starts
have been improved with a new cylinder head design and longer reach spark
plug.
That’s for the cold climates but what about up in the Northern Territory we hear
you ask? Well, a larger alloy radiator and motor keeps the Grizzly cool pretty
much no matter how hot it is outside, and it’s protected from damage by being
positioned high up in the frame.
A three-position push-button On Command drive system offers a choice of
2WD, 4WD, or 4WD with differential lock, so unless you are trying to ride it up
Mount Everest you should be
right. And, with the high and
low range fully automatic
transmission there’s no gears
to worry about, just select
forward or reverse and hit the
thumb throttle.
Independent suspension
sits on each corner, and
with shaft drive and four
wheel disc brakes regular
maintenance is cheap and
easy.
could be under the front panel”.
Simple gearchanging arrangement.
One reply was, “you’re joking, why
would Yamaha put the battery under
a panel which required the removal
of the front rack to gain access to
it?” Good question you would think,
and yes that was the case. Luckily,
the rack takes only a few minutes to
remove. The reason it’s there might
have something to do with the 20
Underseat storage is ample.
litre petrol tank which sits under the
seat, along with a sealable storage
compartment.
Other than that the Grizzly is hard
to fault. It’s sure-footed, and coped
On the farm
with everything we threw at it in the
rough terrain department. Selecting
The Grizzly is a very easy to
gears is easy enough once you realise
ride ATV. There’s no doubt
you need to apply both hand and foot
the electric power steering
brake controls. The extra safety feature
makes things much easier, especially if you have some pace up.
And if you are a farmer advanced in years don’t be afraid the full is a good idea but a bit overkill.
size of the Grizzly might be too much for you. It won’t.
If you need the Grizzly to work really hard there’s literally loads
With a 588cc engine it’s no slouch in the power department but of accessories, including a power winch, skid plates, hand
guards, and even a bulldozer blade.
it is primarily designed to produce more torque than outright
power. And that’s what a workhorse ATV is about anyway. You
don’t see too many race or sports quads towing a trailer or
Verdict
carrying a container of Roundup. The front and rear racks are
handy for this too, but be careful to read the load limits before
We think this is a good option for the cash focused man or
you start throwing on fence posts.
woman on the land who likes the idea of a big ATV but doesn’t
One odd design feature is the location of the battery. We didn’t want or need the horsepower and expense of a larger capacity
ATV. At $13,599 the Grizzly 550 EPS is good value, and with
have the luxury of an owners manual and the battery decided
Yamaha you know you’ll have the thing for years if you look
to throw a wobbly and go flat on us. Off with the seat, lots of
after it, and probably even if you don’t. n
head scratching by a few of us, then one bright spark said, “it
Sturdy racks are fitted front and rear.
Towbar is designed to do the hard yards.
IRS allows you to negotiate some very rough terrain.
N ext Month i n
KTM’s 250 and 350SX-F
Aprilia’s latest Shiver
Suzuki’s M109 Boulevard
BMW’s K 1300 R
Plus more bikes, features, products, people
and lots, lots more…
Subscribe today.

as a pdf - Cycle Torque Magazine

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