as a pdf - Cycle Torque Magazine

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WELCOME
June 2016
cycletorque.com.au JUNE 2016 I 2
THERE’S nothing quite like a kick-arse naked bike – lots of horsepower, a bit of
attitude and some cool style will always put a smile on the dial, which is why we
loved the Kawasaki Z1000 on the cover of this issue so much.
It’s sporty, capable and lots of fun, and it could even serve extra duty
commuting if you wanted it to.
But having some protection, luggage capacity and comfort is good too, which
is why we loved the Indian Springfield. You’ll have already read this test if you
keep an eye on www.cycletorque.com.au (or follow us on Facebook where we
post links and more). We know you don’t always want to wait until the magazine
is ready before reading about the latest machines launched, so we’re doing our
best to get the important bike launches up online as soon as we can.
The Springfield impressed with its ability to be a pannier-equipped touring bike
and, with the flick of a few levers, a laid-back naked cruiser.
EMAIL US YOUR
FEEDBACK
We haven’t ridden a Husqvarna in quite a while, primarily because of the sale of
the company a couple of years back and a change in the distributor, and a lack of
press fleet bikes – but that’s changed now, and in this issue we have the first of
three new Husqvarna tests, the FC250 motocrosser.
Our big feature for the issue is the ‘Essentials’ article – a bunch of things you
need but maybe don’t know it.
With this issue Cycle Torque is really ramping-up its commitment to video, with
shoots done of all the bikes tested and the Essentials products – which we split
into six different videos, so that’s nine for the month! Check them all out via
the links in the issue, but please subscribe to our Youtube channel, follow us on
Facebook and check out our Instgram and Twitter feeds, too.
– Nigel Paterson
[email protected]
WWW.
NEWSLETTER
TAP ICONS TO EXPLORE
CONTENTS
Ridden
24 TEST
HUSQVARNA FC250
34 LAUNCH
INDIAN SPRINGFIELD
Features
49
69
TOP ESSENTIALS
CUSTOM TORQUE
43 TEST
KAWASAKI Z1000 ABS
Regulars
5
NEWS TORQUE
22
GUNTRIP
16
SMALL TORQUE
66
QUAD TORQUE
19
EDITORIAL
84
MARKET TORQUE
80
TORQUE BACK - LETTERS
76
SHOP TORQUE
20
DIRTY TORQUE
77
TRACK TRAINING
21
RACE TORQUE
Cover photo by Ryan Grubb
WINNER. TWO WHEELS BIKE OF THE YEAR.
MASTER
OF TOURING
M V A G U S TA . C O M . A U
NATIONAL DEMO EVENT : 18TH June - VIC & TAS, 25TH June - NSW, QLD, SA, WA, NT & NZ
REGISTER ONLINE AT MVAGUSTA.COM.AU
NEWS TORQUE
Harley’s Roadster
HARLEY-Davidson has released a new Roadster model
which will join the Dark Custom line-up.
The new machine is being launched to the Australian
motorcycle press two days after this issue goes to press,
so go to www.cycletorque.com.au/HDRoadster for our
launch report and links to our video review.
Brad Richards from Harley-Davidson said the Roadster
is inspired by classic American racing motorcycles,
similar to the Sportster from the ’50s and ’60s, saying
“we wanted to give the roadster some DNA from the
high-performance KHR models of the mid-’50s, and later
Sportsters tuned for the drag strip.”
foot controls, lightweight spoke-wheels, dual front brakes with
ABS and longer travel suspension.
“Those bikes had fenders cut to the struts, the small fuel
tank, and were stripped to their bare essentials to achieve
a singular performance purpose.”
The Harley-Davidson Roadster model will be offered in four colour
choices: Vivid Black with a charcoal denim pinstripe; Black Denim
with a red pinstripe; Velocity Red Sunglo with a red pinstripe; and
two-tone Billet Silver/Vivid Black with a burgundy pinstripe.
Those looking for modern performance should be
pleased, with the new Roadster featuring mid-mounted
Pricing for the new Harley-Davidson Roadster starts at $19,495
ride away. n
NEWS TORQUE
Kawasaki Australia donates
Ninja for tertiary education
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KAWASAKI Motors Australia
is continuing its support of
emerging Apprentice Motorcycle
Technicians by donating a 2015
Kawasaki Ninja 300 to TAFE NSW
for vocational training purposes.
The donation is one of many
that Kawasaki Motors Australia
have contributed to various TAFE
institutes around Australia, in an
effort to encourage sustainable
training practices that make
students better equipped when
entering the workforce.
Technical Service Department Assistant Manager at Kawasaki Motors Australia, Jeremy
Fuller is a passionate advocate of the donation program, “We have developed a strong
relationship with TAFE through product donation and support over the years.
“We aim to provide the latest products and diagnostic service tools so that apprentice
technicians can benefit from learning on modern machinery as opposed to dated
products.”
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“In addition to donating motorcycles and diagnostic service tools, we have also trained
some teachers on best practice for delivering mostly diagnostic training focused on
Kawasaki products,” Mr Fuller said.
Head Teacher of Automotive Technology at TAFE NSW – Sydney Institute, Peter Denison
also expressed his gratitude, he said “we are grateful for the one of many donations.
“It means that our students get the latest and greatest to learn on, which is a benefit to us
and to Kawasaki owners as well.”
Denison made note that his students will eventually be applying their learning to
Kawasaki motorcycles in dealerships and workshops around Australia. n
MRB 2253
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NEWS TORQUE
Suzuki’s Le Mans podium
SUZUKI ace, Maverick Viñales, has ended a seven-year drought, crossing the line in third place to secure his first
MotoGP podium at Le Mans, May 8.
“At the end, I was not pushing on the limit, I was just trying to have the situation under control and give this
third to Suzuki.
“I was thinking a lot on Argentina race, and for sure I was trying not to make the same mistake,” Viñales said in
the post-race press conference.
Yamaha riders Jorgé Lorenzo and Valentino Rossi finished first and second place respectively.
Lorenzo was dominant, leading the race from start to finish in an impressive display of consistent lap times,
while Rossi started from the third row in seventh place, and had to pick off riders lap by lap.
By the time Rossi had made it to second, Lorenzo’s lead was too strong and meant he could not fight for the
victory.
The impressive result shows Viñales is learning the most important lesson in MotoGP, which is simply to stay on
the bike.
Bradley Smith, Jack Miller, Andrea Dovizioso, Andrea Iannone, Tito Rabat, Cal Crutchlow and Yonny Hernandez
all crashed out of the race.
Scott Redding also had to retire from the race after five laps with an unknown issue.
Dovi’s blues continue
Andrea Dovizioso looked like he may have been taken out by Marc Marquez during live coverage, but upon
replay it was clear both Dovi and Marquez both lost the front simultaneously. They were both pushing too hard
on on what appeared to be a separate patch of asphalt in an attempt to keep up with Rossi in second place.
Dovi has been in contention for the podium for the last three races but has not been able to take a solitary
championship point.
Marquez, whose crash was identical just metres away was able to pick his bike back up in Le Mans, finishing with
three World Championship points and keeps his world title hopes alive.
Surely Dovizioso’s saving grace for a 2017 factory ride with Ducati is that his team mate, Andrea Iannone, has not
managed to fare much better, with the Italian only claiming 25 points in the three races Dovi hasn’t managed to
finish.
Mending Miller’s regret
Jack Miller looked like he was going to make a promising return from a leg injury and take at least six points
from the French Grand Prix, the young Aussie could have even finished within the top 10, but he crashed out
with 11 laps remaining in a battle for 10th place.
Bradley Smith, who was ahead of Miller, lost the front two laps later which meant Miller could have realistically
battled with Alvaro Bautista for ninth place.
Viñales’ result only fans the flames of a switch to ride alongside Valentino Rossi in 2017 after Yamaha rider Jorgé
Lorenzo has confirmed he will be riding for Ducati.
Much of the post-race press conference was spent tying to tease an answer out of the Spaniard.
This is Suzuki’s second year back in MotoGP with the GSX-RR after leaving the competition at the end of 2011.
Viñales’ podium is the first for Suzuki since Loris Capirossi in Brno, 2008.
Suzuki’s last MotoGP win was with Aussie Chris Vermuelen at Le Mans in 2007. n
NEWS TORQUE
Moto Guzzi’s new V9s
ONE of the most iconic engines in motorcycling, the 90-degree V-twin from
Moto Guzzi has been refined, growing into the new V9 which will power two
new models.
With tastefully retro style, the V9 Bobber and V9 Roamer have just been
announced by Moto Guzzi. They will be launched in early June and you’ll be
able to follow the event via Cycle Torque’s Instagram channel and Facebook
page, with an article a video going live as soon as we can afterward. By midJune, you’ll find the article and links at www.cycletorque.com.au/MGV9.
Both look great and are screaming to be customised further.
Moto Guzzi says “An authentic motorcycle in every sense, every component
of the V9 has been designed to encompass a quality superior to the
competition whilst also enhancing the pleasure derived from riding a
motorcycle.
“The V9 is the lightest mid-size cruiser on the market and provides supreme
handling on the city streets and old fashion fun on the wide open road.
“Complete with Anti-Lock Braking System, Moto Guzzi Controllo Ducati
Trazione (Traction Control) and the platform for the Moto Guzzi Multimedia
application (available as an accessory), the new V9 offers all the safety and technology customers have come to expect
from the brand which has been creating history for 95 years.”
The V9 Roamer features gloss pearl paint scheme which have been coupled with chrome mechanical details which is
essentially Moto Guzzi.
It’s going to be available in three colour schemes and will be priced ride-away at $16,500.
“The famous minimalistic style of the Bobber which was made famous in the United States post WWII has been
reincarnated by Moto Guzzi in order to create the V9 Bobber. The fusion of blacked out mechanical details, matte colour
scheme, 16” matte black rims with an oversized 130 millimetre front tyre and blacked out exhaust weld a distinctive
character which is unmistakable. If you are looking for a little bit of soul, look no further.
“The V9 Bobber will be available in “Nero Massiccio” with yellow highlights which adorn the tank and guard and “Grigio
Sport” with red highlights which also adorn the tank and guard. The V9 Bobber will have a recommended ride away price
of $16,500.”
More information on these two new mid-size cruisers from Moto Guzzi can be found at www.motoguzzi.com.au. n
NEWS TORQUE
Limited spaces left
for BMW GS Safari
BMW Motorrad Australia has
limited spaces available for the
2016 BMW GS Safari Enduro, July
24-30.
This year’s ride will take riders
through some iconic outback
locations, from the South
Australian Coast at Streaky Bay
through the Flinders Ranges,
Coober Pedy, Arkaroola and
culminate in Broken Hill.
HILLS
MOTORCYCLE
WRECKERS
WRECKING JAPANESE AND EUROPEAN
BIKES OLD AND NEW MODELS
Miles Davis, spokesperson for
BMW Motorrad Australia said ”this is an event that will take BMW GS riders
into the heart of our country in the company of others GS riders.
“It will challenge many and it will take riders to places that most would not
ride by themselves.
“It will be a ride to create memories that will last a lifetime.”
The BMW GS Safari Enduro is fully supported with mechanical, medical and
luggage carrying backup and is the perfect opportunity for BMW GS riders
to experience the great Australian outback.
The ride is best suited to those with off-road experience; who are looking
for more challenging terrain or bigger distances each day, or both.
Registrations are being taken at bmwsafari.com/events/2016-bmw-gssafari-enduro n
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NEWS TORQUE
Hayden’s Maiden SBK Win
NICKY Hayden crossed the line in Sepang to
take his first ever win in the Superbike World
Championship on May 15.
Sykes took an incredible win from pole in the
first Superbike race of the weekend from Rea.
The big winners off the line in race one proved
to be Pata Yamaha’s Alex Lowes and Honda’s
Michael van der Mark, with Lowes taking the
lead from P2 on the grid and van der Mark
slicing through from tenth to sixth, before KRT
duo Rea and Sykes moved through on the
Yamaha.
The American, a ‘rookie’ in the class, took off
from the pack in a supreme display of speed
and control in difficult conditions. Ducati’s
Davide Giugliano came home second after
a late charge, ahead of reigning champion
Jonathan Rea.
Downpour hit the circuit Sunday, just before
the World Supersport race start.
Hayden, after initially losing out off the line,
soon broke into the top five to chase down
the lead group.
As the weather conditions worsened and the
World Supersport race was postponed until
after WorldSBK, the riders had a long look at
the sky in preparation for a wet race.
A cautious line up threaded through turns
1 and 2 for the first time as the front row of
Sykes, Rea and Alex Lowes was joined by
Honda rider Hayden from the second row.
Hayden began to pull a gap on second placed Rea as
riders behind battled for position.
With grip tricky to judge, only the Kentucky Kid
seemed confident in the initial laps, with Rea
remaining behind in second place as Lowes and
Sykes struggled to find similar pace. With the top
three settled as Hayden, Rea and Davies, it was
second Aruba.it Racing – Ducati rider Davide
Giugliano who then began to set the fastest laps of
the track and caught team-mate and title contender
Davies.
Sykes began to pull a gap on team-mate
Rea, who found himself chased by key
championship rival Chaz Davies.
After shadowing the Welshman, Giugliano made
his move and took the position, heading off after
Hayden in pursuit of a victory. The Italian came home
in second after the late charge, as Rea passed Davies
to lock out the podium in third, ahead of his Welsh
title rival who crossed the line fourth. Defending
champion Rea remains the only rider on the grid to
have been on the rostrum in every race.
Australian Journeyman Ant West got a ride replacing
Sylvain Barrier and finshed 12th, while other Aussies
Josh Brookes finished the race 15th, and Josh Hook
did not finish.
Earlier in the weekend, it was Kawasaki 1-2 as Tom
The Yorkshireman also set a new lap record on
lap two, his first flying lap of the track, on his
way to a commanding lead and victory.
Rea on the sister ZX-10R followed his team-mate
home to second after eventually shaking off the
challenge of Davies.
The Aussies all finished race one - West in ninth,
Brookes 11th, and Hook 15th. n
NEWS TORQUE
REIGNING FIM Superbike
World Champion Jonathan
Rea has re-signed with
Kawasaki’s official KRT effort
to compete for two more
years.
ST Motor
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&
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cyc
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AC
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Rea-ning WSBK Champ signs
two-year deal with Team Green
Sales • Service • Spares
“I am so happy to extend this
partnership with the Kawasaki
Racing Team and continue the
great relationship I have with
all the Kawasaki engineers
and fans.
LES
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SERVICING
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Rea said in a statement, “It is clear that our objectives and way of working are very well
matched so it makes perfect sense to extend this for two more seasons.
Qualified technicians with many years of service across
DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND
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JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET.
per cent confident that we will enjoy working together and develop the Ninja ZX-10R
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“The successes Kawasaki have enjoyed with Jonathan and his relationship with our
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KRT Team Manager Guim Roda said his goal is to keep both Rea and Sykes for the next
two years. n
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NEWS TORQUE
2015 I 12
cycletorque.com.au JUNE 2016
2016 Finke Preview
ALL eyes will once again be on Toby Price as he looks to make it a
three-peat at the 2016 Tatts Finke Desert Race, June 10-13.
This year has been stellar for Price, who has taken line honours for
both the Dakar Rally and Abu Dhabi Desert Challenge.
Another win would equal Randall Gregory’s record at five in
total, but Price said up and coming riders will look forward to the
challenge.
Price will obviously be hard to beat, but KTM team-mate Tye
Simmonds will be looking to get the job done.
Simmonds recently took out the E2 class at Round 6 of the
Australian Off-Road Championships at Murray Bridge, claiming the
outright fastest time of 41:43.692.
Simmonds was also runner up to Price at last year’s Finke.
Active 8 Yamaha’s best chance is with Beau Ralston.
Ralston claimed fourth outright at Murray Bridge and second in
the E3 class.
Ralston’s teammate Josh Green will be out of action, after
undergoing knee surgery earlier in May.
Green tried to manage the troublesome knee throughout the
AORC season but his riding and results have suffered.
“I have battled the discomfort and the uncertainty of my knee for
the past few rounds and the last weekend proved that I’m unable
to race at my usual speed so it was best to get the surgery done
as quickly as possible,” Green said.
Head to the Quad Torque section on page 35 to read more on the
2016 Tatts Finke Desert Race.
Australia’s fastest female off-road racer, Tayla Jones, will also be
competing on a WR250.
“My goal is to race overseas full-time and both AJ [Roberts] and
Ray [Howard] have been so supportive of that and working
with the Active8 Yamaha team and racing against the men is all
geared to prepare me for international competition,” Jones said.
Active8 Yamaha team manager AJ Roberts said his aim is “to take
her riding to the next level so she can continue to succeed on the
world stage,” and certainly a solid result at the Finke will help get
her there. n
It’s not where you’re going, It’s how you get there!
http://www.kenma.com.au/motorcycle_luggage.html
NEWS TORQUE
C Y Ccycletorque.com.au
L E T O R Q U E F E BJUNE
RUAR
Y 2 0I I13
1
5
2016
cycletorque.com.au
JUNE
2016
13
Victorian Police targeting riders
The Victorian Police have announced Operation Motus, a patrol unit aimed at catching
unlicensed riders, those riding outside the conditions of their licence and, of course, those
breaking the road rules.
Sounds fair enough at first, until you realise the way this will be done will be to pull over as
many bikes as possible for licence checks.
The press release about Operation Motus quotes Road Policing Assistant Commissioner
Doug Fryer saying, “If you’re a motorcyclist in Victoria who hasn’t been checked by the
police lately, expect that to change.”
CHAIN
LUBRICATOR
And if that isn’t bad enough, Mr Fryer said the patrols were to ‘warn’, ‘educate’ and ‘engage’
with riders, “It may be to talk to them about appropriate clothing, or the line they are taking
when they are riding.”
The Victorian Police have no civil right or obligation to do this. Indeed, the Cycle Torque
crew will be roundly annoyed if a police officer tries to lecture them about riding gear or
‘lines’. For a start, only an approved helmet is required by law – although stupid to do so,
you are within your rights to ride a motorcycle wearing a pair of budgie smugglers and a
helmet. And are the police involved trained to teach motorcycle riding?
Motus has been announced in the wake of 28 Victorian motorcycle deaths so far in 2016,
but Cycle Torque has learned a significant number of those were unlicensed and/or riding
unregistered bikes, so we might have to cop the licence checks because there aren’t too
many other ways to confirm someone behind the handlebars has a licence - but if they start
delaying your progress becasue they want to lecture you about your riding gear, that’s Not
On.
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Expect to see increased police numbers on your favorite road. “The Solo Unit will now
be deployed to areas we have identified as particular hot spots for motorcycle fatalities,
collisions or dangerous behaviour.”
In related news, a recent Victorian Government-funded report outlined the benefits of
motorcycling in the area, the Minister for Tourism and Major Events Louise Asher said,
“motorcycle tourism has the potential to make an important contribution to the Victorian
economy, particularly in regional areas,” and measures like this will only deter motorcyclists
from travelling to this nanny state.
Any revenue raised will not be offset by motorcyclists being put off travelling to Victoria.
“Motorcycling is the fastest growing road user sector, nationally experiencing eight per
cent growth per year over the last decade and 12.5 per cent in sales growth last year alone,”
Asher said.
Victorian police will say Operation Motus will be a success if the death toll is lower.
But, will it? n
PHONE: 02 4322 0949
EMAIL: [email protected]
WEB: www.amhp.com.au
NEWS TORQUE
Broc Glover to appear at Classic Dirt Conondale
US motocross and Supercross legend Broc
Glover will appear at the upcoming Classic Dirt
Motocross event at Conondale on the Queen’s
Birthday long weekend.
Glover will take the long flight downunder and
be the special guest of Yamaha Australia at the
high profile event, now in its 12th year.
“It is an honour to be asked to attend an event
like Classic Dirt and for my name to be still
recognisable after all these years,” Glover said.
“I have heard great things about the event and
look forward to the weekend in Australia and
spend it with people who are passionate about dirt bikes and helped to make my career so special. “The late 70’s and early 80s were such a strong era for dirt bikes around the world so it will be pretty
humbling to relive some of those times with my fellow riders at Classic Dirt.”
The Californian-based legend came to prominence in 1977 when he won the US National
Motocross championship on a YZ125 and then went on to defend his championship in 1978 and
1979 making it a hat trick of national championships.
Glover moved to the 500cc class in 1981 and racked up three more championships, 1981, 1983 and
1985 before retiring from full time racing in 1988.
Glover was inducted into the US Motorcycle Hall of Fame in 2000.
This isn’t the first trip to Australia for the popular US rider, Glover was a semi-regular visitor during
his racing days highlighted with an event victory when in Brisbane during the twilight of his career,
competing at a supercross event at the Chandler Velodrome.
“I have fond memories of my time in Australia and especially around the South East Queensland
area.
“The people treated me well, I had a great night racing and even won wearing pink gear.
“I might see if I still have a set of that gear and bring it with me for old time’s sake,” Glover laughs.
Glover will be alongside a host on domestic legends of the sport including Stephen Gall, Craig
Dack, Mike Landman, David Armstrong, James Deakin plus a few more international guests still to
be announced.
“We are excited to announce that Broc has decided to join us for Classic Dirt,” says Yamaha’s Brand
Manager, Peter Payne.
“For anyone with even the smallest interest in motocross, the name Broc Glover is instantly
recogniseable and even to this day, he is a popular figure in the US and still working in the
motorcycle industry.
“Along with having Broc at Conondale for the weekend, we have a range of activities and things to
see at Conondale as it also coincides with Yamaha’s 60th Anniversary so it will be a special weekend
for motorcycle enthusiasts.” Classic dirt relives a golden era of dirt bikes as the sport boomed in the 1970’s and 1980’s.
The event takes place on June 10-12. n
2016
RUAR
Y 2 0I 14
15
NEWS TORQUE
Suzuki releases V-Strom
Grand Tourer
SUZUKI has
released a variant
of its venerable
V-Strom 1000,
the Grand Tourer
edition.
The GT edition
features a factory
35L top box, side
case set, centre
stand, lower
engine cowl,
touring screen,
LED indicators,
hand guards, decal
set and tank protector.
National Marketing Manager for Suzuki Australia Lewis Croft said the
V-Strom 1000GT is “the complete package, ready to ride away from the
dealership with nothing more to add and represents the best value for
money fully-equipped 1000cc adventure tourer on the market.”
The 2016 Suzuki V-Strom 1000GT is available for a recommended retail
ride away price of $19,990 in Metallic Mystic Silver, Candy Red and
Metallic Matte Grey colour schemes and is backed by Suzuki’s two-year,
unlimited kilometre warranty. n
2016
RUAR
Y 2 0I 15
15
Nigel Morrell’s
MOTORCYCLE SERVICES
Motorcycle Crash Repairs & Restoration Since 1988
www.nigelmorrellsmotorcycles.com.au
ABN:81616249576
[email protected] PH. 08 8351 7088
Adelaide’s only specialist motorcycle crash repairer, where unlike most of the
dealers and mechanical shops who just do part replacement, we are proud of the
fact we actually do repairs and almost all of the work is carried out ‘In House’.
Adelaide’s only motorcycle repairer in Suncorp Insurance Group’s ‘Specialist
Repairer Network’.
We are excited to announce the addition of
Paul ‘Bluey’ Harness to our team
He brings with him a wealth of technical knowledge with over 35 years of
experience and is factory trained on Suzuki, Yamaha and Honda brands up to
current models.
We look forward to being able to offer a more comprehensive range of
mechanical services from minor servicing to major engine work.
To celebrate Blue coming on board we are offering a special Flat Rate Service
Special for April and May.
We will do a Minor Service with the Recommended Penrite Lubricant and a
Genuine Oil Filter for $180.00. This is for all road bikes, Super Sport, Sport,
Metric Cruisers and Harleys.
As seasoned professionals we pride ourselves on our mature approach to
repairing and maintaining your motorcycle and look forward to giving your pride
and joy the love it deserves
Tank metal finishing, fairing repairs, plastic welding and painting
We’ve been doing this for almost 30 years and offer quality second to none
Race replicas are a specialty
We also offer a pick up service for your crashed or
broken down bike and a valet service to your work or
home in the city or surrounding suburbs.
13 ROSSLYN ST. MILE END SOUTH . SA. 5031
SMALL TORQUE
Stoner spotted in Warners
Bay
CASEY Stoner was spotted at Warners Bay - where Cycle Torque’s
head office is located - earlier in May.
Instead of giving us a riding lesson or two (hundred), Stoner was in
town for his daughter’s appointment with the hairdresser.
Word has it Casey never misses an issue, and you are most welcome
to visit us next time.
NEW
STREET TWIN
Reed finishes 2016 AMA SX
season in fifth place
CHAD Reed has finished the AMA Supercross season in fifth place,
following the last round in Las Vegas.
Ryan Dungey took out the 2016 title, in front of Ken Roczen and
Jason Anderson.
Rain created muddy conditions which took its toll on the 34-yearold, who qualified for the final in ninth place.
The Aussie used his experience to make up a few places in the final,
where he finished a respectable fourth.
Reed will now compete as a wildcard at two rounds of the FIM
MXGP in June.
A recent news report said Reed, who has 15 seasons of supercross
under his belt isn’t contemplating retirement just yet.
FINANCE AVAILABLE I TRADE-INS WELCOME
NORTHSIDEMOTORCYCLES
335 PACIFIC HIGHWAY, ARTARMON NSW 2064
PHONE: (02) 9439 3549 WWW.CYCLECO.NET.AU
SMALL TORQUE
Yamaha 60th Roadshow rolls
onto QLD
YAMAHA has produced a slick video for their recent 60th
Anniversary Roadshow at Perth’s Five Star Yamaha.
The 60th Anniversary Roadshow will be in Queensland by the time
this goes to print.
There was a full spectrum of heritage and modern Yamaha
machinery on display, the event drew motorcycle enthusiasts from
far and wide providing a once-in-a-lifetime opportunity to meet
Yamaha legends Stephen Gall, Craig Dack, Michael Dowson and
Kevin Magee.
Yamaha’s factory-backed stunt-bike rider, Dave McKenna, kept the
action flowing aboard his MT-09 stunt machine and specially built,
turbo-charged MT-09 drift machine – nicknamed the ‘Tyre Fryer’.
Go to www.youtube.com/YamahaMotorAustralia to see the video.
Queenslanders can see the roadshow at North Star Yamaha, Bowen
Hills, June 4.
60th anniversary SR
YAMAHA has also released yet another model in its 60th anniversary
livery, this time with the SR400.
The special edition is limited to 10 units Australia wide, and is sure to
attract plenty of attention from collectors.
Head to your local Yamaha dealer and try to snap one up before
they disappear.
Servicing All Makes & Models (ROAD & DIRT)
Specialising in European Motorcycles Sales
Quality Parts & Repairs
Learner Bikes (LAMS APPROVED)
Performance upgrades and accessories
12/1498 FERNTREE GULLY ROAD KNOXFIELD VIC 3180
P 03 9763 1433 F 03 9763 6836 E [email protected]
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now in stock
introductory
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on selected pipes
new features:
 Aerospace high-temp carbon fiber
 Teflon coated magnesium end-cap
 Stamped spring-fit inlet
 Aluminum CNC Machined outlet
 Rubber-lined styled mount
 Spiral-wound perforated core
 Accepts sound reduction tips
the latest state-of-the-art product from two Brothers racing
The all-new Tarmac exhausT feaTures carbon fiber highlighTed by a naTural
finished aluminum ouTleT and sTamped spring-mounTed inleT for ulTimaTe
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All of our carbon parts are made with a high temp aerospace grade epoxy resin. The carbon fabric is made with a 33 million modulus
carbon tow then impregnated with the high temperature resin under very tight tolerances. This allows us to make sure that the fabric
is impregnated with the exact resin content every time. We then place all of our products in an autoclave to cure. We cure all of our
products under full vacuum and apply over a 100 psi for the cure. Using an autoclave allows us to consolidate the material and it also
allows us to remove any volatiles from the material. This also includes any air that is trapped in the laminate.
www.motonational.com.au
EDITORIAL
Digitally speaking
While I will always have a love for the paper and
ink of a printed magazine, we’re seeing our digital
products growing and the demand for print
advertising to support it shrinking. It’s not the
collapsing circulation being experienced by the
newspapers, and overall our readership hasn’t
changed much this decade, but where people
read their Cycle Torque content is changing.
It will be at least a month later before the Roadster
gets into Cycle Torque’s print magazine - and
there’s simply nothing anyone can do about
that, short of publishing more often, which is a
ridiculously expensive idea for a free magazine.
Take, for instance, www.netrider.net.au. One of
Australia’s premier motorcycle forums, Netrider has
been around for years and has many motorcyclists
there discussing bikes, gear, accessories, rides and
connecting people. It’s a great thing, although I’m
in two minds about how Netrider’s system scrapes
Cycle Torque’s news stories and re-posts them
on the Netrider news page - where some of the
stories get lots of interesting comments, which
is great. However, it also means the Cycle Torque
website isn’t getting as many hits or comments as
maybe it could, which means advertisers aren’t as
interested in supporting us, which means we can’t
produce more news, bike tests and features…
So I encourage you to check out our digital
streams. We’re being more diligent on Instagram,
Facebook and Twitter in recent months, we’ve
uploaded videos to Youtube often and the
production of Cycle Torque’s fourth TV series is
really starting to ramp up.
I’m often surprised by how many people recognise
me from the TV show – we haven’t even been
able to get quality ratings figures from nowdefunct company which ran the free-to-air station
we telecast on, 4ME, but we know people were
watching - people asking
for selfies and autographs is
flattering but very surprising
for a bunch of motorcycleriding hacks who learnt how
to add some cameras to
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their storytelling.
feedback
[email protected]
So on the one hand it’s great Netrider has the
confidence in Cycle Torque to repost our news (and
credit us for it, they aren’t stealing it), on the other
hand it’s impossible for Cycle Torque to continue
to create great stories without the support of the
industry.
Nonetheless, there seems to be millions of people
willing to advise you on everything from buying
a second hand bike to looking for romance on
Netrider, so it’s well worth a look.
But it’s worth subscribing to Cycle Torque’s Youtube
channel, so you can be notified when we post new
videos, liking our page on Facebook and checking
us out on Instagram, too.
The magazine will still be the place to find feature
articles and tests. The “Essentials for Road Bike
Riders” in this issue is an example of that - all the
digital media versions of the story are planned
to go live around the same time as the print
magazine went to press.
Ever since we launched the iPad edition of Cycle
Torque I’ve been asked if we’re killing off the print
edition, and the answer has always been the same
– we love print and while readers still read it and
advertisers still support it, the print edition will
continue. But I have to admit, the frequency of the
website, the interaction of social media, the action
of Youtube and the overall package which is the
digital magazine is a combination which is hard to
beat.
TAP ICONS TO EXPLORE
BY THE time you read this, I will have attended
the launch of the new Harley-Davidson Roadster
and hopefully posted pictures to Instagram and
Twitter, updated Facebook with information about
the ride, written the launch report and posted that
on www.cycletorque.com.au and - probably most
importantly in 2016 - uploaded a video review of
the bike to Youtube.
WWW.
So make sure you check out our digital channels
this month and further down the track and see
what it’s all about.
– Nigel Paterson
Managing Editor
NEWSLETTER
DIRTY TORQUE
The First Corner
Leaning your steel horse into the first corner at the pointy
end of a full field of motocross or supercross riders is not for
the faint hearted.
Although it is taken for granted as one of the many risks
involved in the sport, it does take a certain amount of skill
among a pack of racers to get in and out of the turn without
carnage.
If I can take a short amount of time to talk about my own
racing I look back at the thousands of times that I have
belted into the first corner with a gaggle of riders either
right up my clacker or all around me and I marvel at the very
few times that it has resulted in a massive pile-up.
I think back to the hey-day of the Thumper Nationals series
where for many years I raced against the same group of
riders which included Lyndon Heffernan, Darren Thompson,
Geoff Ballard, Vaughan Style and Bevan Ernst to name a
few and I can say without fear of contradiction that we
ripped through first corners that varied from second gear
off-camber hair-pins to fourth gear sweepers and thankfully
none of these riders flinched and we rarely clashed.
Interestingly, the only time the first corner went pear-shaped
during this period was either when a back marker scored a
great start and didn’t have the skill to deal with the situation
or if a local hot-shot decided to make a name for himself by
getting a holeshot in front of his mates.
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feedback
Actually, I remember racing at
Barrabool, Victoria in 1999 and
our class (Over 35s) was chockers
with talent and a former Victorian
champion (I won’t name him but
when he reads this he will know
[email protected]
who I am writing about) turned up to make a name for
himself and in the very first race he completely outbraked himself and spewed through the first corner
taking half of the field wide and it was dumb luck that
no-one was injured.
Over the next three races this wanker caused nothing
but carnage and chaos and after getting a serve from the
regular front runners at the end of each race that was the
last we saw of the ‘former champ’ at Thumper Nats level.
None of us begrudge good hard racing but if you have
to ride like a lunatic to stay with the leading bunch of
riders you simply don’t belong there in the first place.
Now we move forward the best part of 20 years and we
marvel at the speed and professionalism of the modern
Pro racer but really nothing has changed, the first corner is
still crowded with the regular front runners who have the
experience and the skill to deal with each situation but no
matter how many times you watch them you can’t help
but be impressed with the way so many top riders can get
in and out of the first corner with so few serious crashes or
injuries.
For mind one of the most dangerous first corners is at
your local club race meet. This is where the confidence,
experience and skill levels are so diverse that it is a dead-set
lottery as to what is going to happen when everyone blasts
into the first corner with the only saving grace for a Pro or
top level racer is that there is a fair chance they are going to
go through well and truly in the lead, the safest place in this
situation.
And finally we have the increasingly popular VMX scene.
Seriously, there is a small portion of VMX riders who should
stick to working on their bikes and either leave them in the
Number 97 is Smarty staying out of trouble at a dreaded club day
shed or let someone with more skill ride them. I have been
racing the annual Conondale Classic for many years now
and while it is without doubt the best meeting of the year,
diving into the first corner among riders on high powered
dirt bikes that have dubious braking potential brings a
new intensity to the situation and although you may think
that at an advanced age many of the riders would know
better the most dangerous is the once-a-year warrior who
jags a great start on his $10,000 weapon that becomes an
unpredictable mobile chicane at the critical part of the
turn…..aaarrrrgggghh!!
Anyway, it is fair to say that for racers and spectators alike
the first corner is the most exhilarating part of motocross
and supercross and I take my hat off to all of the riders who
have tackled the task in the past and to all who will do so in
the future.
– Darren Smart
RACE TORQUE
Gregg Hansford – F750 genius
Gregg Hansford was one of the fastest, smoothest and
most spectacular riders of his era. That is hardly news.
The tall Queenslander was best known for claiming
second in the 1978-79 world Kawasaki KR250
championships, and third on his KR350, but his standout performances in Formula 750 racing through 197778 have slipped through the cracks of history. After
finishing fourth in the rain shortened 1977 Daytona
‘100’ against a sea of factory and private Yamaha
0W31s, Gregg scored a terrific third at Charlotte behind
winner Kenny Roberts and Skip Aksland to be the lone
Kawasaki in the top ten. At Laguna Seca, he carded
third overall in the 1977 F750 world championship
event after a 2-3 finish ahead of eventual F750
champion Steve Baker. Gregg beat home Gary Nixon
and his Erv Kanemoto-prepared TZ250 in a brutal
International 250 race. And therein lies the tale. The
KR250 was a race winner, the KR750 wasn’t. Not even
close. But Gregg brought it home first more times than
it deserved.
Cycle magazine’s report of the ‘77 Daytona 200 said,
“Hansford is very much a world class racer. He literally
rides the wheels off his Kawasaki, using the brakes
better than anyone at Daytona.” When Hansford
encountered Takazumi Katayama and his faster
Yamaha in the 200, Cycle wrote,
Hansford “uses his brakes harder
than mortals can stand, riding the
infield like lawyers were after him.”
Following his Daytona heroics,
Gregg rejected a $10,000 offer to
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race at the 1977 Isle of Man TT.
feedback
[email protected]
At the final round of the ‘77 World F750
Championship at Mosport, Canada, Hansford blitzed
a quality field to win both 25-lap legs to claim the
overall win. Yvon DuHamel, who had come out of
retirement, carded a 3-2 finish for Kawasaki’s only 1-2
in F750 championship racing. Champion-elect and
pole sitter Steve Baker claimed third. After sparring
with Baker in the damp conditions, Hansford took off
to win by 11 seconds with DuHamel finishing almost
a minute behind Baker. It was Hansford’s first victory
in world championship racing. Promoters considered
cancelling the second leg due to the wet and oily
track, but the riders didn’t hold back, more than
making up for the processional first race. For much of
the treacherous journey Hansford, DuHamel, Baker
and Mike Baldwin were line astern, the lead changing
several times a lap before Baldwin dropped off the
group at the 20-lap mark. With a dry line formed,
Hansford and DuHamel fought it out to the end, the
win going to the Aussie by less than a second with
Baker third.
Hansford won the 1978 Daytona 250 race, and a few
months later at Brands Hatch he was hailed the new
Mike Hailwood after his stunning UK debut. Following
his incredible ten-second win over Kenny Roberts at
the Spanish 250 Grand Prix at Jarama, Hansford wowed
the crowds at the British round of the 1978 World
F750 Championship. Motor Cycle News said, “Riding
a virtually obsolete Kawasaki 750-3, Hansford gave
the field an 800-metre start in the first Formula 750
leg when he crashed at Druids hairpin. He remounted
and rocketed into a racing performance that had
the grandstand crowd on its feet at the end of every
lap. By the end of the race, he was an unbelievable
fourth behind Kenny Roberts, Steve Baker and Johnny
Ceccotto.” At Assen in September, Hansford was on
target for a sensational double victory in the World
F750 Championship round but was cruelly thwarted
seconds from victory in race two. He took out the
opening leg by ten seconds after dismissing Baker and
Roberts, and was leading the second comfortably with
just a few corners to go when his front Michelin let go.
“I’d been going through that stretch all day without a
slide, but the front wheel just went away without any
warning,” a philosophical Hansford said.
Duke, Hailwood, Ago, Rainey, Spencer, Doohan, Rossi
and Kenny Roberts stand at the vanguard of road
racing legends. Roberts famously said Hansford was
fastest guy he ever raced against for simply jumping
on a bike and going for it. He wasn’t alone in this
assessment. “Gregg was brilliant,” remembers former
Team Kawasaki UK rider Barry Ditchburn.
– Darryl Flack
GUNTRIP
The 200 club
MOST people wouldn’t have noticed it. As landmarks
go, it was hardly up there with the breaching of the
Berlin Wall or the first moon landing. But I remember
what I was doing at the time: I was watching it happen;
seeing history being made as Shinichi Itoh became the
first man to clock 200mph on a racing motorcycle in
the heat of battle, at Hockenheim in 1993, on his bigbang, fuel-injected NSR500 Honda.
He finished seventh that day while Daryl Beattie won
the German GP for Honda from Kevin Schwantz’s
Suzuki. But for me, it had been Itoh’s day, at 200mph.
It mattered, that number. It mattered for the prestige
of the sport, for the headlines it might gain in the
mainstream press. For the future.
Move forward a couple of decades: I spent the first half
of last year writing a book about British racing during
the 1960s. They were good times: close racing, exciting
circuits, and an abundance of talent in the persons
of, for example, Mike Hailwood, Bob McIntyre, Derek
Minter and John Cooper – all of whom rode, for at
least a part of their careers, on a range of antiquated
machinery.
For all the efforts of Yamaha then and in later years,
motorcycle racing spent decades in a technological
backwater. Ours was a poor sport, a minority sport,
and we were waiting a very long
time for our equivalent to the
Cosworth DFV. That big-bang NSR
engine wasn’t it; but it was a major
step forward.
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feedback
[email protected]
When the big advance came, it took two forms:
990cc four-strokes in MotoGP in 2002, and the
development of 1000cc four-cylinder streetbike
engines for world superbike soon after
(developmental strains both full of DFV design
features).
Last year, with the return of the Bol d’Or 24-hour
endurance race to its spiritual home at Paul Ricard in
the south of France, the faster outfits had to confront
for the first time the problems faced by moderately
tuned endurance racing motorcycles attaining speeds
of better than 200mph on the Mulsanne Straight.
So now we’re in the happy position of having every
premier-league class – MotoGP, world supers,
endurance, even some of the domestic superbike
classes, fielding hardware capable of 200+mph. Elbows
are down and shoulders are millimetres from the deck,
while Marquez, Lorenzo, Rossi et al look ever more
like acrobats than motorcyclists of yore, and routinely
provide the sort of entertainment more akin to Cirque
du Soleil than traditional motor sport.
For all that, I don’t see how we’ll challenge Formula
One for prestige or popularity. It’s far richer because
of the might of the industry at its back and because of
the legions of people who support it by turning their
televisions to watch every second Sunday. And even
though you and I think it’s as boring as bat’s ordure,
processional, lazy and reliant on mechanical aids to
offer the sport a mere hint of the competitiveness
MotoGP offers week in, week out, it is still the ‘fastest
show on earth’, to quote its champions.
Which is, when all’s said and done, as much as you
can expect when you put a single-track vehicle up
against a twin-tracker. There’s this little thing about a
motorcycle called dynamic instability, which means it’ll
fall over if you just get off and walk away, whereas a car
will as like as not stay where and how you leave it. So
that places limitations on how we can corner, as does
the modest size of the contact patch front and rear
that enables a motorcycle to corner at all.
We understand these things because we glimpse the
compromises in the motorcycle’s design each time
we climb aboard; yet with the average F1 fan they just
don’t seem to register and he or she will cheerfully
tell you how much more quickly a car laps than a bike
as if it were some kind of endorsement from God
rather than an indication of how difficult it is to ride a
motorcycle at race-winning speeds.
You and I know the truth of the matter; but if the F1
geek insists over his dry sherry that cars are superior
sporting instruments to motorcycles, tell him you don’t
understand and ask him to demonstrate.
– Bob Guntrip
bmwmotorradaus
Husqvarna
FC250
CYCLE TORQUE TEST
FORK IN THE ROAD
Husqvarna
FC250
CYCLE TORQUE TEST
Husqvarna
separates
itself
from the
motocross
pack…
Husqvarna
FC250
CYCLE TORQUE TEST
Fork in the road
WATCH
VIDEO NOW
N TESTED BY TODD REED, PHOTOS BY NIGEL PATERSON
HUSQVARNA has a long and rich history of racing success,
although in recent years the brand has struggled to achieve
success at both racing and in the showrooms, but that’s
really starting to change.
A few years back the company was bought by the movers
and shakers at KTM, and now the white bikes are benefiting
from the technology, development, marketing and
engineering which comes with being closely aligned with
such a successful off-road brand like KTM.
In motocross the brand has really been kicking goals, with
successful campaigns in many areas, including the AMA
Supercross, so we were stoked to be able to get a ride on
the Husqvarna’s 2016 four-stroke lightweight machine, the
FC250.
What’s new?
Everything. Yes it’s all new. The 250cc four-stroke engine
barely resembles its predecessor, with a new crankshaft,
positioned 6mm higher with a 6mm shorter conrod,
redesigned crankcases and clutch shaft, new DLC (DiamondLike Carbon) coated camshafts, and a new exhaust system
all make for a more compact, lighter and more powerful
engine. Husqvarna claim to have dropped slightly over a kilo
from the total engine weight, which is down to 26.1kg, and
also claim a whopping 46hp at the output shaft. Pretty good
numbers for a 250cc four-stroke if you ask me.
The clutch and transmission have been redesigned to fit
in the new engine design, the CSS Coil Spring Steel clutch
contains seven plates with a CNC machined steel clutch
basket for longer life, while a new pressure plate and inner
hub increase oil flow and a Magura hydraulic clutch system
at the handlebars all work to improve the consistency and
feel of the clutch to the rider. The gearbox ratios remain the
same as in previous years, however 2nd, 3rd and 4th gears
are wider in physical size and are surface treated differently
to improve durability. A new gearbox sensor has been
added, which monitors what gear the rider has selected. This
is relayed back to the ECU, where upon each gear change
a specific map is loaded to better suit each gear. While in
the ECU department, a new launch control feature has
been added, where the rider can engage the system using
a switch on the handlebars to control power output and
traction for approximately two seconds after releasing the
clutch. Obviously, this is for use off the starting gate and is
aimed at improving traction and control. The electric starting
system that we know and love from the Austrian brand,has
undergone a further improvements too, with efficiencies
added to the starting process, a new, lighter battery and
a revised wiring system remove another kilogram in total
weight saving when compared to the previous model.
The chromoly steel chassis has undergone major
changes, the Husky engineers further fine-tuning the flex
characteristics of the steel frame and engine mounts to
improve handling and increase bump-absorption and feel.
The subframe material has been changed and is now an all
new carbon fibre design, which allows for a more compact
design and even further weight saving. The WP suspension
maintains the same basic components, the 4CS forks and WP
rear shock, with the internal valving and spring rates being
significantly changed. The rear linkage system has been
redesigned with a 3.2mm longer pull rod and new bell crank
to compliment the new chassis design.
The list of what’s not new is much smaller than above
list, however it’s the these premium components that
can sometimes set one colour apart from the rest. This
is where the current generation Husky really shines: Pro
Taper handlebars (the real ones not fake brand ones), ODI
Lock on grips, Black DID Dirt Star rims, Brembo brakes, CNC
Machined triple clamps, Dunlop Geomax tyres, Multiple ECU
Map on the fly selection, a ‘real’ gripper seat cover and plastic
handguards are just some of the standard features you will
find, right off the showroom floor.
The other thing that impressed me after seeing these quality
components was flicking through the Husqvarna accessory
catalogue, there is a myriad of other genuine accessories
and parts available for the FC250 - two types of exhaust
systems from FMF and Akrapovic, factory Brembo brakes,
bigger brake rotors, different styled seats for your height
or preference, lightweight factory billet aluminium parts,
factory sticker kits.
Continued
on nexton
page
Continued
next page
Husqvarna
FC250
CYCLE TORQUE TEST
SPECIFICATIONS:
On the track
Gone are the days of jumping on a Husqvarna and giving
yourself some time to get used to things. The 2016 models
are as close to a conventional set up as you can get. Initially,
I was extremely impressed by just how comfortable the
cockpit is, ODI grips are a nice touch and easy on our
office-hands and the Pro Taper handlebars have a custom
Husqvarna shape with a lower bend which I really like and
most other riders will too, the gripper seat is comfy and does
the job as it should, unlike others, and the new footpegs
offer a nice, wide platform.
The new engine is smooth and calm off the bottom with a
healthy mid-range, but it is not until you build the revs right
up towards the 14,000rpm redline will the Husky really show
its true colours. The top-end power from this machine is
exceptional. This makes the FC250 right at home on more
open tracks where you can keep it hard on the pipe, using
as much of those 46 ponies to your advantage. The standard
13/50 gearing certainly contributes to that top end fast
feeling engine too, for some riders adding a tooth to the
rear sprocket would certainly bridge that gap and bring
the power back to a more useable area. The new clutch and
transmission worked faultlessly, with the hydraulic clutch
having a great feeling at the lever. The dual map setting is
easy to use, with a switch located on the handlebars. With
two settings to choose from, standard or aggressive, you can
quickly choose which style works best for the conditions you
are in. On the day of our test the track had been tilled deep
and the top layer was quite soft in some areas, and because
of this the aggressive map was our preference. This helped to
make the bike more punchy for taking on jumps straight out
of a turn or for when you got bogged down in softer dirt and
needed a blast of power to get moving again.
The launch control is for use off the starting line and
is activated using the same map switch as mentioned
above, by beginning in the standard position, switching to
aggressive and switching back, an orange coloured EFI light
in front of the handlebars will flash, meaning the launch
control is now engaged. Once you ‘chop’ the throttle the
launch mode has a tendency to disengage and the flashing
light will go out, so you have to be careful during your
start preparation. Once activated, it’s pretty simple, hold
the throttle wide open, and with the correct clutch release
you’ll launch out of the gates with the ECU monitoring the
RPM so you don’t break into a handful of wheelspin. Sounds
technical, but it works very well once you get it right.
MANUFACTURER: Husqvarna
Predictability is key when it comes to handling and
suspension, and Husqvarna has again done a great job in
this department. The FC250 is stable at high speed and
exiting turns thanks to the new linkage, but remains nimble
and agile when cornering, the weight savings surely play a
role in this as the Husky is also very responsive to directional
changes and is easy to place in the right lines around
the track. The Brembo brakes are as good as it gets for
production equipment, and besides the KTM (which shares
the same braking system), nothing else even comes close to
providing the power and feel the Husqvarna delivers. The WP
suspension has a plush feel initially and works well around
most sections of the track. It’s quite supple and comfortable
over the small bumps, but the bigger hits and hard landings
can sometimes be a bit too soft and blow through the stroke
easily. Take some time to set the sag and dial in the clickers
correctly to get the most out of the standard settings. The
standard Dunlop Geomax MX52 tyres are a mid-compound
tyre, that are well suited to most Australian conditions,
offering a great mixture of grip plus durability, they worked
well at our test venue and we even have a set on our own
motocross bike.
TRANSMISSION: 5 speed
Verdict
The 250cc four-stroke motocross class is a very competitive
market, and to be honest all of the ‘Big Six’ OEM’s supply a
race-ready bike right off the showroom floor. So what sets
Husqvarna apart from the rest? They go beyond that raceready concept, by adding premium features to the standard
inclusions. There is no need to go throwing aftermarket parts
at the new FC to make it truly race ready and competitive at
club level, it’s already got most of the things you could want,
MODEL: FC250
YEAR: 2016
ENGINE: Single cylinder 4-stroke
DRIVE TYPE: Chain drive
FUEL CAPACITY: 7 litres
FRAME: Cromoly steel central-tube frame
SEAT HEIGHT: 960mm
WEIGHT: 101kg
FRONT SUSPENSION: WP USD 48mm 4CS
closed cartridge, 300mm travel
REAR SUSPENSION: WP shock absorber with
linkage, 300mm travel
BRAKES: Brembo F: 260mm R: 220mm
PRICE: $10,995 RRP
but the list of accessories that are available is impressive
and nigh on endless if you’re after that extra edge. The
engine is stellar, and is amongst best in class with its lively,
high revving feel. The bike handles great across a range of
conditions, and with a bit of time and knowledge the 4CS
forks can be dialled in on the money.
If you’re after a new bike, take a good look at the Husqvarna.
Its certainly a player in the 250F market and if you can score
a test ride, we are sure you will be impressed. n
Husqvarna
FC250
CYCLE TORQUE TEST
GALLERY
Husqvarna
FC250
CYCLE TORQUE TEST
GALLERY
Husqvarna
FC250
CYCLE TORQUE TEST
GALLERY
Husqvarna
FC250
CYCLE TORQUE TEST
GALLERY
Husqvarna
FC250
CYCLE TORQUE TEST
GALLERY
DIRECTLY INSPIRED AND DEVELOPED FROM THE CHAMPIONSHIP WINNING WORLD SUPERBIKES OF TOM SYKES AND
JONATHAN REA, THE 2016 NINJA ZX-10R IS THE CLOSEST THING TO A FACTORY SUPERBIKE KAWASAKI HAVE PRODUCED YET.
ENHANCED ENGINE DESIGN PUMPS OUT A HUGE 147.1 KW (200 PS)
ADVANCED ‘BALANCE FREE FRONT FORK’ DEVELOPED FROM WORLD SUPERBIKE
HORIZONTAL BACK-LINK REAR SUSPENSION WITH NEW-SPEC SHOWA BFRC LITE SHOCK
HYBRID PREDICTIVE/FEEDBACK SPORTS TRACTION CONTROL SYSTEM
Kawasaki Launch Control Mode (KLCM) FOR THE ULTIMATE STANDING STARTS
POWERFUL MULTI-SENSING INTELLIGENT ANTI-LOCK BRAKE SYSTEM
HIGH PERFORMANCE LIGHTWEIGHT TITANIUM HEADER PIPES AND SILENCER
ÖHLINS ELECTRONIC STEERING DAMPER INCREASES STABILITY AT HIGH SPEEDS
BOSCH IMU MEASURES 5 DEGREES OF FREEDOM FOR PRECISE CHASSIS ORIENTATION AWARENESS
Your Ninja... Your Kawasaki.
kawasakiaus
www.kawasaki.com.au
Indian
Springfield
CYCLE TORQUE LAUNCH
Usurping the King
Indian
Springfield
CYCLE TORQUE LAUNCH
Indian has
taken on one
of HarleyDavidson’s
most
successful
models by
targeting the
Springfield
at the Road
King…
Indian
Springfield
CYCLE TORQUE LAUNCH
Usurping the King
WATCH
VIDEO NOW
N ARTICLE BY NIGEL PATERSON, RIDING GEAR: SHARK HELMET, ROLAND SANDS JACKET, MOTODRY BOOTS.
THE LAST few years have seen huge growth in the big-bore touring bike market, especially the Americanstyle machines.
Much of that is down to how good the new Rushmore Harley-Davidson machines are, and one of those is
the Road King - and now we have the Indian Springfield - a take on that style of bike, with a big removable
screen up front and hard cases up the back.
The background
Indian motorcycles were first built in Springfield, Massachusetts, USA in 1901, so the new machine first
built 115 years later is named for the birthplace of the brand. It joins a line-up dominated by large-capacity
touring machines, but it’s the first Indian to have a screen and hard cases - until now you’ve hard the
Roadmaster and Chieftain with hard cases but also large fairings or the Vintage with a screen and leather
saddlebags. The plan was to build a beautiful machine built for two capable, standard, of giving a couple
the perfect weekend. The Indian Springfield is more than that though, stripped of the panniers and screen
it’s an incredibly good looking wildly retro cruiser and equipped with a few optional accessories including
the top case from the Roadmaster and you have a machine able to take on the long distance tour in
comfort and practical style.
The engine
‘111’ is brazenly displayed on the air filter of the Springfield, telling the world the machine is powered
by the 111 cubic inch Thunderstroke motor. A 49-degree V-twin styled to look reminiscent of the Indian
motors of the 1940s and ’50s, the Thunderstroke might look old, but it’s not. With gobs of torque from
right down low in the rev range, the Indian Springfield is easy to get on the move, carries all the weight
you’re ever likely to want to load up with ease and provides enough performance to easily get around slow
moving traffic.
The six-speed transmission is slick, although it has a fairly long throw on the lever, but it’s not as clunky and
agricultural as the transmissions on many cruisers.Like any self-respecting cruiser engine it shakes in its
mounts, but it’s a low-level, low revving shake, one which speaks to you of its power, not annoys you with
its vibes. Top gear feels like a true overdrive, where the massive pistons inside the 1811cc engine are firing
every second lamppost and the speed limit feels like the engine is hardly above idle. Maximum torque
of 161.6Nm is reached at just 3000rpm. Because it’s so relaxed at speed, you do need to be prepared to
change down to overtake, but that’s a small price to pay for the torque available when snicked down into
fifth or fourth - the Indian Springfield then takes off around caravans and trucks at a pace you wouldn’t
expect from a 388kg motorcycle. Feeding the beast is fuel injection, and in standard trim it’s a bit throttled
but the standard air filter and exhaust - freer breathing units are available as options and improve most
aspect of the Springfield’s engine. Throwing a few dollars at your Indian dealer for a stage 1 kit will make
your bike look that little bit more special and go a lot better, although until I rode an upgraded example I
wouldn’t have said it needed more horsepower.
Handling the grunt
Torque is a twisting force, and preventing the Thunderstroke motor from tying itself in knots is a stiff
aluminium frame from the other touring bikes in the range, fat 46mm conventional forks and a single airadjustable shock at the back. Interestingly, Indian has chosen to use chassis geometry quite different from
the other machines in its range, which has resulted in a quicker-steering, more dynamic machine than the
other bike Indian tourers. The steering head angle is the the same as the Roadmaster and Chieftain tourers,
but with a lot less trail, which means it turns much quicker, making it a lot more fun in the tight stuff,
although at the price of less stability - but not so much that you’d ever call the Springfield nervous. For a
big American tourer the Springfield is a lot of fun in the corners, although the wide, pulled-back handlebars
made the front wheel feel like it was a long way forward and didn’t give the feedback I’d come to expect
from my earlier tests of the Chieftain and Roadmaster. The suspension provides a very comfortable ride,
Springfield gliding across bumps and potholes without fuss or sending the shocks into the rider.
Continued on next page
Indian
Springfield
CYCLE TORQUE LAUNCH
American Style
On the road
Indian’s stylists really love the retro style. From the lit front ‘Fender’
ornament to the massive guards themselves, to the engine which
looks like it’s a side-valve design to the luxurious king-queen leather
saddles, most of the Indian range - the exception being the Scout looks like it could have been built 50 years ago.
The Springfield is designed to be a great place to be. I mean,
it’s almost big enough to have its own postcode, so there’s no
shortage of room, although I was wishing the screen was either
a bit taller, or a bit shorter. Taller and there’d been still air behind
it, shorter and my helmet would be happily in the breeze, but
the stock one just caught the top of my Shark and rattled it. So
if Indian gave me a Springfield I’d request it with the two-inch
lower screen and the two inch taller screen. Then I’d be happy
with the weather protection, although I’d add the optional heated
hand grips for winter tours. I’d also switch the handlebars out
for units which I’d have to reach forward for a bit more, because
I found the riding position just a little too upright, but this is the
beauty of these types of bikes - there’s a plethora of options,
so you can tailor the Springfield to suit yourself. Although why
anyone puts ape-hangers on defeats me. The standard panniers
swallow a decent load of luggage, and they are really convenient
on the road. Being top-loaders you can access them whenever
stopped and the electronic locking is pretty cool, too. Once you’re
loaded up you could play with the air-adjustable rear suspension,
something none of the journos on the launch showed any interest
in, including me. I found the Springfield to be very comfortable
and sure, underdamped when trying to scrape the footboards
through fast sweepers, but just ask yourself - how many riders who
are seriously considering buying one of these will find fault in the
suspension performance? I mean, the last launch I attended was
the Kawasaki ZX-10R at the Sepang Grand Prix circuit, so criticising
the performance of the Springfield’s suspension would be about
as relevant as complaining about the ZX-10R’s luggage capacity…
What did surprise me about the Springfield was its ability in the
corners, generous cornering clearance, grunt out of the bends… it
added up to a fun factor surprising in anything with footboards.
It’s cruel fun telling passerbys how it took years to find all the parts
needed to restore the machine to what you see here, but it’s just
so easy to do. Stripping the Springfield back to basics is easy. The
panniers are held on with a couple of internal fasteners and the
screen pops off in seconds, without tools.
The optional top box similarly can be removed quickly without
tools. “What about security,” I hear the paranoid one from the cheap
seats screaming… well, the panniers can be locked with a key or
electronically, which means you can’t get to the latches, and there’s
provision to install some torx screws into the frame of the top box,
preventing its removal - and you can’t get to the screws without
removing the panniers. In naked form the guards look gigantic, but
at least the black leather seat with white stitching stands out. It’s an
extra-comfortable work of art your arse will thank you for buying.
Other American styling touches include the tank-mounted single dial
instruments (fully electronic, of course), gorgeous headlight nacelle
and twin-filler cap fuel tank (the one on the left is a fake). Fuel’s
cheap, so they didn’t bother putting a locking cap on the Springfield.
Modern internals
Feel free to correct me if I’m wrong, but I reckon the first big
American touring bike with an aluminium frame might have been
the Gold Wing… and it’s certainly still not common. But along
with the aluminium chassis Indian has filled the Springfield with
modern, high-tech gizmos and whatsits. First, there’s the things you’d
expect - ABS and fuel injection. But did you expect ride-by-wire and
electronic pannier locking? I was pleased to see the cruise control
carry over from the other touring models, as has the keyless fob
starting. So Indian, why no electronic steering lock? Ducati’s done
that one. Thanks to the new cast wheels on the Springfield we do get
tyre pressure monitoring, and the instruments will also tell you the
air temperature, range, tacho, fuel economy and a whole heap more
either on the LCD readout or via nine - count ‘em, nine - idiot lights.
Thankfully they are hidden until needed.
Now, while I’m thinking of it, the Springfield is also fitted with
passenger footboards, which are adjustable in position, so they
can be set up to give your pillion the most comfortable ride they
can, and for those of us who wake up next to our pillions, that’s
very important.
The cost of all this fun…
Unfortunately, all this fun comes at a cost, that being $33,995 (in
Australia), which is close enough to the Harley-Davidson Road King’s
SPECIFICATIONS:
MANUFACTURER: Indian
MODEL: Springfield
YEAR: 2016
ENGINE: Thunder Stroke 111 (1818cc V-Twin)
TRANSMISSION: 6 speed
DRIVE TYPE: Belt drive
FUEL CAPACITY: 20.8 litres
FRAME: Aluminium backbone
SEAT HEIGHT: 660mm
WEIGHT: 388kg
FRONT SUSPENSION: Telescopic fork, 119mm
travel
REAR SUSPENSION: Air-adjustable single shock
- 114mm travel
BRAKES: F: 2x 300mm floating rotor 4 piston caliper.
R: 300mm single floating rotor 2 piston caliper
PRICE: $33,995 RRP
CALL FOR A QUOTE
1800 24 34 64
sticker it’s not really worth worrying about the difference. So what’s
it going to be, the established King or the one who would steal the
crown? The Road King is a popular bike, for good reason, but the
Indian Springfield represents something a bit different, a little more
unique but just as soulful. Get a test ride on both before you make
the decision. n
Indian
Springfield
CYCLE TORQUE LAUNCH
GALLERY
Indian
Springfield
CYCLE TORQUE LAUNCH
GALLERY
Indian
Springfield
CYCLE TORQUE LAUNCH
GALLERY
Indian
Springfield
CYCLE TORQUE LAUNCH
GALLERY
SPYDER
F3 SM5 2015
$22,800
SPYDER
RT LTD 2015
$37,990
SAVE - $2,800
SAVE - $5,300
ROBBIEBUGDEN
buy from the
award winning dealershiP
OUTLANDER
650 MAX XT
SAVE - $2,359
$14,490
DEFENDER
HD8/HD10
$2,000
FREE
ACCESSORIES
Photo credit: Russell Colvin
POWEREDBY
SCAN
FOR MORE
PRODUCT
INFORMATION
www.motonational.com.au /
facebook.com/motonational
PH: 02 4733 1733
283 Mulgoa Road Penrith 2750
[email protected]
www.westernmotorcycles.com.au
Western
Motorcycles
SYDNEY
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
LIVE NUDES
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
Live Nudes
WATCH
VIDEO NOW
N TESTED BY RYAN GRUBB, PHOTOS BY NIGEL PATERSON
No rider aids is no problem for the Zed thou’
THE 2016 Kawasaki Z1000 ABS hasn’t departed too far
from the design brief over the last few years. It has always
been synonymous with having a large, powerful donk and
aggressive naked styling, but has gradually evolved since
the current model run began in the early 2000s.
The updates for the 2016 model year are subtle, but
significant, adding to the ‘Sugomi’ ethos Kawasaki has
been using for the ‘Z’ platform in its latest incarnation.
Sugomi roughly translates to ‘imposing’ and ‘aweinspiring’.
2016 updates
First and foremost are the updates for 2016, of which
there are few. The most crucial of these is the addition of
an assist-slipper clutch which uses two types of cams. The
assist cam works as a self servo mechanism which reduces
spring load. The slipper cam relieves pressure under
excessive engine braking to stop the rear wheel locking
and skipping under compression. The effectiveness of
slipper clutch has also been combined by removing two
of the clutch springs, giving the clutch lever a 30 per cent
lighter lever pull.
Riding a naked bike in the rain isn’t supposed to be fun.
As I made my way down to Kawasaki HQ to pick the bike
up for the test, an important weather update comes over
the radio. It was a tornado warning for southern Sydney,
with dynamic thunderstorms and hail lashing the east
coast of Australia from Sydney toward the Hunter Valley,
where Cycle Torque is based and a two hour ride. My
thoughts soon shifted to how I was going to nurse a 140
horsepower liquid-cooled four-cylinder beast without
traction control or a gentle power delivering rain map.
The run down from the guys at Kawasaki was simple…
‘Here are the keys, flog it and have fun,’ they said.
Trepidation was at its highest at that point but they
were spot on. In very ordinary weather, apprehension
disappears quickly aboard the Z1000 ABS. Power delivery
is direct but very predictable and smooth through what
is a magnificent engine. This allowed for a confident dash
through the city and even inspired a jaunt through the
back roads on the way home, where I could still enjoy the
Z1000, the roads, the engine and its intake howl, despite
being absolutely soaked.
Despite the lack of engine maps and rider aids, this
flexible powerplant can be ridden safely in all sorts of
weather conditions, and it’s fun, too.
Suspension is towards the firm side and it can be a real
pain on ordinary, pot-holed surfaces. The front is damped
by fully adjustable Showa SFF-BP 41mm upside down
forks, while the rear is a horizontal back-link mounted
single shock: gas-charged, morning-wood stiff and
adjustable for rebound and preload.
to improve mass centralisation, which in turn improves
handling, partly by allowing the exhaust to occupy the
space where the Uni-Trak suspension linkage would be…
but we think the design was also adopted to make the
whole back of the bike shorter, to emphasis the svelte
back-end of the Z1000.
The Z1000 is set up this way because it is well suited
towards hard riding, catering to the majority of its market.
Those forks are trick - Separate Function Forks (one side
damping, one preload) with Big Pistons are as good or
better than you’ll find on many fully-faired sportsbikes.
The good news - it’s easily fixed in the front with full
adjustment. And the bad news - the rear will need a bit
more work to soften it up. At the end of the day, what is
lost on the poorest of Australian roads will be more than
made up for on well surfaced twisties or at a track-day,
where the Z1000 will show its full potential and rock your
world.
The horizontal back-link shock mounting system is used
Continued
on nexton
page
Continued
next page
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
SPECIFICATIONS:
The fact is the Z1000 is a sportsbike, it just doesn’t have
a fairing. Sure, it’s not as uncompromising as a ZX-10R,
but that’s a race bike, where the Z1000 is designed for
sporting fun on the track or public roads. But if you’re
looking for something plush and comfy, check out the
Versys 1000 from Kawasaki…
Stopping the bike is a pair of semi-floating 310mm radialmounted and opposed four-piston calipers up front and
a single 250mm disc at the rear. As you would expect,
the brakes are seriously good, if not faultless for a naked
bike. The initial bite is strong and brake feel is excellent.
The braking package is well suited to the performance
characteristics of the engine and quick handling chassis,
which warrants late braking when ridden hard. With the
inclusion of the slipper clutch, Kawasaki has also made
a more forgiving motorcycle when you are screaming
to halt. Enthusiastic riders the Z1000 is aimed at will
feel right at home on the chocks and those with less
experience won’t be put off either.
It ain’t broke
(but it needs a tail tidy)
The Z1000 has gone through a styling transformation
since inception in the 1970s, departing from the UJM
to more of a streetfighter-based machine from 2003.
The 2016 Kawasaki Z1000 ABS, in keeping with the
futuristic theme embodied within the Sugomi ethos,
has style in spades. The dash is compact and features
comprehensive instruments, the tacho is comprised of
16 LEDs which light up like the Millennium Falcon going
into hyperspace. The headlight has the same crouching
tiger, ready-to-strike shape of the last few years but they
too have been replaced by reflector-less LEDs. The seat
features a distinctive ‘Z’ logo pattern which is a nice touch.
Other points go to Kawasaki for matching the anodised
outer forks with the colour scheme and taking the effort
to make a standard exhaust look good, although the
Two Brothers slip-on pipes for the Z1000 look awesome.
Besides the obligatory tail tidy, which should have
been phased in already (and made your new Z1000
cheaper), the machine looks great - but it could always
be improved. Kawasaki’s offering a smoked ‘meter cover’,
which we would have described as a fly screen over the
instruments, knee pads for the tank, a tank pad with
keyguard, axle protectors and some really cool engine
and crankcase guards.
Kawasaki is also offering some SW-Motech developed
luggage, a tankbag and tailbag.
MANUFACTURER: Kawasaki
MODEL: Z1000 ABS
YEAR: 2016
ENGINE: Liquid-cooled, 4-stroke In-Line Four
TRANSMISSION: 6-speed, return
DRIVE TYPE: Chain drive
FUEL CAPACITY: 17 litres
FRAME: Auminium twin tube
SEAT HEIGHT: 815mm
WEIGHT: 221kg
Go Go Gadget legs!
The Z1000 ABS surprisingly passes the tall-guy test with
flying colours. The seat height is low at 815mm and
throwing a leg over makes tall riders like myself feel
a bit like Inspector Gadget on a supersport machine,
but the distance from the pegs to the tank is very
accommodating and firmly locks your lower body into
the bike. This is noticed and most appreciated when
lean angles increase but also allows enough space for
a fairly comfortable, relaxed ride. For the pillion, they’re
best thumbing it because there’s not a great deal on
offer. If you plan on doing lots of two-up riding, the
Z1000 probably shouldn’t be on your shopping list. Most
people will be on the back once - for a quick thrill ride
and it’s suited well enough for scaring the shit out of
unsuspecting victims.
Overall
On Australian roads the ‘Zed thou’ has a few shortcomings
by today’s standards, but they don’t add up to a dislikable
motorcycle. ABS is the only high-tech electronic aid: there
FRONT SUSPENSION: 41 mm inverted fork with
stepless compression and rebound damping and
spring preload adjustability
REAR SUSPENSION: Horizontal Back-link, gascharged, with stepless rebound damping and spring
preload adjustability
BRAKES: F: ABS Dual radial-mounted, 4-piston with
semi-floating 310 mm petal discs, R: ABS Singlepiston, 250 mm petal disc
PRICE: $15,495 RRP +ORC
CALL FOR A QUOTE
1800 24 34 64
is no traction control, there are no rider modes and the
rear suspension is over sprung for maximum everyday
comfort. But there’s just so much power on hand and
its delivery is absolutely flawless, so it’s a blast to ride.
Without rider aids you will still be able to enjoy riding the
Z1000 ABS every day. It’s just that there will be other days
where you will enjoy it a whole bunch more. n
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
GALLERY
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
GALLERY
Kawasaki
Z1000 ABS
CYCLE TORQUE TEST
GALLERY
CYCLE TORQUE FEATURE
TOP TEN
13
ESSENTIALS
FOR ROAD RIDERS
Beyond the standard helmet, boots and jacket, there’s a bunch of essentials
every road rider needs to know about, and we were pretty surprised when our
list blew out from 10 to 13 classifications.
Now, you don’t need any of these things to ride a motorcycle, but if you’re serious
about road riding you really do need to consider if these things are essential for
you - here at Cycle Torque we’ve used all of these types of products over the
years and consider them to be essential, although not all for every ride.
We’ve also made a video about these products, check out the video links on the
following pages.
Products in no particular order.
Luggage
1.
WATCH VIDEO NOW
PART ONE
You need some way to carry some gear,
and these days almost no bikes have any
luggage capacity except touring bikes. Now
backpacks are great, but they put a lot of
strain on your shoulders and back, so having
a US-20 Drypack from Kriega gives you 20
litres of carrying capacity and it can work in a
number of ways.
Firstly, the US Drypacks, which come in a
number of sizes, attach around the pillion
seat, or onto your tank with the optional Tank
Converter from Kreiga, or you can use the
shoulder strap, but that’s only recommended
for when you’re off the bike.
Also from Kreiga is the Sling Bag, an 8-litre
capacity single-strap bag for holding day-today stuff which is really easy to carry.
Both these Kreiga bags are designed to
keep the weather out - fully waterproof
and made from thick, durable materials,
Kreiga’s reputation for its luggage is all about
toughness, durability and long-life.
kriega.com.au
Overgloves
2.
WATCH VIDEO NOW
PART TWO
There are a number of drawbacks to thick,
waterproof winter gloves – they tend to get
saturated and can take days to dry out in heavy
rain, many people don’t like the lack of feel at
the controls compared to thin gloves, they take
up a lot of luggage space when not being used
and they can be expensive too. All reasons to
have a pair of RainOff overgloves from Andy
Strapz.
A mitt-like glove featuring either one or twofinger designs, the RainOff overglove goes over
your normal riding gloves to provide a windproof
and waterproof solution which is inexpensive (just
$70), comfortable, lightweight and compact.
They are supplied in a convenient carry pouch so
you won’t need to take multiple sets of gloves, can
fit over summer gloves or winter gauntlets and dry
out quickly.
andystrapz.com
3.
WATCH VIDEO NOW
PART TWO
Sounds in your head
Just the wind noise whistling past your helmet can be so loud it
can, over time, damage your hearing. Adding a great sounding
pipe can make things worse, and trying to add music or listen
to a pillion passenger, radio or mobile phone only makes things
worse.
Disposable earplugs work
great, but custom silicone
earplugs are versatile and
more comfortable over long
distances
Using earplugs makes a huge difference. These days, any
decent ride at highway speeds will give me a splitting
headache in just a few hours if I don’t have hearing protection.
Oxford offers packs of 25 3M foam earplugs which are perfect
for motorcycle use and come with a plastic container to store
your current set in - I use the same set all day, removing them
at stops.
The other alternative is custom-made silicone ear plugs. They are
more comfortable than foam earplugs because they are moulded to
suit your ears - the silicon is injected into your ear and allowed to set,
so you know they fit perfectly.
As an option you can then have one of a variety of audio options
installed, so you can listen to your passenger, attach them to other
devices such as phones or intercoms and enjoy reduced wind noise
and the sounds you love.
Pictured: Earmold silicone, earmold.com.au
WATCH VIDEO NOW
4.
PART TWO
A decent back protector
Many bike jackets are supplied with a back protector
- but too many are just a basic piece of cheap
foam or rubber. These protectors failed so often
Europe developed quality-assurance standards for
motorcycle protectors, and few jackets are supplied
with armour this good – and that’s often because
people who understand generally buy the armour
which suits them best.
The image above is the Spidi Back EVO Warrior
protector, and it’s one which can be worn separately,
such as under a set of full racing leathers, but there’s
nothing to stop you wearing something like this under a
leather or textile jacket.
However, you can also get smaller CE-approved back
protectors which slip into the built-in pockets of jackets
from most of the major quality manufacturers such as
Spidi, Segura, AlpineStars, Ixon and more.
And if you do have a jacket with a cheap foam protector,
you can toss it in favour of a CE-approved one, too.
spidi.com.au
ENHANCED ESTERS FOR
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Katana Off-Road is a 100% synthetic, ester-based lubricant for 4-stroke motorcycles,
designed to deliver good off-road sports riding performance. The "speed & easy shift"
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5.
WATCH VIDEO NOW
PART THREE
Know your pressure
The single biggest cause of poor handling is low tyre
pressures. Adding to the problem is by using a service
station air compressor your tyres are warm - because
you just rode there - and those gauges are notoriously
inaccurate.
So get yourself a good tyre pressure gauge, like this
Stethoguage from Tyre Pliers. They have three different
types to suit different vehicles, but this one - the
0-60psi or 0-400kpa gauge - is the right one for most
motorcyclists.
The vast majority of bikes run between 10 and 50 PSI,
but of course road bikes run from mid-20s to mid-40s.
This Stethogauge is in the meat of its range for those pressures, and it’s
easy to tell the accuracy down to one psi.
When I was racing I could tell if my tyres were down by even two psi, and I was just a C-grade
nobody, so it’s important to learn and understand tyre pressures to get maximum tyre life, handling
and safety.
The Stetho-gauge is supplied in its own heavy-duty plastic carry case, has a bleed button for
releasing air and is built to last.
To use, just push it down hard on tyre valve and press the button on the side to release air. If you
don’t have your own compressor, use the gauge at home, before you leave and note how much
extra air is required - then add that much at the service station, which will give you an idea of how
much extra pressure builds up when your tyres are warm. tyrepliers.com.au
WATCH VIDEO NOW
PART THREE
6.
A brighter headlight
Does it get dark at your place? You know, night-time?
If night-time isn’t a good reason not to ride your bike,
you need a Phillips X-treme Vision Moto headlight globe.
It’ll punch through the darkness up to twice as far as a
standard high beam, so you’ll be able to see the nasties
out to get you that much easier. ficeda.com.au
Easy communication
WATCH VIDEO NOW
7.
PART THREE
Talking to you passenger or taking hands-free calls on
a bike is all possible with the Shad BC-02 and BC-03
headset units. They mount inside your helmet easily
and allow two-way communication. They use Bluetooth
technology to communicate with your smartphone,
GPS or passenger, so there’s no cable needing to run
out of your hemet, and they controls are really simple
and easy to operate.
Designed for use at speeds up to 80km/h - although
they will work at higher speeds if you have a
protective fairing and low wind noise - the Shad BC02 and BC-03 feature two low-profile speakers, voice
answering, handsfree connection to your smartphone
or GPS, music playback and are dual link. The
difference between the two is the BC-03 allows
communication with a pillion passenger, so if you
don’t plan on talking to the back seat, the BC-02 is
fine. If you do actually like talking instruction from the
back seat rider, they will need a BC-02, you’ll need a
BC-03. motonational.com.au
8.
WATCH VIDEO NOW
PART 3.5
Holding your end up
Most bikes don’t have centrestands these days, so
you need an Anderson Bike Stand. The Universal
Rear Stand holds up most twin-swingarm models
and it comes with both pick-up knob and flat L-type
pick ups for bikes like this Yamaha FZ-6.
A bike stand is essential for easy chain lubing and
chain adjustment, wheel removal for tyre changing
- you can save yourself quite a few dollars if you’re
willing to pull the wheel out of the bike yourself and cleaning.
Ours is finished in good-looking chrome, but there’s
a variety of colours available, but more importantly
the Universal Rear Stand works great.
It’s adjustable for height via the four position wheels, so you can use it on a huge
variety of road and trail bikes. The arms position in and out depending on the swingarm,
making them easy to use.
Many years of building and developing bikes stands means Anderson stands are
practical and have lots of great ideas, like to pivoting plates which make sure the bike
sits flat.
andersonstands.com
Mid-Layer clothing
9.
WATCH VIDEO NOW
PART FOUR
OK, so you’ve got a great jacket, but have you given any thought
to what goes underneath? Oxford ‘ChillOut’ Layers is a highperformance layering system which is not only breathable and
windproof, but also anti-odour and extra comfortable thanks to
its flat-lock seams.
The basic idea is to keep the chill which gets through your jacket
out, but at the same time now bulk-up with thick wooly jumpers.
The Oxford layers are designed for use on a bike, with stretch
panels for comfort, hooks in the sleeves for thumbs (so it can’t
ride up inside the jacket), flat seams to reduce pressure points, a
breathable construction to wick away sweat from the skin, sidezip design and a double-zip top closure to protect your neck.
ficeda.com.au
WATCH VIDEO NOW
PART FOUR
10.
Protect your head and
neck
Keeping the dust, fumes and cold weather
away makes for more comfortable riding
and possibly a longer life, too. Neckwarmers
are great in the really cold weather, but
something like the Oxford comfy range of
head and neckwear is a lot more versatile
and comfortable than a thick, scratchy neckwarmer.
You can wear these a bunch of ways: like a
beanie, neck tube, face mask, bandana and
more.
Stretchy, comfy and versatile, having one of
these in your travel bag is a really good idea.
ficeda.com.au
Kevlar-lined jeans
and jackets
11.
WATCH VIDEO NOW
PART FIVE
Many motorcyclists are still riding around in fashion denim jeans believing
they’re going to be protected in an accident - but jeans simply don’t cut it,
failing on impact. You need a material which is much stronger, which is why
Draggin Jeans started building its highly protective products a couple of
decades back.
So get yourself some kevlar or Draggin Jeans ‘Roomoto’ lined gear - prettywell only high quality leathers will do a better job.
The latest gear from Draggin is the BLKGEN jeans.
Off the bike they look like your fashionable pair of everyday jeans,
with no external stitching and a classic cut. Inside is
Draggin’s ‘Roomoto’ protective fibre-based fabric, a mesh
comfort liner and internal pockets for the optional armour.
They are comfortable and breathable and look great on
and off the bike, as well as being protective.
Motorcycles and hoodies haven’t really gone together all
that well, until now - Draggin Jeans has reinvented the
product, again. The Roo Hoody is a comfortable soft, warm
jacket off the bike, but it’s a water-resistant armoured jacket
on the bike.
The hood zips-off, getting out of the way and not flapping
about if you’re doing any speed or distance. There’s CEapproved armour in the back, shoulders and elbows, plus
Draggin’s Roomoto material in the high impact areas for
further protection.
This has got to be one of the most comfortable jackets
around and, just like Draggin Jeans, doesn’t make you look
like a refugee from the racetrack, Dakar Rally or a Marlon
Brando film just to wear safe riding gear.
dragginjeans.net
Flat fixing
12.
WATCH VIDEO NOW
HOW TO
There are few things you can do to avoid getting
flats, like keeping your tyres inflated correctly and
replacing your tyres while they still have a bit of tread
left - turns out 90 per cent of flats happen in the last
10 per cent of tyre life. But some flats are simply
unavoidable, and getting back on your way when all
the air in your tyre has escaped requires a puncture
repair kit.
The Cargol Turn & Go kits from Grypp are great for
road riders with tubeless tyres, and the company
makes repair kits for everything from bicycles to
ATVs to motorcycles to cars and light trucks.
We’ve used these plugs and know they work,
check out our tyre repair video on the Cycle Torque
Youtube Channel, by tapping the above link, for
more information about using the kits.
kenma.com.au
13.
Bike Protection
Look, let’s face it, bikes fall over, and when
they do they get damaged. Oggy Knobbs won’t
prevent all damage, but they will prevent a lot
of damage from a minor topple over and often
quite a lot of damage from an actual crash, they
can significantly reduce your repair bill - but the
difference can also be between riding home
and seeing your bike on a trailer or tow truck.
For that reason, we’ve fitted Oggy Knobbs to
the track day FZ-6, because this bike is bound
to go down at some stage.
kenma.com.au
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QUAD TORQUE NEWS
Polaris campaigns for ROPS ATVs
POLARIS has unveiled a TV campaign highlighting
the roll-over protection on 23 of their machines
in response to a WorkSafe announcement that
crush protection devices will become mandatory in
Victorian workplaces.
The decision from WorkSafe Victoria means an
employer which uses a quad/ATV in the workplace
– and there is a risk of rollover – WorkSafe will
require a suitably designed and tested crush
protection device be fitted to the plant.
This mandate only affects Victoria.
Peter Alexander, Managing Director of Polaris
Australia and New Zealand said, “the purpose of
our TV advertising campaign is simply to show
consumers that they already have a choice, as
Polaris already offers engineered and certified
alternatives for rollover protection.”
“A model such as the Polaris ACE offers many of the
benefits of an ATV with inherent safety technology
included.”
The Federal Chamber of Automotive Industries
(FCAI) Chief Executive Tony Weber contests the
CPD mandate, saying it is at odds with the most
reliable science on the matter.
CPDs may in fact cause as many new injuries as
they prevent.
“It also flies in the face of the conclusions of the
deputy state coroners who recently
conducted Coronial Inquests in NSW
and Qld,” Mr Weber said.
“Both coroners found that there
is insufficient evidence to make
any such recommendation, and
recommended instead that the
proponents of (CPDs) should focus on
establishing the safety and benefits of
the devices first and foremost.
“If WorkSafe Victoria has new
scientific evidence to support their
position on (CPDs) it should disclose
that evidence immediately, and put it
in the public domain for all ATV users.”
Polaris has stated its views are in
line with the FCAI’s position, not
supporting the fitment of aftermarket
crush protection devices.
”Polaris already offers engineered and globally
certified rollover protection in the form of its 23
models with Rollover Protection Structures (ROPS),”
Mr Alexander said.
“We remain mindful that there is substantial and
credible research stacked against the use of crush
protection devices and we will be interested to
review the market control mechanisms WorkSafe
may envisage as aftermarket companies lay claim
to safety contraptions and net safety benefits.”
“We encourage customers to consider the inherent
benefits of many technologies found in Polaris
products, including ROPS, Speed Key, Descent
Control, Seat Belt Interlockers, seat belts, side
nets and other features that farmers may want to
consider when they are balancing utility, safety and
purpose.” n
QUAD TORQUE NEWS
Finke Desert Race Preview
AUSTRALIA’S biggest desert race, the Finke, will be on
again June 10-13.
The UTVs will be run in two categories – Super/Turbo not
exceeding 2050cc now called Superlite B, and naturally
aspirated machines not exceeding 1200cc now labelled
Superlite A.
This year’s event has received 16 entries in the boosted
UTV class with a further 17 running naturally aspirated
machines.
It’s quite a star studded list of competitors this year with
names such as Matt Mingay, Cody Crocker, and Phil Lovett
scheduled to take part in the UTV competition.
Mingay is perhaps best known for his motorcycle
stunts at V8 Supercar events throughout the nation,
appearances in movies such as Mission Impossible,
and more latterly driving one of Robbie Gordon’s Super
Stadium Trucks both in Australia and the USA.
“I had an insane amount of fun last year and when Polaris
told me I was getting the big-banger RZR XP Turbo for
2016 I was stoked,” Mingay said.
“The RZR XP 1000 astounded me last year with its
power and handling and ability to handle those massive
motocross jumps. To have all that plus 30 per cent more
horsepower and turbo grunt is thrilling.
“I’ve always wanted to do Finke and can’t wait to have a
crack at it.”
As for Cody Crocker, his credentials are impeccable
although most recently he had a slight hurdle coming
out of blocks at round one of the Australian Off-Road
Championships in Mildura.
Crocker was in a commanding position to take out a
round one win of the Superlite A class, however a broken
shock saw the lead slip away while trackside repairs
allowed him to make it to the finish in third place.
“This season is full-on, with six SXS Championship events
plus the three AORC events,” Crocker said.
“These events are much better suited to the average
punter too as the cost of time and travel is substantially
less than ARC.
“Combined with the production-based format for the
events, it also means anyone can buy a vehicle off the
showroom floor and with a few CAMS mods, be super
competitive.
“I know I’m in for a battle on the track.”
Phil Lovett is a genuine Finke Desert Race legend
having won the event on two wheels on three occasions
(1981, 1982 and 1985). More recently Lovett has been
competing in the Australian Superbike Championship
alongside his daughter Sophie.
This year he is competing in a Can Am Maverick Rotax
1000cc in the Superlite B category.
In the ATV categories, seventeen entries have been
received in the up to 40 years age category with 14 riders
entered for the over 40 age division.
Hayden Bentley, won the event on King Shocks, that
makes it two years in a row for us.”
A strong mixture of KTM, Honda, Yamaha, Can-Am,
Suzuki, Polaris, and Bombardier machinery is represented
in both classes.
King Shocks manufacture custom-made adjustable
and rebuildable automotive shock absorbers and
performance products for off-road racing, 4WD utility
vehicles and heavy vehicle transport trucks.
2015 ATV winners Paul Hughes (up to 40) and Dale
Harris (over 40) will each be looking to take respective
line honours again. This year, Hughes will be aboard the
Can-Am X, while Harris will look to get the job done on a
Yamaha YFZ450R.
The two-day off-road, multi terrain two-day race
for quads, bikes, cars and buggies through desert
country from Alice Springs to the small Aputula (Finke)
community.
Prologue for this year’s event to determine the start order
will be held on an eight kilometre circuit at the Alice
Springs start/finish on Saturday, June 11 with Race Day
1 on Sunday, June 12 for the 226 kilometre journey to
the overnight stop at Finke before the field returns to the
Alice Springs finish on Monday, June 13.
King Shocks Australia has also announced it will offer a
test and tune session at the Finke.
Michael Zacka from King Shocks Australia said “we’re
very proud of the fact that last year’s King of the Desert,
The race is held each year on the Queen’s Birthday long
weekend in June.
The Finke has the reputation of being one of the most
difficult off-road courses in one of the most remote places
in the world.
The racetrack follows the route of the old Gahn which
ran through the centre of Australia from North to South
before being moved further West. n
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cycletorque.com.au
cycletorque.com.au JUNE
JUNE 2016
2016 II 69
69
Hot
Chopper
If you are into bikes and you travel through Sydney’s Inner West regularly it’s likely that you’ll see Tim Tizzone’s
beautiful red Aussie Chopper. With it’s parallel twin motor and hard tail frame finished in flaming red this bike really
gets a lot of attention.
You might be mistaken for thinking this custom started out
as an old Triumph but upon closer inspection, you will find
it’s actually a Yamaha XS650. Proof indeed that it’s possible
to have a chopper which is both gorgeous and reliable. A rare
combination.
Yamaha’s XS650 is commonly used as a custom motorcycle
platform but finding one that has been ‘chopped’ was a real
surprise for Tim Tizzone. “When I saw it I was in love with
it straight away. I could see it had potential. I had this idea
that I wanted an old school Aussie style chopper and not
a Harley Davidson. I remember seeing pictures of Triumph
Bonnevilles and Honda 750 fours that were chopped and
this caught my imagination. I liked the idea of authentic
Australian bikers riding choppers. Australian Choppers!”
The rugged and reliable Yamaha parallel twin engine was
introduced in 1968 and was the chosen power plant for the
cycletorque.com.au
JUNE 2016
2016 II 70
70
mid-sized XS650. This ground breaking parallel twin featured
a 360˚ crank angle which provided an even firing interval to
create a uniquely vibrant engine.
When Tim discovered the bike, it was an unfinished project
that was lying in a shed. “You can imagine my surprise
when I saw it for the first time! It was just lying there as
an unfinished project and there was just an engine and a
frame. No wiring. There were some random pieces in a box
but otherwise it was completely raw. I made an offer and
managed to get it for a real bargain.” Being a panel beater by
trade, Tim knew that he could make something really special.
“I knew I could restore this thing with my own hands.” and so
the custom build began.
Setting to work, Tim stripped the bike out and started the
restoration process. “I wanted the bike to be a real headturner.
I had this vision of a flaming red chopper with skulls and
cross bones, you know, a real Aussie chopper. I loved the
riding position, where the forward controls sit and the height
of the handlebars.” As the build came together Tim knew that
he was building something special. “Pretty much everything
I like on the bike but I am really proud of the Harley Davidson
oil reservoir that is now holds most of the electrics. It looks
like an oil tank and it adds to the chopper style of the bike.”
Now that the bike is complete, there are no shortage of
offers from willing punters looking for a piece of this Aussie
Chopper. Tim insists that he will never sell his custom
machine.
“I get heaps of offers but I won’t sell it. I feel like the bike is a
part of me now. I’ve built it with my own hands and it comes
from my own ideas. I did everything on my own. This is the
first bike that I have ever restored. I just love it and when I
die, I want to be buried with it.”
cycletorque.com.au
JUNE 2016
2016 II 71
71
“I get heaps of offers but I won’t sell it!
I feel like the bike is a part of me now.”
To order your copy please visit www.customtorque.com
Watch all of the episodes on one
limited edition DVD
As seen on
For every DVD purchased, $2 will be donated to The Distinguished Gentleman’s Ride charity
Only
9.99
$
+$4.99 shipping
www.customtorque.com
facebook.com/customtorque
twitter.com/customtorque
BUYING, SELLING,
REPAIRING AND
RESTORING CLASSICS
AND FUTURE
CLASSICS.
R E T RO IS A L I V E A ND K IC K ING AT
WE PREPARE
RACE BIKES TOO
VIEWING BY APPOINTMENT
Ph. 02 4958 1435
CATCH US ON FACEBOOK
OTHER BIKES
1965 HONDA CD90
– $2500. GREAT NICK.
1994 HONDA VFR750
– $2999. HEAPS OF REGO,
GOES UNREAL.
1983 DUCATI PANTAH 500 $6,500
Runs great, custom 1 piece tank and
seat unit. Great club bike.
NORTON PROJECT
$9,500
Manx replica wideline frame. Rebuilt 650SS Norton engine.
Akront rims, Ducati forks, alloy fuel and oil tanks.
Make a top club or cafe racer.
DUCATI 851 TRICOLOR $16,500
Wow. Collectible. If you know what this bike is
then you know! One of the first in the country.
2005 SUZUKI GSX750F
– $2999. ALSO HAS HEAPS
OF REGO AND IS TOP
CONDITION.
1988 SUZUKI GSX-R1100.
$6500. RESTO WILL BE
FINISHED SOON, CALL FOR
DETAILS.
1967 TRIUMPH TR6 TROPHY $9,999
Older restoration, runs great,
nothing to do but enjoy riding it.
YAMAHA R1-Z 250
Naked TZR250, goes like stink. A great project to create your
own 2-stroke blast from the past. Or, get us to customise it for
you. The options are endless. Call Chris for more info.
HONDA CB550 $9,999
Like new. Fire up the time machine and
buy a new CB550. This is THAT good.
1983 SUZUKI KATANA 1100.
$6999. NON ORIGINAL PAINT,
1170 KIT, GREAT BIKE.
Call Chris on 0404 030 925 or Dave on 0407 362 060 www.classicalgasmotorcycles.com
CYCLE TORQUE STORE
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Australian Historic
Racer
4
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1
SUMMER 2015
RACING:
Classic TT
Barry Sheene
Festival of Speed
Island Classic
Australian TT
HISTORY:
Honda V4
Ducati TTF1
A LATIN OBSESSION
PLUS Dennis Neill Tribute – The Racer, The Man
RRP: AUS $9.95 NZ $11.95 (Inc.GST)
s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4
1. The Riders – $35.00
4. Don Cox Circus Life - Signed – $99.00
2. Australian Historic Racer – $9.95
5. Italian Custom Motorcycles – $39.99
Australia’s love affair with motorcycle racing and its fearless heroes
was meant to be. Two things have made it so enticing. The first is the
inherent love of freedom, speed and adrenalin - that wild feeling of the
wind whipping your face as you fight to take the machine as fast as it
can go. The second is the ingrained Australian desire to test ourselves
against the rest of the world - to be the quickest of all.
This is Australia’s first ever classic motorcycle racing magazine and is
full of race bike tests, racing history and racing people.
In this issue we test a Yamaha TZ750, Seeley Commando, Ducati TTF1
and a Honda CB500/4. Darryl Flack gives an insight into the race
history of the Honda V4 engine and we look at Dennis Neill the racer
and the man. We also go back in time with Don Cox who tells us all
about Tom Phillis, Honda’s first world champ and an Aussie.
3. Eyes Wide Open - Isle of Man – $24.95
37+ miles of pure adrenalin...
The ultimate test of man and machine...
The world’s most dangerous racetrack...
A father and son realise a dream...
This is the their story.
Welcome to the gypsy world of the Continental Circus private entrants
- warts and all - with the joys, camaraderie, heartache, laughs and low
acts. It was a time when rider usually had to be truck driver, mechanic,
cook and start-money negotiator as well. And management help? You
wish! In the 1950s, it was considered un-Australian to push your own
barrow.
Many books have been published about Italian motorcycles, but none
has focused exclusively on the Italian motorcycle-based chopper,
bobber, trike, and quad custom bike scene – until now.
6. BMW Custom Motorcycles – $39.99
Many books have been published about BMW motorcycles, but no-one
has focussed solely on the BMW chopper, bobber, trike and quad bike
custom scene - until now. Although not normally associated with the
brand, there are some fantastic BMW customs out there, old and new;
this book showcases them in all their innovative glory.
7. Motocourse 2013/2014 – $59.95
The World’s Leading Grand Prix and Superbike Annual reaches its
38th year as the indisputable leader in its field, covering the world
of motorcycle racing like no other publication. The 18-race MotoGP
season is covered with its usual meticulous attention to detail as it also
includes coverage of the Moto2 and Moto3 classes.
8. And On That Bombshell – $32.99
I was Top Gear’s script editor for 13 years and all 22 series. I basically
used to check spelling and think of stupid gags about The Stig. I also
got to hang around with Jeremy Clarkson, Richard Hammond and
James May. Then
I realised that I had quite a few stories to tell from behind the scenes on
the show. I remembered whose daft idea it was to get a dog. I recalled
the willfully stupid way in which we decorated our horrible office. I
had a sudden flashback to the time a Bolivian drug lord threatened to
kill us. I decided I should write down some of these stories. So I have. I
hope you like them.
To Order Call 02 4956 9820 Shop online at www.cycletorque.com.au
CYCLE TORQUE STORE
Book Shop
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1. 2010 Ducati MotoGP & Superbike – $59.99
Through words and images we can relive the most exciting moments of
the year, the 2007 World Champion Casey Stoner and Noriuki Haga and
Michel Fabrizio in the Superbike championship. This emotional year
is presented in a collectors edition which symbolises all the prestige
of a marque that has written and continues to write some of the most
exciting chapters in the history of world motorcycle racing.
2. TT Talking- The TT’s most exciting Era – $27.99
The decade between 2004 and 2014 was one of the most dramatic eras in
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TRACK TRAINING
Aprilia, motoDNA
and Bikebiz
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Riders of all abilities worked on learning and
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Nige’ aboard the
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like this you can really see things in action.
Alana Baratto, Marketing Executive for Aprilia
Australia said “it is important for Aprilia to provide
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“Our aim is to make every motoDNA rider training
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“Riders are more likely to retain the knowledge
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preparing these beautiful bikes.”
“Getting to ride bikes like these for most people
TRACK TRAINING
is an experience they aren’t likely to forget in a hurry and those here that own
similar flagship bikes really appreciate the experience,” McVeigh said. Ryan Grubb, the Digital Editor at Cycle Torque has been to two motoDNA
training days over the last 12 months and Cycle Torque has seen his skills
develop firsthand, hear it from him:
“It has been almost one year since I completed motoDNA’s level 1 course, and
although that was a day where I felt my skills had been fast-tracked, since then
I haven’t really felt like my skills have gone to the next level. That was of course,
until I went back.
“I have been mostly commuting since then so it has been hard to judge, the
advanced techniques come in handy from time to time, I mostly use them
during photoshoots to look faster (laughs). It wasn’t until going on a few
longer rides which included two weeks touring Vietnam and a four-day trip
past the Victorian border that I realised how these skills were becoming second
nature.
“It was surprising how proficient I had become on tricky technical roads.
“While some of that credit goes to hours in the saddle, most (if not, all) of that
credit goes to Irish and motoDNA’s training program.”
motoDNA run training across the east coast including Sydney, Brisbane and
the Gold Coast. Head to motodna.net for bookings and more info. n
World Superbike
winner and
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A wide range of motorcyclists turned out
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Photo credit: Kenny King
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TORQUING BACK
Letters
Don’t let the door hit ya’ where the good lord split ya’
Absolutely brilliant that you have taken over Nigel! The ‘Pickett Ego Roadshow’ was pitiful. The
magazine & TV show had become nothing but a platform to promote themselves and to be
honest, what was there to promote anyway?
The May issue of Cycle Torque is the first one I have seen with you at the helm and straight
away when I open it I can see there is a fresh radical change with the heading, “NSW Police
open Pandora’s box” (May 2016, p. 3). I was amazed at what I was reading. At last now there is
someone out there who will be honest and frank by speaking out and call it for what it is. When
others just play the evil three monkey’s game (see no evil, hear no evil, speak no evil), Chris
Pickett is an EX-serving police officer and I use the word ‘serving’ very loosely! Once a policeman,
always a Policeman. They simply cannot be trusted nowadays. They’re clowned, or do I mean
cloned? You choose. Their tiny brains are programmed to think that by adding the magic-fairydust-word ‘safety’ to ANY and every line. They will then be unquestionably justified to be rude &
condescending in their manner and this then somehow also gives them the right to legally be
allowed rob us of our hard-earned wages, bearing in mind we already live in the World’s secondmost highly taxed country (this figure is not true, ed.).
Lets not kid ourselves... the police is now a super-streamlined cash collecting business
masquerading as a community service and they seem to ironically think that the public will
respect them on their never ending greed-driven quest. The truth is respect is not a right of
passage, it is an attribute which is hard-earned, and once achieved it then has to be preciously
maintained. Now, they already ensure 110% that they have all the rules & all the tools and as
long as they continue to act like unaccountable thugs, well, they’re just going to have accept
that the majority of the public will continue to despise them.
20-25 years ago this was not the case. I recon then the ratio was about 75% general based
policing and 25% maximum highway/road policing (today I think this is a reversed percentage)
and then we had decent, respectful, courteous, polite, conscientious police officers who
exercised discretion (this is a word they no longer understand), and sensible speed limits then
too. Now we have much, much safer vehicles and many more roads, and these roads are even
better & safer now than they were then. We’re better behaved, better trained & educated, yet we
Write a Letter!
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email [email protected]
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TORQUING BACK
Letters
must travel much slower EVERYWHERE. I wonder why, don’t you? Yes
OK, there’s more of using the roads now, but if they did a TRUE apples
for apples stat comparison, I’ll bet the stats will show that it’s MUCH
safer now on the road than it was back then! Of course and obviously
this would never be openly divulged though.
Now, I don’t really expect you to print this. I guess I just want to vent
and let you know that there’s at least one other person out there that
really appreciates what you wrote and whole heartedly agrees that
entrapment, and underhand tactics along with police unaccountability
is not in any way acceptable to the public & the police need to take a
long, hard, cold objective look at themselves and pull their heads In!
But of course, they won’t do that, they’ll just keep putting it on us.
Sam
Hi Sam
Thanks for your scribblings. I still get the info emails so this came to me
rather than Nigel but I’ll forward it to him anyway. I will get them to reroute the automatic forwarding for that address. I hope he publishes it,
but I don’t really care either way.
Funnily enough I was one of those coppers 20-25 years ago, in fact I
haven’t been a copper for 11 years now. In fact my opinions have changed
somewhat, contrary to what you think, and I find the current crop of HWP
to be very overzealous, and sometimes thug like. But hey, once a copper
always a copper. Isn’t that right? Whether it was all those years ago, or
now.
I also believe speed limits are too low considering the roads and cars we
have these days. Your take on the 75 per cent versus 25 per cent ratio
on general duties to HWP policing was wrong 25 years ago and still is
now, with HWP being taken over by one command structure, the HWP
essentially do close to 100% traffic duties.
The story which Nigel wrote was spot on, and I’m also against the police
privatising the enforcement mobile speed cameras.
Anyway, hope you enjoy Cycle Torque now that Nigel has taken over. I’ve
obviously offended you somewhere along the line. Maybe you have run
foul of a police officer somewhere and just hate them all? Who knows, but
I hope it doesn’t ruin your life being so negative.
Pickett’s ‘ego’.
On ya’ Guntrip
Yet again Bob has hit the spot. Still miss Barry on the TV with his
naughty schoolboy grin.
It seems the only ‘personalities’ these days are self centred drop kicks.
Adrian , Via iPhone
Vale’s last chance
I desparately want to see Rossi win a tenth title, so the news Lorenzo is
moving on the Ducati is fantastic - he might win a race or two, but he
won’t win the title in 2017, which means Rossi has a good chance of
takign the title then - and who knows, the wily old Italian is doing so
well on the Michelins this year I might not have to wait until 2017!
– Steve Bryan
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and his involve the
and frame
Seeley Comm
the engine
Commando
ation who
that saw
particular
lian
up
Minnov
This
to
pile
d
Austra
an
were supplie
in a start line
more time
ssioned by
machine
rather
was commi
rest of the
spend rather
just to have
ed for.
then put the
Englishman
Australia.
collector, mainly ly raced. Things
than he bargain
its foray to
Seeley
together for
in Australia
serious
fans, Colin
with
than to be
out that way,
To classic racing
like a
ction, and
haven’t turned successfully racing
ENGINE
his
needs no introdu builders from the
son
known for
Lyell William
classic
frame
Maney is well
number of
Seeley
e in most major
ando based
the machin
’70s, the name
lia over the
1007cc Comm
1960s and
gs in Austra
replica
race meetin
is quite
ed on, with
has continu
classic
of years. Lyell
the
for
couple
last
built
frames being
be too
There won’t
racing scene.
S
––– 51 –––
Contents
AUSTRALIAN HISTORIC RACER
18
26
30
4
SNAPSHOT IN TIME
6
IN THE PITS
10
2016 ISLAND CLASSIC
PREVIEW
12
RACING TECH
14
2016 BSFOS PREVIEW
16
EDITORIAL
18
RYE DUCATI
Chris Pickett
ADVERTISING
38
Dennis Penzo
0420 319 335
[email protected]
DESIGN & PRODUCTION
Dionne Hagan
[email protected]
ACCOUNTS
Rebecca Eastment
[email protected]
50
PUBLISHER
Nigel Paterson
PO Box 687,
Warners Bay, NSW 2282
Ph (02) 4956 9820
Fax (02) 4956 9824
Email: [email protected]
58
REGULAR CONTRIBUTORS:
Darryl Flack, Don Cox, Phil Hall,
Goggles Paesano, Brian Dyer,
Peter Faragher, wpfotos.co.uk,
SDPICS, Buggantar Photos.
Australian Historic Racer is published by
Motorcycle Publishing Pty Ltd.
ACN 085 871 147, ISSN number 2205-9768
Printed by Rural Press, North Richmond.
66
This work is Copyrighted. All rights reserved.
No part of this publication may be reproduced in
any form, including electronic, without written
permission of the publisher. Please contact the
editor before submitting freelance contributions.
RUST NEVER SLEEPS
YAMAHA TZ750
36
THE SQUEAKY WHEEL
TOM PHILLIS
46
BOOK SHOP
48
RACING GEAR
50
SEELEY COMMANDO
58
HONDA CB500/4
66
HONDA V4
72
1976 AUSTRALIAN TT
76
DENNIS NEILL TRIBUTE
82
2015 BSFOS WRAP UP
86
2015 ISLAND CLASSIC
REVIEW
90
CLASSIC TT 2015
94
ON ANY RACEDAY
98
EVENTS
TEST
LIGHT AS A FEATHER
Kel went to great lengths to have the
wheels turn freely, using a lighter chain
and freer moving wheel bearings. To
this day the bike has kept all of Kel’s
Australian Historic Racer
ideas of weight reduction and it can just
about push itself along.
A 750/4 front end was fitted, with
the dual brakes (500s originally had
a single caliper), an oil cooler, firstly
a regular four-into-one exhaust, and
later a trick four-into-one system which
could be pulled apart one header at a
time.
In this form the bike was seriously
fast for its time, with Kel wheelstanding
it off the front row time after time to
take many wins in the unlimited class.
The bike was as exotic as an historic
racer could be at the time, with Dyna
S coils and a rev limiter ensuring the
bike was reliable as well as fast. Kel’s
shining moment was beating much
bigger bikes at Mount Panorama on this
big bore 500.
Kel did most of the day to day
maintenance of the bike and farmed
out the engine for rebuilds when
needed. In 1994 Kel took the engine
to Mark Woolfrey, noted engine
builder and mechanic for Yamaha’s
factory team in Australia. Much of
the work Masaaki San had done years
before was still in good condition
and relevant, but Woolfrey tweaked
the engine in different areas, in line
with current thinking at that time,
including a very lightweight knife
edged crankshaft. The capacity was
brought back to 550cc as Woolfrey
believed it would rev harder and
make more horsepower at that
capacity. Power at this time in its life
was believed to be in the low 60s at
the rear wheel.
––– 61 –––
Story by Chris
Pickett, Photo
Pickett and
s by Chris
Buggantar
Photos.
AHR PICTORIA
L
YAMAHA’S TZ75
0 IS ONE OF
COLLECTABL
THE MOST
E FACTORY RAC
E BIKES EVER
THE OWNER
MADE.
OF THIS BIKE
DECIDED TO
EVEN MORE
MAKE HIS
SPECIAL THA
N THE ORIGINAL
ACTO
F
TH
TUFF OF
LeEgSe
nd
Australian
Historic Racer
RY racing
machines
generally
are
built in very
doubt the
TZ750
small
numbers,
raced for a
excitable handlin had a reputation for
in the hands
year or so
g and power
of the best
and has few
delivery
riders and
then left to
peers as a
languish in
collectable
racing machin
sheds.
Some bikes
e.
are like your
If you speak
grandfather’s
to current
hammer, with
and former
owners of
and nine handle
these machin
five heads
es, racing
s,
never has
one
parts are robbed watered down as
you far away
from financi
and physic
for newer
al
and so on.
machines
al pain. A
They can lose
good
mine had
their identit
along the way.
a TZ750 powere friend of
y
d sidecar
back in the
1980s and
Yamaha’s
TZ750 was
tells the story
of risking
a bit like that,
with many
everything
bikes
financially
import parts
to
into the hands finding their way
from Englan
of privateer
d to rebuild
the engine
eventually
. After doing
riders,
becoming
practice at
Park things
uncompetitive
Oran
and resigne
were looking
d to being
up, until the
engine seized
ornaments
sheds. The
on
in
the
warm-up lap
last TZ750
the first race
to be serious
for
raced as a
of the day.
ly
modern bike
I’ve noticed
still has a slight
in Australia
he
was most
nervous twitch
likely the Gaytho
you mentio
when
TZ ridden
rne Yamah
n a TZ750
by Michae
a
to him.
l Dowson,
with an FJ1100
fitted
front end.
CLASS ACT
They became
too expens
There has
ive to run
and too slow
been
to keep up
of TZ750 machin a bit of a resurgence
with bikes
Yamaha’s
es in recent
like
own FZR10
Australian
years in
00. But there’s
classic
racing circles
no
generally they
but
have been
ridden
–––
31 –––
s
––– 3 –––
26
30
38
this 500/4 leaned up against the
fence of a house just near Paul’s place. I
knocked on the door and asked if it was
for sale, and it was. I checked it out and
realised it was my old bike, with all the
Masaaki modified gear still on it. The
bloke wanted $100, I couldn’t get my
wallet out quick enough.”
It took some work to breathe racing
life back into the little Honda but it
wasn’t long before the bike was ready
to terrorise more fancied machinery
and opponents, just like it did a decade
earlier.
Historic Racer
Australian
s
AHR RACER
EDITOR
Y
P
O
C
L
A
T
I
G
I
D
A
Y
OR TAP TO BU
TORE
FROM THE APP S
This bike was a cuttiung edge historic racer in the late 1980s and still is now. You might think the term
‘Cutting Edge’ is out of place in historic racing but not so. But one area where the bike could be improved is the
carburettors. A modern set of Keihin CRs would make more power and be easier to deal with than these
Kawasaki based 29mm Smoothbores. And check out the race programs, highlighting the bike’s history as a
modern and classic racing machine.
Historic Racer
Australian
ON THE COVER: RYE DUCATI PHOTO BY SDR
s YAMAHA TZ750 s SEELEY COMMANDO s HONDA 500/4
STAGER A
GIVES AN OLD
ON AN OLD IDEA OF LIFE
FRESH BREATH
builder
lished engine
s
RRP: AUS $9.95 NZ $11.95 (Inc.GST)
Pics
A NEW TAKE
A LATIN OBSESSION
PLUS Dennis Neill Tribute – The Racer, The Man
t and SDR
Chris Picket
Honda CB500/4
AHR RACER TEST
s
Australian Historic
CREDITS
cycletorque
DIGITAL EDITOR
RYAN GRUBB
MANAGING EDITOR
N I G E L PAT E R S O N
[email protected]
ADVERTISING
DENNIS PENZO, 0420 319 335
[email protected]
DESIGN & PRODUCTION
DIONNE HAGAN,THE D MEDIA DESIGN
[email protected]
WWW.CYCLETORQUE.COM.AU
PO Box 687, Warners Bay, NSW 2282
Ph (02) 4956 9820 • Fax (02) 4956 9824 • [email protected]
REGULAR CONTRIBUTORS:
DARRYL FLACK, BOB GUNTRIP, DAVE MASON, KEITH MUIR, ALEX PICKETT, DARREN SMART,
TODD REED, FRIEDEMANN KIRN, WWW.2SNAP.COM, COL WHELAN,
AUNTY MAL, TONY ‘CARNAGE’ PENFOLD, RYAN GRUBB AND BRIAN DYER.
Cycle Torque is published by Motorcycle Publishing Pty Ltd. ABN 91 085 871 147
Cycle Torque is available from bike shops across Australia. If you can’t find our latest issue, call 0420 319 335.
Copyright 2012. All rights reserved. No part of this publication may be reproduced in any form, including electronic,
without written permission of the publisher.
PLEASE CONTACT THE EDITOR BEFORE SUBMITTING FREELANCE CONTRIBUTIONS.
cycletorque
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as a pdf - Cycle Torque Magazine

Transcription

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