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IN THIS ISSUE
CYCLE TORQUE MARCH 2014 - 2
We celebrate 15 years of Cycle Torque with a look back at many of the
most significant bikes we’ve ridden in that time, leading off with the
latest Yamaha YZF-R6, the current version of the bike we featured on
the cover of the March 1999 issue.
With all the usual news and columns there’s heaps to read - I hope you
enjoy Cycle Torque.
– Nigel Paterson
[email protected]
Please rate the Cycle Torque App and leave a review on iTunes
2014
MARCH
au
com..au
www.cycletorque..com
www.cycletorque
ng
of motorcycli
For the love
CIRCULATIONS
AUDIT BOARD
cab
29,818
YEARS
Our features this month include the Island Classic – Australia’s biggest
non-world championship road racing event – and a preview of the
Barry Sheene Festival of Speed, which is looking like it’s going to be an
awesome event. There’s also a feature on NRL captain Kurt Gidley.
.au
letorque.com
and www.cyc
ag
eM
,
ad
iP
e on
Also availabl
F REE
There’s lots more, of course, to an issue of Cycle Torque, with the Ducati
Hyperstrada, the Harley-Davidson 72, our KTM long-termer and new
ATVs all featuring in this issue.
For the love of motorcycling
MARCH 1999
Newsmagazine
RRP $2.OO
Motorcycle
LINE
BELLS
UP THEMAHA’S
ON YA R6
HYPER
- THE
TRIUMPH’S BEST ST
ALL NEW SPRINT
HAYABUSA THE WORLD’S
FASTEST?
WHERE TO PARK
ALSO:
Road, Speedway
RACING - Supercross,
Events
• Supercross Superstars
• Bent Page •
• Seddon • Ixion • Ride Days
• Results • Rallies
NEWS
15 years
is celebrating
Cycle Torque free!
ll
and we’re sti
•
TESTING
•
RACING
IN SYDNEY
FIRST
ISSUE
•
EVENTS
to the new
cover in 1999
From the first look at the racer’s
we
2014 model, ha’s YZF-R6
choice, Yama
n Seventy-Two,
a, Harley-Davidso
er,
Ducati Hyperstrad
250SX long term
Also Featuring:
Island Classic, KTM
t
21s
,
and Viking
50F
KX4
Kawasaki
Yamaha Grizzly
ple,
Peo
que
Cycle Tor
CONTENTS
REGU LARS
RIDDEN
DUCATI
HYPERSTRADA
2014
YAMAHA
YZF-R6
TEST
TEST
26
34
04 NEWS TORQUE
14 SMALL TORQUE
17 EDITORIAL
18 DIRTY TORQUE
19 RACE TORQUE
20 GUNTRIP
64 MARKET TORQUE
HARLEYDAVIDSON
SEVENTY-TWO
TEST
2014
KAWASAKI
KX450F
TEST
43
51
82 BIKE STUFF
84 USED & REVIEWED
88 QUAD TORQUE
91 BOOK SHOP
95 SHOP TORQUE
97 TORQUING BACK: LETTERS
COVER DESIGN: DIONNE HAGAN
YAMAHA R6 PHOTO: NIGEL PATERSON
FEATU RES
15 YEARS
Cycle Torque Feature
MARCH 1999
RRP $2.OO
Motorcycle
Newsmagazine
LINE
UP THE BELLS
A’S
ON YAMAH
HYPER R6
FASTEST?
TRIUMPH’S BEST - THE
ALL NEW SPRINT ST
WHERE TO PARK IN SYDNEY
ALSO:
RACING - Supercross, Road, Speedway
• Seddon • Ixion • Bent Page • Events
• Results • Rallies • Ride Days
NEWS
•
TESTING
•
RACING
FIRST
ISSUE
•
EVENTS
21
15 YEARS OF
CYCLE TORQUE
59
BARRY SHEENE
FESTIVAL OF SPEED
CT PEOPLE –
KURT GIDLEY
62
66
21ST
ISLAND CLASSIC
85
2014 KTM 250SX
LONG TERMER
88
YAMAHA GRIZZLY 700 &
VIKING LAUNCH
NEWS TORQUE
Monster instincts
MORE than two decades on from the Monster’s first
unveiling, Ducati has introduced the iconic model’s latest
generation with the 2014 Monster 1200 and 1200 S.
The 2014 Monster 1200 also boasts an exclusive S model
with 145hp and a ride-enhancing 92ft-lb of high-accelerating
torque, beautifully wrapped in a spec-impressive chassis that
tips the scales at 182kg (401lb) dry weight.
The new Monster returns to its outrageous roots with
the Desmo, liquid-cooled, 4-valves-per-cylinder, 1198cc
Testastretta 11° DS motor.
The Monster 1200’s Testastretta 11° DS engine reaches
another milestone in Ducati’s constant investment in quality
by enabling the distance between major service intervals
(valve clearance check) to be set at an owner-friendly 30,000
kilometres (18,000 miles).
The bike uses fully adjustable 43mm Kayaba forks up front with a single Sachs unit on the rear adjustable in spring preload and
rebound damping, while the Monster S gets the typical ‘S’ treatment with an upgrade to fully adjustable 48mm Ohlins forks with sliders
finished in TiN and a fully adjustable Ohlins unit on the rear with integrated piggy-back reservoir.
Both models use Ducati’s Riding Mode technology to incorporate three level ABS and eight-level DTC into the Ducati Safety Pack
(DSP) concept.
You can also disable the ABS in each individual Riding Mode and the system allows the setting to be saved and memorised at the next
ignition-on.
We’ll stop drooling now. Your turn. More information at www.cycletorque.com.au/more
NEWS TORQUE
MV Agusta Dragster
THE MV Agusta Brutale 800 Dragster with its
fire-breathing in-line three-cylinder 125hp
powerplant is just the right bike for those with a
penchant for adrenaline addiction.
The 125hp power peak is reached at 11,600rpm,
while maximum torque of 81Nm comes in at
8600rpm.
A switchable 8-level traction control system
helps keep the Brutale’s brutal acceleration under
control, and the top level Brembo brakes pulls it
all back down to earth.
It comes in either white or Matt grey, and ABS is
standard. And doesn’t she look gorgeous.
For more opportunities to drool, check out YouTube link at www.cycletorque.com.au/more n
It’s not where you’re going, It’s how you get there!
http://www.kenma.com.au/motorcycle_luggage.html
SUZUKIBOULEVARD.COM.AU
C90T
Watch the video
http://www.youtube.com/watch?v=ULmS8ETBwxU
NOT A STREET BIKE. A BOULEVARD.
The All-New SUZUKI BOULEVARD C90T cruiser delivers an unmatched level of
performance – and it’s ready to let you choose any road.
A liquid-cooled V-Twin engine, the most powerful in its class, built with
Suzuki-technology delivers outstanding power and torque specially in low
to mid-range. Long-range comfort is enhanced by fully integrated hard
saddlebags, windscreen and multi-function instrumentation on the C90T
model. This ride is ready to roll. On the road, or the boulevard.
C109RT
Also available as non-touring models.
C50T
NEWS TORQUE
Victory Gunner
VICTORY will have its new Bobber style Gunner available mid-year.
The new muscle-bound throwback to the Bobber genre will still feature the
106cu inch powerplant that has enjoyed so much success for Victory.
There will also be a full collection of Victory accessories for
riders to oput their own touches to their steed from a red
solo mission seat, billet handgrips, engine covers, straight
Stage I pipes, V drag bars, cam tension covers, solo
luggage rack and more.
The Gunner will come standard with dual-staggered
slash cut pipes and will be shod with Dunlop 491 rubber.
Seat height will be a low 635mm and the beast will have
a ground clearance of 120mm.
Lightweight 24-spoke cast aluminium wheels and suede titanium paint will feature.
For more information check out your local Victory dealer and keep your eye on the Victory website
for more news just before the release. www.cycletorque.com.au/more n
Manufactured in Australia
by Rideworx
T 02 4271 8244
Find what fits your bike at:
www.barkbusters.net
TAP EACH PRODUCT ABOVE FOR MORE INFO
NEWS TORQUE
Stealth has
real zap
STEALTH Electric bikes have come a long way since their inception in 2008 and they are still hand assembled in a factory in
Melbourne being Australian designed, owned and manufactured.
Most models are hybrid bikes so they do have pedals as well. There are three models to take you to places that a lot of dirtbikes just
can’t reach.
The Bomber Electric Bike has 4.5kW output so it can reach speeds of more than 80kmh through its smooth nine-speed transmission.
It features hydraulic disc brakes.
The Fighter Electric Bike has a lightweight nimble frame built from some of the world’s toughest aerospace materials. It can handle
tight, single track work and reaches speeds of up to, 60kmh. It has fully adjustable suspension, two speeds for pedaling and a 3.5kW
direct drive hub motor.
The Hurricane Electric Bike is 100 per cent electric and offers either a 3.5kW or 4.5kW output motor. Phenomenal acceleration
combined with motocross style ergonomics, long-travel suspension and a regenerative braking system that is standard on all Stealth
Bikes which feeds power back into the battery giving the rider more time to have fun.
For more information call (03) 9574 0257 or follow the links at www.cycletorque.com.au/more where you can also see some of these
models in action. n
NEWS TORQUE
Hyosung
WINNER
IN THE last issue we revealed the winner of our Hyosung competition, Matt Harriage from Melbourne.
Well, here’s Matt picking up his spanking new GT250R, and he certainly looks happy to us. n
NEWS TORQUE
New Husqvarnas
STOCKS of 2014 Husqvarna four- and two-stroke
models are being wheeled onto the floors of a
new-look dealer network around Australia, as
part of a worldwide re-launch.
In the 110 year history of uninterrupted motorcycle manufacture Husqvarna has won 14 motocross and 24
enduro World Championships, as well as 11 Baja 1000 titles.
The 2014 Husky models are a milestone for the brand in Australia promising a renewed energy for the
long-time faithful or just those to whom the brand means something – like Jeff Leisk, General Manager of
HQVA Pty Ltd.
“I can remember when dad used to race a Husqvarna and recall the days when Husqvarna was the leading
brand in motocross in the world and also here in Australia,” Jeff said.
“So in re-launching the brand here and around the world we’re not forgetting the history and the heritage
behind the brand, but rather tapping into and living it and breathing it - that’s what we’re all about.” n
NEWS TORQUE
2014 IOM TT
GET Routed still has a few available spots for bodies and bikes for
this year’s Isle of Man TT races. Michael Dunlop, winner of four races
in 2013, will be on a factory BMW S 1000 RR this year, and Cycle
Torque’s own Alex Pickett will be racing for DP Coldplaning/TCR
Honda on Superbike, Superstock 1000 and Supersport machines. It
is simply the greatest road racing show on earth.
Bikes are being loaded in Sydney on Thursday 6 March and in
Melbourne on Friday 7 March so anyone who wants to make a
booking needs to pull their finger out.
For the 2015 TT Get Routed has just seven bed spaces still available
- room for three single blokes and two couples. That’s out of 54
bedspaces in the 12 houses Get Routed leases on the Isle of Man
each year. Some of those going to the 2015 TT are having Get
Routed ship their bikes to Athens in Greece and spending seven
weeks touring Europe before they go to the Isle of Man for the TT at the end of May.
The Athens shipment is not just for those going to the TT - there are other spaces available for those wanting to
explore South Eastern Europe (Turkey, Greece, Bulgaria, Romania, Hungary, Bosnia, Croatia and even the islands of
Crete and Cyprus) but the shipment is limited to 40 bikes and at this stage 27 places are reserved for bikes whose
owners have paid deposits.
Anyone wanting more info should call Dave Milligan on 03 5625 9080 or 0412 689 849
or email: [email protected]. n
NEWS TORQUE
Punchy new Integra
WITH strong new styling, improved ergonomics, increased power and refined DCT
software, Honda’s updated NC750D Integra will offer punchy new performance
when it scoots into Honda Dealerships in April 2014.
One of the most innovative machines in the Honda range, the Integra uniquely
combines the dynamic performance of a motorcycle with the ease of use of a
scooter. With a competitive manufacturer’s list price (MLP) of $11,199, Honda’s
Integra will arrive down under in a cool Matte Pearl White colour.
Enjoying the same extra 75cc capacity as its sibling, the NC750SA, the Integra’s
liquid-cooled, SOHC, 8-valve, parallel twin-cylinder engine boasts elevated levels of
performance. The engine’s relatively long-stroke and specially shaped combustion
chambers combine with the high-inertial mass crankshaft to produce large amounts
of effortless torque from very low down in the rev range.
Check out www.cycletorque.com.au/more for links to more information and a video.
n
Goggleman
GOGGLEMAN has launched its new website to cater for the growing demand of its
7Eye eyewear range.
From its initial beginning as a small business fitting Rx Adaptors in to dirtbike
goggles, Goggleman has grown to be a well-known player in the Australian
prescription sports optics market.
7Eye has numerous uses, not only used by roadbike riders but also delivers excellent
solutions for even the worst Dry Eye sufferers due to the unique foam gasket.
Goggleman also has products available for most sports, from cycling to swimming
and many more.
The 7Eye road bike eyewear is exclusively available through the Goggleman website
which features many reviews.
Goggleman is the Australian distributer for 7Eye and is looking for Bike and
other retailers to become stockists of the product. For more information contact
1300GOGGLE (1300 464 453) or check out www.goggleman.com.au.
Goggleman has also teamed up with ‘Personalised Eyewear By David’ in Adelaide,
Unit 5/368 Main South Road, Morphett Vale, SA 5162, to allow the Goggleman
products to be on display and can be view and tried on if you live in Adelaide. n
NEWS TORQUE
Ural - serious adventure
2014 marks a big year for Ural sidecar bikes. In more than 70
years of production from their central Russian factory these
military bikes have become serious adventure machines. The
2014 models are coming with a US made fuel injection, Brembo
disc brakes all round, a lumpier cam and a multitude of other
innovative improvements.
Improved mid-range torque and reduced fuel consumption
are the standout features. Highway speeds are up and a neat
new hydraulic steering damper has improved an already nice
handling outfit. Fortunately the factory has been able to retain
the classic appearance of the new outfits while fitting so many
changes.
This marks the end of carburettor bike production from Ural.
The purists lament the end of such simplicity and its advantages
for outback travel, but the modern market seeks simplicity of
ownership and operation.
2014 models arrive in April and should be on the road soon
after. Those who have been saving up for the classic carby fed
Ural are not disappointed though because Ural Australia has
purchased stocks of the never to be repeated carby models in
their spectacular colour range.
Celebrating the last of the carby bikes, Ural released a special
model, the “Gaucho Rambler” which is a take on the historic
horseback travellers in the American west. Just three of these
limited edition left hand sidecars exist and they come in a light
blue colour and include a famous Pendleton double camp
blanket and an enamel picnic set. These outfits are ready to ride
off into the sunset, an ambition of many Ural owners – “Nothing
to do but go”.
For more information call the crew on (02) 6778 7436 or check
out www.imz-ural.com.au. n
SMALL TORQUE
CFMOTO 650TK PRICE
CORRECTION
Phillip Island Championship and will also compete
in the 2014 Swann Insurance Australasian Superbike
Championship. The team’s participation in the
Australian Superbike Championship is yet to be
confirmed.
CYCLE Torque’s test of the CFMoto 650TK in the
February edition had an error in the model pricing.
The 2013 model is $6990 plus on roads and on this
stock CF Moto is running a promotion extending
warranty to 3 years and including free rider jacket.
GASOLINE ALLEY TOPS FOR
The 2014 model is to be released next month and will HARLEY
be $7990 plus on roads and will have the standard
HARLEY-DAVIDON Australia has confirmed that
factory warranty of 2 years.
Gasoline Alley in Queensland has been awarded the
coveted Australia Dealer of the Year Award for the
second year running.
MORPETH MOTORAMA
First introduced by Harley-Davidson in 2011, the
THE Historic Town of Morpeth becomes host to
everybody from the motor enthusiast community for award recognises the best dealers in the Asia Pacific
Region for their exemplary performance across three
a huge Show & Shine day, Sunday, March 2.
categories - dealership management, retail capability
Polish up your pride and joy and head to the beauitful and business results across all departments including
grounds of Closebourne House.
motorcycles, Genuine Motor Parts & Accessories® and
General Merchandise and service.
Free vehicle entry from 8.30pm sharp. Morpeth has
wonderful shops and food delights on offer. Don’t
Winners are crowned in each of the 17 markets where
miss it.
Harley-Davidson has retail operations in Asia Pacific.
Gasoline Alley is located at 3445 Pacific Highway,
South Brisbane, Queensland 4127.
STARING RACES IN WSS
AUSTRALIA’S former MotoGP rider Bryan Staring will
compete in the 2014 Supersport World Championship
on a Honda, beginning his campaign at Phillip Island TRIKE LICENCES
SOUTH Australia may relax the laws that allow a
on February 21-23.
person to apply for permission to get an R class
The 26-year-old Australian will ride for the Russianlicence “restricted to Motor Trike Only.”
backed, Jeremy McWilliams-managed Rivamoto
team, as he attempts to become Australia’s first World This licence has no CC limit so LAMS does not apply
in this case. It also means riders don’t have to wait 12
Supersport champion since Andrew Pitt in 2008.
Rivamoto was seventh in the 2013 world supersport months till they can ride an open class bike, but this
licence is only applicable to Motor Trikes including
title, thanks to Irishman Jack Kennedy.
the Can-Am Spyder.
The last time Staring competed on a Supersport
BRP Australia (Can-Am Spyder) has drafted a standard
machine was in 2009, when he edged out Yamaha
letter to apply to the registrar of Motor Vehicles in
team-mate Jamie Stauffer to win a gripping Aussie
SA to simplify the process for applicants for a Trike
championship. And he also set a new domestic
learners permit. Don’t bother contacting your local
lap record of 1:35:200 at Phillip Island that year – a
DMV as applicants have to get approval from the
benchmark that still stands today.
person named on the document before proceeding
from there.
HONDA’S THREE-PRONG ATTACK Additionally, if you live outside of SA and wish to
TEAM Honda Racing has announce it will make its
write to your State department of Motor Vehicles
assault on the 2014 Australian road-racing stage with to request the same permission, BRP has prepared
a strong three rider line-up.
letter templates for each state with details of who to
Multi-championship winner Jamie Stauffer will once contact and how to write the letter to get the best
response.
again be joined by Josh Hook as well as reigning
Australian Superbike Champion Wayne Maxwell.
You can contact Simon Kendrick at BRP Australia for
more information on [email protected] or go
Racing the new CBR1000RR SP, the Team Honda
to www.cycletorque.com.au/more for links to letter
Racing riders will make their 2014 debut at the
templates.
http://www.hyosung.com.au/current-promotions/
SMALL TORQUE
TERMINATOR FAT BOY
THE Harley-Davidson Museum in Milwaukee,
Wisconsin has acquired one of the few
surviving 1990 Harley-Davidson Fat Boy®
motorcycles used in the filming of “Terminator
2: Judgment Day.”
At the time of filming, the Fat Boy was one of
Harley-Davidson’s newest models, and the one
now in the Museum’s permanent collection
was ridden by Arnold Schwarzenegger in the
1991 action classic.
The bike, which still shows significant
production wear from filming, joins a collection
of more than 450 motorcycles and thousands
of other artefacts housed at the museum in the
Harley-Davidson Archives. More information on
when the bike will be on public display will be
released in the coming months.
SWANN SPONSORS
CHAMPIONSHIP
HONDA VIP
TICKETS are now on sale for the hottest Honda
event of the year; the Honda VIP Marquee
at the 2014 MotoGP to be held at the Phillip
Island Grand Prix Circuit on October 17-19.
Buy online now and avoid disappointment, visit
www.hondamotorcycles.com.au and click on the
Events / Buy Tickets link.
APRILIA TRACK DAYS
Owners of an Aprilia can now feel like a factory
rider at the track, with the Assisted Factory
Trackday program.
John Sample Group (Aprilia importer)
technicians will be on hand at Sydney
Motorsport Park on Saturday and Sunday
March 15-16 to support registered riders. The
technicians will be available to help you with
bike setup and adjustments, and morning/
afternoon tea, lunch and refreshments will be
complimentary.
Bookings are still available for either day at a
cost of $269. JSA is also offering an assisted
freight program if you live interstate. As part of
the package you also get an Aprilia gift pack
and a $100 gift voucher.
To register call Cindy Morphis from JSG on (02)
9914 8749 or email [email protected].
SWANN Insurance is the major naming rights
sponsor for the 2014 Australasian Superbike
Championship.
The 2014 Swann Series will be held in four
States and have six rounds. The first round
of Swann Insurance Australasian Superbike
Championship kicks off at Wakefield Park
Raceway in country NSW on Sunday March 16.
For more information on the Swann Series
head to www.fxsuperbikes.com.au or contact
Australian Road & Track Rider Promotions on 02 INTERNATIONAL FEMALES
THE annual International Female Ride Day will
48 235 711.
take place on May 3. The idea is to synchronise
the day throughout the world to get as many
VALE MERV RIXON
ladies out riding over a 24 hour period.
MERV Rixon, one of the most liked and
One of the movers and shakers of the
competent men in racing recently passed away.
movement in Australia has been the Brisbane
Known by many in the bike and car racing
chapter, with five years of success. To be
game, Merv was Clerk of the Course of
involved in this year’s event log onto the
countless meetings over many decades. If Merv Facebook page at facebook.com/IFRD.Brisbane
was running the meeting it invariably ran as
or visit the their website at ifrdbrisbane.webs.
close to clockwork as you could get.
com. n
Always approachable, and always fair, Merv will
be missed by many.
www.kawasaki.com.au
The NEW Monster 1200
Monster Instinct
The unmistakeable Monster design is truly iconic and means there is no limit to your enjoyment. The performance and fluidity of the new
1200cc second generation Testastretta 11° DS engine, the versatility of the three Riding Modes, the comfort of the adjustable seat and
passenger handles make the Monster 1200 a bike that is capable of adapting to any occasion, so that you can follow your instincts in every
situation. To experience the unmistakeable Monster 1200, ask your local Authorised Ducati Dealer for more information and availability.
*Monster 1200 S version shown
www.ducati.com.au
EDITORIAL
The right mindset
HERE I am in Vietnam missing my family but still having a
ball at the same time. We have a fantastic tour group and
with motorcycles being the common interest we are enjoying
one of the best rides you can do and having a laugh too.
Vietnam 2014. Western Ho Chi Minh Trail.
It got me thinking about the last editorial column I wrote
about the Ryan Villopoto documentary and the costs of
racing both financially and emotionally. Although I was
critical of some aspects of pushing our kids to great heights
I do believe the last seven or so years of racing with my son
Alex has been some of the best of my life. Expensive? Yes.
Stressful? You bet. But my family and I have made some
fantastic friends who have remained so, away from racing.
There were a few people during the junior years I don’t care
to meet again, and maybe they would say the same about
me. Maybe they expected more from their child than me,
which is really where the differences are I guess.
Prior to our tour with Vietnam Motorbike Tours I had two
of the best weekends of bike racing ever. One was the Troy
Bayliss Classic at Old Bar. Alex and I went and found it hard
to get past one quick shade where many of our friends were.
Some were well on their away to inebriation but what a
laugh we had. Friends we made through racing.
Next stop was the pits where we caught up with Matt
Walters and his family. Our families are close friends and
I was really hoping Matt (who was entered on a Kawasaki
Australia KX450F in the 450 class) was going to win because
he would then get a shot with the legends in the Troy
Bayliss Classic final. Unfortunately a fall and a trip to Taree
hospital scuppered that but when he returned he still had
that trademark smile he’s known for. Matt rides a ZX-10R for
Kawasaki Connection in Cessnock and is the number one
plate holder going into this year’s Australasian Superbike
Championship. I can’t wait for someone to pick him up for
an overseas ride so I can actually start really barracking for
someone again.
The amount of people I caught up with and shared a cool
beverage with over the day was amazing. They are all friends
through racing, whether it be since Alex has raced or before
when I was wobbling around road racing circuits.
The following weekend Alex and I headed to Phillip Island
for the 21st Island Classic. On the trailer was my Ducati
851 and Honda 500/4 race bikes. It was one of the very
rare times we have gone away racing without my wife and
daughter, as it has always been a family thing, and this
has helped make us as close as we are I believe. This time
though we had my nephew Beau in the van. He’s not quite
17 and is an apprentice mechanic. He’s no dummy and he
helped us a lot over the weekend. More importantly it was
just fun to have him along for the first time. He’s a great kid
and learned a few things over the trip, like not to trust his
uncle to put in a blanket to keep the cold at bay in the back
of a van at Cooma. Then being subjected to watching my
mate Jock, who was severely pissed at the time, trying to
climb into the top bunk, naked, and pulling the bunk down
on top of himself in the process. We were still laughing
about it three days later.
The racing went awesome, with Alex taking the big Duke
to second in the Period 6 Unlimited class, and my little
Honda 500/4 to whatever place. I think I actually came
5th in my class in one race but it didn’t matter, I was
having a ball, and in one race finally got the cajones to finish
in front of Bob Garner and Greg Dalsanto, two good blokes
who I really admire as racers.
I could see Beau was getting a real thing for this racing lark
so I asked him if he was keen to try it. He didn’t take very
long to say yes, so I have already borrowed a Moriwaki 80
for him to try his hand at bucket racing, and he’s keen to
prepare the bike himself. I’m really looking forward to taking
him.
The weekend at Phillip Island was all about fun. The main
aim was for Alex to finish at least one race on each race day,
as qualification meetings for this year’s Isle of Man TT. If the
Duke broke I would have gladly given him my 500.
Too often I’ve come back from racing wondering why the
hell I was paying to give myself grief, but when you go with
the right frame of mind to just enjoy the racing and catch
up with friends then you can have a ball. Like anything in
life, take it too seriously and all of a sudden the fun has gone
right out of it.
– Chris Pickett
DIRTY TORQUE
MX Nats Ready To Roar
The 2014 Australian MX Nationals are shaping up to be an
absolute cracker with plenty of championship contenders ready
to put their bodies on the line in the quest for glory. Let’s see who I
reckon is going to be on top of the points table after the 10 round
championship winds up at Coolum at the end of August…
Before I go much further you need to know that the 2014 MX
Nationals will have two race formats shared evenly over the 10
championship rounds. At five rounds there will be the traditional
two moto format we saw in 2013 with the MX1 and MX2 classes
doing two 30 minutes plus one lap motos and the MXD will do
their two 20 minute plus one lap motos while at the other five
rounds the MX1, MX2 and MXD classes will all do three 20 minute
plus one lap motos.
It’s obviously aimed at giving the ‘working class’ privateers a chance
to shine at the rounds with the shorter motos. To give these riders
some recognition for their efforts the 2014 series will feature a
North Cup and South Cup for the privateers contesting the ProOpen and Pro-Lites classes. The North Cup rounds will consist of
Raymond Terrace, Conondale, Coolum and Gladstone while the
South Cup rounds will be Broadford, Wonthaggi, Swan Hill and
Murray Bridge.
OK, who is going to win in 2014? Well, in the MX1 class you would
be hard pressed to bet against the defending champion Matt
Moss who shot my prediction down last year by being fast and
consistent throughout the 10 rounds and he is looking strong and
fit for 2014.
Moss is staying with the Suzuki team which has looked after him
so well and they will come out swinging and be on the pace
straight away when the series kicks off at Broadford on the 30th
of March. But before we go ahead and hand Matt the trophy we
can look no further than his brother Jake as a potential spoiler.
Jake has been training his arse off up here in Queensland as he
gets his new Kawasaki KX450F ready to do battle and from what
I saw at Queensland Moto Park in January the 2014 Jake is fit and
blindingly fast.
Jake’s team-mate at the official Kawasaki team will be Adam Monea
who is into his second year on the KX450F and should be stronger
and faster in 2014 as will Kirk Gibbs who will be well and truly at
home on the KTM 450SX-F as he enters his second year on the
Motorex KTM team.
It is no surprise that Gibbs’ new team-mate Ford Dale is
immediately showing serious pace on the KTM and with the
two KTM MX1 riders gaining seat time during the New Zealand
Motocross Championships we can expect to see plenty of orange
at the front of the pack this year.
After a disappointing 2014 season I think we will see the
now Honda-mounted Cody Cooper take his New Zealand
Championship form across ‘the ditch’ to be a serious championship
contender and there is no reason why ‘Coops’ can’t get it done and
while we are talking about some of the older heads on the circuit
we would be remiss to not mention the return to the Yamaha fold
for Jay Marmont.
Marmont and the CDR Yamaha team were the dominant force at
a national level for several year. Whether Jay can regain some of
that old form is yet to be seen. If he can, expect him to be right up
there but it would be a complete form reversal if his team-mate
Billy Mackenzie can do anything more than make up the numbers
within the top 10 positions each race.
Sam Martin, Hayden Mellross, James Elliot-Booth and Jacob Wright
all have support from Suzuki for 2014 and each of these riders are
capable of getting among the leaders on their day while we can
expect Broc Winston to make a name for himself among the MX1
riders on the Husqvarna 450. If Lawson Bopping can find a ride
he should run in the top 10 consistently and land on the podium
when he is running hot.
The MX2 class is wide open if we are going to mention every
potential race winner but as far as true championship contenders
go the field narrows dramatically. You can’t help but look to Serco
Yamaha’s Luke Clout as the favourite. Clout won quite a few
races before getting injured in 2013 and is a smart rider capable
of putting a championship winning campaign together. Clout’s
new team-mate for 2014, Jay Wilson, will definitely throw his
hat in the ring as a race winner as the year progresses and he
gains experience at this level. His form in New Zealand this year
shows plenty of promise for the former World Junior Motocross
Champion.
Kale Makeham, Dylan Long, Dean Porter and Brenden Harrison
all have serious backing from KTM this year and on their day all of
these riders are capable of winning motos but it will be Makeham
and Harrison who will be among the championship contenders as
we enter the final rounds of the championships.
It will be very interesting to see how veteran Daniel McCoy fares
as he enters the season on the TM250 two-stroke but if passion
and experience helps garner results I think we will see McCoy give
the podium a shake at many of the rounds. Josh Cachia enters his
second year on the Honda and could well be the fastest rider on
track on any given day but he will need to get rid of his ‘angry little
man’ attitude to be considered a true championship contender.
Ryan Marmont, Geran Stapleton and Kade Mosig will all be Suzuki
mounted and join the long list of riders capable of podium finishes.
If he rides to his full potential and can keep his mind on the job
Joel Dinsdale should take his GYTR Yamaha YZ250F to victory in the
MXD class but you can expect KTM mounted Jack Simpson and a
gaggle of other young hard chargers to completely disagree with
me there.
So how will the 2014 MX Nationals pan out? Well, ypu can be
sure the racing will be nothing short of sensational but there can
only be one winner in each class so my predictions for the 2014
champions are Matt Moss for MX1, Luke Clout for MX2 and Joel
Dinsdale for MXD.
My back up plan would be Jake Moss or Ford Dale for MX1,
Brenden Harrison or Kale Makeham for MX2 and Jack Simpson for
MXD.
– Darren Smart
2014 Monster Energy MX Nationals, Australian Motocross
Championships: Rd 1 – 30 March – Broadford, VIC; Rd 2 – 13 April –
Appin, NSW; Rd 3 – 27 April – Wonthaggi, VIC; Rd 4 – 18 May – Murray
Bridge, SA; Rd 5 – 25 May – Wanneroo, WA; Rd 6 – 29 June - Swan
Hill, VIC; Rd 7 –13 July – Conondale, QLD; Rd 8 – 3 August – Raymond
Terrace, NSW; Rd 9 – 24 August – Gladstone, QLD; Rd 10 – 31 August –
Coolum, QLD
RACE TORQUE
Classic Dilemma
THE second Troy Bayliss Classic has been run
and won, with Troy Bayliss himself taking out
the grand prize to the rapturous adulation
from the Taree faithful. It was a grand finish
to a long, hot day at Old Bar’s oil/tar track
that has been put on the map forever.
Last year’s inaugural event was one of the
most significant motorcycle race events
ever held in Australia thanks to the galaxy
of superstars from all disciplines of our great
sport that fought out an incredible days’ (and
nights’) racing. The dicing was as good as
any seen on our fair shores, and gave dirttrack not so much a shot in the arm as a total
blood transfusion. Troy Bayliss and the Taree
Motorcycle Club can take full credit for that.
It is now stands alongside the Island Classic
as a must-see event. For the TBC to grow
and flourish, however, I believe it requires a
serious review of what sort of event it can be,
and needs to be.
What I am about to say are observations not
criticisms of the event from an outsider’s
perspective. The Troy Bayliss Classic is
essentially two events in one, the TMCC
Annual Twilight meeting and the Troy Bayliss
Classic. I was struck by this fact amidst the
euphoria of the 2013 event. Does it work?
Sort of. What some call value others call
excess. The whole genesis of the Troy Bayliss
Classic was to give back to the club from
which Troy launched his two-wheel career. To
effectively run two meetings concurrently is
an honourable objective but is it a practical
one?
When I spoke to Troy in the pits after last
year’s final, I was asked if there would be any
changes for 2014. Noting the difficulties of
mixing in the Legends with the All-stars, he
said there would be less Legends in 2014.
There were actually more, and to get around
who could qualify for the main event, a 36man Superpole was introduced. That is not a
problem in itself but when you are cramming
in 91 events into a day’s racing with all the
inevitable delays that go with it, the day can
drag on. After a number of red flags, the
necessity of getting through the heats so
quickly meant that on a few occasions, heats
were started before the timing guys were
ready to capture data for the race, forcing yet
another red flag/restart.
In 2013, the steady drizzle negated any need
to bring out the heavy roller. This year’s heat
and myriad races saw the roller several times
do a lap or so to even out the bumps and
ruts. When you consider how much time it
takes a water truck to hydrate a dirt-track, a
4km/h roller takes five times as long. All this
makes for a very long evening, and by the
time the grid formed for the final at 10:20pm,
the moment was not lost but it struggled to
generate the energy it demanded.
Possible solution? Make the TBC/Twilight
meeting a two-day event. You could run the
Twilight heats and LCQs on the Saturday
and the finals on Sunday as support events
for the TBC. It will obviously add to the cost
of the meeting by running an extra day but
since the TBC has become one of the biggest
events of the year, I believe the scheduling
should be maximised for the fans who have
helped make the TBC an outstanding success
in two short years. The TBC has garnered
delayed TV coverage, and with the right
Kanaya celebrates his 1978 Bathurst win alongside
Arthur Blizzard (R) and Arai’s Jim Crombie
scheduling it could run live, and what a
spectacle it would be. But this is not possible
under the current format.
The other issues pertain to the spectator
areas. Cramming 5000 people into a club
venue is a very difficult proposition and
despite some ground works, not all were
happy on what was a hot day with shade at a
premium. Again, given the size of the event,
temporary covered grandstands should
be considered. Lastly, getting out of the
joint; I got into my car at the far paddock at
11:10pm and exited the gates at 11:55pm, 45
minutes. Many people took well over an hour
to hit the road despite new gates being built.
The problem seemed that despite the new
gates, officials were using just one lane to
egress vehicles from both the paddock and
spectator car parks. I’m sure all of these issues
will be addressed and hopefully acted upon
because the future of the TBC depends on
happy spectators who want to come back.
The TBC/Taree MCC Twilight meeting has to
decide what it wants to be – a jam-packed
club day with a bevy of stars all lumped
in together, or a leaner, slicker event that
reflects its standing as one of the biggest
race promotions in Australia. I believe the
choice is clear.
Vale Hideo Kanaya
Australian Unlimited Grand Prix winner and
former Yamaha works rider Hideo Kanaya
passed away in Japan on 19 December,
2013. He was 68. Kanaya made his grand
debut in 1967 on a Kawasaki, and began
racing Yamahas a year later. He won his first
250 grand prix in 1972 at the Nürburgring,
the first of his three world championship
victories, which included the 1975 Austrian
500cc GP from Phil Read and Teppi
Lansivouri.
Kanaya escaped serious injuries in the 1973
Nations 250 GP at Monza and was also
injured chasing Giacomo Agostini in the 1974
Daytona 200, which put him out for the rest
of the season. After last competing in the
world championships in 1975 with a total of
15 podium finishes, Kanaya rode a factory
YZR750 in the 1977-78 Marlboro Series in
New Zealand and won the 1978 Australian
Grand Prix at Bathurst.
Murray Sayle, who finished second at the ’78
AGP, alerted me to the sad news of Kanaya’s
passing and confirmed what a great rider
Hideo was and agreed that he was the
premier Japanese rider of the 1970s.
– Darryl Flack
GUNTRIP
The finest shed in the land
would only be allowed further north on foot. Nice
to know the RTA has a sense of humour.
KNOW where the A28 is?
Neither did I until I found
myself chugging along
Pennant Hills Road and saw
its smart new signage. Very
nice it is too, though I can’t
quite see how changing cute and comprehensible
Pennant Hills Road to a crisp new alpha-numeric helps
anybody. Saves on ink, I suppose. But at least now
they’ll have to widen the southern end of it to match the
majestic, sweeping expanses of the northern reaches
and its smart signage.
As it is, the southern bit, from King’s to the M2 turnoff, is as sinuous, narrow and patched as ever, and as
prone to moving traffic jams. On this otherwise fine and
trouble-free morning, I found just such jam: a 22-wheeler
lumbering uphill in the outside lane, with no fewer than
four black AWDs of varying sizes politely crawling along
off its port quarter, not game to try squeeze through
on the inside of a truck that so amply filled its own lane.
So there we sat, wheezing asthmatically along until we
crested the hill at Carlingford and went our separate
ways. There I slipped past one of our little group, a toughlooking Beemer X5, glanced up at the driver and saw a
slight, anxious-looking creature who might have made it
their life’s ambition to find third gear.
Beyond the Sydney basin I found a brighter, hotter day
and steadily diminishing traffic density as far as the
Newcastle Link Road, thickening again across the Hunter
at Hexham and through Raymond Terrace, where I tried
to keep on top of the various changes of maximum speed
limit, steadily diminishing until I began to wonder if we
Out into the country again, with the RTA prepared
afresh to allow us up to the dizzy heights of
110km/h, the new stretches of the Pacific Highway
cut a smooth, creamy line through the flat green
of the coastal bush. The overall effect is akin to one
of those artist’s impressions they used to try and
flog the US freeway system during the 1950s. All it
needed was two guys in a rest area talking enthusiastically
about their new Chevy Bel-Airs while in the background
their wives set up the picnic table.
It wasn’t long before I needed a fix of the real world again
so followed the signs for Karuah, back onto the patches
and faded white lines of a road left to local traffic. The first
servo I saw, on the edge of town, now adds to the variety
of local cuisine as a Greek restaurant, and I half expected
to see a tiny township struggling to stay alive but the
Roadhouse seems to be doing fine, presided over by a
boisterous staff, offering an extensive restaurant menu
and doubling as the local DVD rental spot. Down near the
bridge over the estuary there are holiday places that add
to the impression that Karuah might be a little-known
gem, a family holiday spot within easy reach of Newcastle.
The Pacific Highway now sweeps round to the east of
Bulahdelah, leaving its notorious bends for the inquisitive
who have time to spare. I didn’t, but figured I had less
than 40km to cover, though there are no signs to Nabiac
until you’re practically on top of the place. There’s a loop
off the freeway that takes you past the Nabiac Hotel,
through a smart village centre on Clarkson Street, past
the cop shop and school and down to number 33 and the
finest shed in the land, the National Motorcycle Museum.
This was my first visit, and the sheer volume of stuff there
takes your breath away. When I left I still wasn’t sure
whether there were 700 or 900 bikes on display, because
it doesn’t matter. It’s the total experience that counts.
Yes, there are cammy Nortons on view, a trio of smart
A1 Kawasakis in the foyer, but there’s also Dennis Neill’s
leathers hanging from the ceiling, a 1921 Ner-a-Car and
the tale of Dale Buggins’ short but spectacular career. It’s
mesmerising.
Margaret and Brian Kelleher preside over the museum
with genial assurance. They’ve been in the business a
long time, having run The Stable in Canberra for 18 years
before quitting the national capital to open the Nabiac
museum in 2000. They’d run a smaller version in Canberra
for a time, but costs spiralled and they headed north to
find the patch of dirt they wanted.
“We brought 400 bikes with us,” explains Margaret. “Nine
to a trailer.” A smile while she waits for the penny to drop.
“So…how many trips did you make to get everything up
here?”
“I did about 30, Brian the same,” she says.
Now, 14 years on, there’s still plenty to do. The museum
gets new stuff all the time, and a shortage of enthusiastic
volunteer labour means that running the place is far from
a sinecure.
Check it out. The National Motorcycle Museum is one of
the great experiences Australian motorcycle culture has to
offer, which is as it should be.
Margaret unlocks the front door and turns the airconditioning on at nine o’clock each day. Get there when
she does and give yourself the day.
– Bob Guntrip
15 YEARS
MARCH 1999
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TESTING
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RACING
FIRST
ISSUE
•
EVENTS
15 YEARS
MARCH 1999
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IN the 15 years since the first issue of Cycle Torque many things have
changed, but one thing hasn’t – there have been great bikes released
every year and many of them are still with us, updated and improved.
On the cover of the first issue we featured Yamaha’s YZF-R6, one of the
reasons we’ve also featured it on the cover of this, the 15th Anniversary
Edition.
Also on the cover were Suzuki’s Hayabusa and Triumph Sprint ST - and
you can still buy an R6, Hayabusa and a Sprint (the Sprint ST is gone, the
Sprint GT is still available).
It’s testament to buyers liking familiarity which has kept manufacturers
updating rather than replacing models.
1999
That first issue, with the Hayabusa and R6, featured two of the best
bikes for 1999, but by October we were riding the BMW R 1150 GS,
which was faster, smoother and better handling than the 1100 it
replaced.
The Hayabusa was capable of over 300km/h, but its finesse at high
speeds made it a sublime sports-tourer which has since gotten better.
The R6 was chosen by many, many racers and sportsbike enthusiasts,
and the machine lives today as evidence of how good the first model
was.
2000-2005
The early 2000s saw changes to the status quo in many areas of
motorcycling - Honda went to a twin in Superbike racing (VTR1000SP)
to win the world title, before abandoning the platform with the
CBR1000RR.
Ducati responded with the 999, a fast machine which also won the
World Superbike crown, but its styling wasn’t loved, primarily because
the stacked headlights looked strange. The 1098 a few years later
restored the beauty…
Harley started bumping up engine capacities of its machines with the
Twin-Cam 88 engine, a smooth operator.
In the motocross world the engines switched from two-stroke to fourstroke, re-energising racing around the world, despite many of the
early four-strokes being fragile when revved hard.
Adventure bikes also started to really become popular, and not just
among those who could really get the bikes dirty, but also those
who liked an upright touring riding position and suspension very
well suited to Australia’s goat tracks - and Ewen MacGregor/Charley
Boorman’s Long Way Round showed millions of viewers how much fun
could be had riding an adventure machine.
Yamaha tried to invent a new category, Torque Sports, with the MT-01,
a bike Cycle Torque staff will own one day. We still love them, but they
were too expensive and little understood. The world was still buying
sportsbikes seemingly as fast as the manufacturers could build them
- CBRs, GSX-Rs, Ninjas, YZF-Rs, Ducatis… they were selling very, very
well.
2006-2010
With Grand Prix switching to four-stroke (at least in the premier class)
Ducati released the road-going Desmosedici RR. Launched in late
2006, just 1500 were made over 2007-2008 and they were priced at
$100,000.
A phenomenal machine, Cycle Torque’s editor Chris Pickett still
considers it the most exciting machine he’s ever had the privilege to
ride.
Continued on next page
•
TESTING
•
RACING
FIRST
ISSUE
•
EVENTS
15 YEARS
Casey Stoner winning the 2007 MotoGP title on the race version was the
icing on the cake for Ducati.
Adventure bikes continued to become more mainstream, with the R
1200 GS becoming BMW’s best-selling bike despite KTM releasing the
fuel-injected 990 Adventure. BMW introduced its parallel twins during
this period, which also saw a four-stroke emphasis from KTM and lots
more road bikes, the expansion of Buell under Harley ownership until
the axe fell when the Global Financial Crisis hit.
brands joining the Japanese, American, European and Korean made
bikes we already had.
Taiwanese brands such as TGB have done well, the Chinese less so with
some importers going to the wall, with the exception of CFMoto which
also produces the biggest roadbikes to come out of China (650TK and
variants). But in the small bike/recreational market the Chinese are
really stealing market share with incredibly low prices - Atomik and
Shineray come immediately to mind.
BMW also tried its hand at building dirt bikes before buying Husqvarna.
2010-2014
Cycle Torque was also enjoying riding the Aprilia RSV twins, but not so
much its ill-fated off-road and supermoto twins. Supermoto was big
in this period too, with lots of manufacturers producing dirt bikes for
bitumen use.
The GFC’s impact was biting by now, and the manufacturers took
notice. Honda introduced the single-cylinder CBR250 to take on the
Kawasaki Ninja 250 before its trio of LAMS-approved 500s arrived to
record excellent sales.
Honda was making the CBR600 even sportier with the 600RR, and
dominating Supersport racing for a period, while also inventing a new
motocross category with the CRF150R. Yamaha’s YZ finally got alloy
frames, years after arch-rival Honda.
Yamaha and Suzuki also introduced excellent LAMs machines and the
market for lower-powered machines really took off, while Hyosung’s
Australian range went entirely LAMs, the Korean manufacturer
successfully targeting learners and those looking for great value
machines.
Suzuki sold sqillions of the awesome-value soft-core adventure
tourer V-Strom 650 - its 1000cc sibling not a bad bike but not as
popular. Ducati also entered the soft-road Adventure market with the
Multistrada.
Three-wheeled machines from Piaggio (MP-3) and Can-Am (Spyder)
were introduced, both finding their niche, as was Victory, being very
new to Australia.
Harley-Davidson was riding high, introducing new models and the very
expensive CVO machines.
More and more manufacturers seemed to be fighting for the Aussie
dollar, which was high, helping keep the price of bikes low. Many of
those manufacturers were Asian, with the Chinese and Taiwanese
At the premium end of the market it was a different story. Harley closed
down Buell and sold off MV Agusta – Buell was supposed to have
given the company access to younger, sportier riders, MV access to the
European market – but both were a financial drain when the US market
froze under the weight of the GFC. Harley would re-tool and introduce
lower priced machines and will introduce Indian-made 500 and 750cc
bikes in 2015 (although Australia might not get the 750).
BMW introduced the S 1000 RR to wide critical acclaim and Aprilia
introduced the V-Four RSV-4R and RSV-4 Factory, compact race replicas
which Max Biaggi rode to the World Superbike Championship.
Ducati’s Panigale is the first of the 8-valve race replicas not to be simply
15 YEARS
given a number as its model name, breaking with the tradition
since the 851 was introduced in the late 1980s.
With a new engine, monocoque chassis, high tech electronics and
MotoGP-inspired styling, the various Panigale models are very, very
desirable.
Yamaha reversed the cylinder on the YZ450 & 250 and brought
out the Super Tenere before Triumph started producing the Tiger
800 and 1200 Explorer Adventure Tourers. Ducati redeveloped the
Multistrada around the 8-valve high-performance engine and it too
had an Adventure machine.
Kawasaki’s bargain Versys 1000 soft-road Adventure tourer and
the high-tech CrossTourer from Honda meant nearly every major
manufacturer had an Adventure bike of some sort. BMW introduced
the Wasser Boxer 1200 GS, water-cooling the Boxer engine for the
first time.
We hadn’t seen an inline six-cylinder motorcycle since Kawasaki’s
z1300 in the early 80s, but that didn’t stop BMW producing the K
1600 models to take on the Honda Gold Wing at the top-end of the
touring market.
BMW seems to have given up on the dirt bike market by selling
Husqvarna to KTM, the Germans concentrating on the road bike
market and introducing scooters to the line-up. Ducati was sold to
Audi (which is owned by Volkswagon) and Aprilia to Piaggio.
Polaris re-introduced the Indian badge and did an awesome job of
building machines Indian might be producing today had the old
factory never closed its doors. The new line-up captures the essence
of the old machines with modern technology and performance.
The future
Bike journos have been predicting the demise of the sportsbike for
decades, getting it hopelessly wrong - the lure of clip-ons and speed
endures, although the percentage of race replicas which are never
registered for road use seems to be rising along with speeding fines.
The difference in lap times for the average rider between bikes sold
today and those sold in 10 years is unlikely to be very different,
although improvements in traction control, ABS, stability and tyres
will make lapping your favourite track more and more fun.
Cruisers and nakeds have been evolving and improving, selling to
those who love the breeze in their face and generally not needing
the latest technology or the highest performance. They will continue
to attract an audience of fans.
The LAMs market has exploded, with manufacturers offering many
choices to those either restricted to lower-powered machines
or those simply looking for good value. Compulsory training for
learners has reduced the motorcyclist road toll, which has improved
the image of motorcyling as an activity, which has improved
the popularity of riding. It’s been a long time since riders were
considered Temporary Australians.
Motocross and enduro bikes are continuing to evolve, although
the pace of change has slowed since nearly all manufacturers have
switched to primarily four-stroke model ranges. Opening up places
to ride, like Queensland Moto Park, would help drive interest in
casual off-road riding.
Adventure bikes are set to continue improving and becoming more
popular - Suzuki is about to introduce a new V-Strom 1000, BMW a
new GS Adventure and we’ve barely gotten used to the F 800 GSA,
1190 KTMs and the latest Multistrada.
Although motorcycling is going through a tough period now, the
future does look bright for two and three wheelers. n
Viewed as a true benchmark in motorcycle racing, the
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2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
15 years of
race breeding
make the R6
one of the
most popular
sportsbikes
ever made.
2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
N TEST BY CHRIS PICKETT, PHOTOS BY NIGEL PATERSON AND
RYAN GRUBB N RIDING GEAR: SHOEI HELMET, RST LEATHERS,
ALPINESTARS GLOVES, ARLEN NESS BOOTS.
IT’S long been known around the racetracks Yamaha’s R6 was the
go-to middleweight if you wanted to lap quicker.
Sure, other middleweight sports machines have spent some
time at the top during the R6’s life but there’s no doubt in my
mind the R6 has spent more time at the top, of the racetrack,
than any other brand. Does this make it a better bike than its
competition or is it a case of riders buying the bike, which is
doing all the winning?
Even at last year’s Manx GP TT legend Milky Quayle told me that
my son Alex would have gone quicker if he’d been on an R6
rather than a Ducati. He didn’t mention any other bike. Whether
that is true or not there seems to be a belief that the R6 is the
bike to have if you are Supersport of Superstock 600 racing.
And there are plenty of instances I know of where the rider
has jumped from another brand onto an R6 and gone quicker
straight away, indicating they are not only fast, but they are
easier to ride fast.
In the shop
For 2014 there are only minimal changes from ’13. Yamaha says
the R6 didn’t need any major changes, and as a package it’s
still at the top of the Totem Pole. And it does this with no electronic rider aids, but then
again so does just about every other middleweight sports machine.
Out of the box the R6 engine is a racer, with a 16,500rpm redline and a 13.1:1
compression ratio. It has all the usual suspects in the engine, and racers will delight in
the fact it has a slipper clutch standard.
One of the cool gadgets the engine has is a variable intake tract set-up, which is
controlled by the ECU. On older racing machines tuners can spend many hours tuning
inlet lengths to get the best power but the R6 has the best length all the time, giving
the engine a broad power delivery for this type of machine. Twin injectors help here too,
giving the engine all the fuel it needs when it’s revving hard.
Another interesting thing is the engine has titanium valves, often seen in motocross
engines, but the usual titanium valve issues don’t seem to be a reliability problem on
the R6, as they can be with the dirt squirters of all brands. Yes, even though they are
usually seen being revved to within a thou of their lives on the racetrack, R6s are usually
very reliable.
Suspension is what you would expect from a race-focused bike, with the 41mm forks
adjustable in just about every plane, including high and low speed compression. At
the rear the shock has the same adjustment benefits. It also has a spacer, which can be
tailored to alter the rear ride height, especially for track work.
2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
a chore of course but on the open road you can live with it, and when you get to the
corners, well...
The engine sure likes to rev and it starts building real power around 9,000 rpm, with
things going a bit mental from 10 upwards. Tootling around in top at 4-5,000 rpm is
fine too, but for quick overtakes you’ll need to stomp the gear lever down a spot or two.
This is all second nature to experienced 600cc aficionados. As an educated guess I’d say
there’s about 120 horsepower at the rear wheel.
So, we’ve established it goes quite well but it’s probably the handling which is its strong
point. Our test bike was set firmly but not too firm that it compressed your spine at
every opportunity. In fact it coped with the bumps well, never bouncing off them,
despite the firmness. Rear end squat under power was also fabulously absent and this
is down to the mounting position of the swingarm which is up nice and high in the
Deltabox frame. Racers will also rejoice in the fact there are TZ style chain adjusters
which are always handy for quick tyre changes at the track.
One area I felt the bike was slightly lacking was the brakes. The 4-piston radially
mounted calipers (with Brembo master cylinder) felt a bit wooden for my liking, and
required a decent pull on the lever for quick stops. This might just be the pad material
because I’ve ridden other R6s, which nearly throw you on your nose.
Not so handy for road riders but if you are keen on racing or track days the instruments
have a built-in lap timer and a programmable shift light. The rest of the combination
digital/analogue instruments have all you need for any sort of riding you will do.
Verdict
The 2014 R6 looks sharp and it feels sharp on the road. It’s very much track focused but
amazingly it’s also great on the road, in the right conditions. It steers incredibly quickly
but still feels stable, even at speed on average surfaces. You can change line mid corner
almost at will, and when you have the engine past 10,000 rpm it is screaming like a
banshee and going like one too, especially with the GYTR accessory slip on muffler. On
the pipe it sounded amazing without being too loud around town.
Track only?
There’s no doubt the riding position is track focused, and there’s little thought for
luggage or pillion accommodation. It would be interesting to know how many new R6s
sold actually go straight to the racetrack, compared to the road. The rider does have
their backside perched high and hands low but despite this it’s not too bad because
the ratio of these two to the footpegs are reasonable for road riding. Around town it’s
It might have a reputation for on track prowess but the latest R6 is also a fine sports road
bike. At $15,999 the 2014 YZF-R6 is amazing value, considering many riders would be
quicker on this bike than they would on bigger capacity sports machines.
15 years ago we put the very first Yamaha R6 on the cover of the very first issue of Cycle
Torque. It was a leader of the pack then and still is. The more things change the more
they remain the same. n
MORE
2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
2014 YAMAHA
YZF-R6
Test
CYCLE TORQUE
www.cycletorque.com.au/more
www.yamahamotorsports.com
Rear shock works
a treat, even on
average surfaces.
Brakes are good but did lack
some feel.
It’s all about the tacho…
S P E C I F I C AT I O N S:
2014 YAMAHA YZF-R6
Engine Type: Liquid-cooled inline four
Capacity: 599cc
Transmission: 6-speed and chain drive
Fuel Capacity: 17 litres
Frame Type: Alloy twin spar
Seat Height: 850mm
Wet Weight: 189kg
Front Suspension: 41mm USD
Rear Suspension: Monocross single
shock
Brakes: Twin 4-piston calipers on front,
single caliper on rear
Tyres: 120/70-17, 180/55-17
Price (RRP): $15,999 + ORC
WATCH
VIDEO NOW
CALL FOR A QUOTE
1800 24 34 64
WE’LL BEAT ANY PRICE GUARANTEED*
Accessory pipe sounded horn.
One of the most famous
supersport model names ever.
A tail tidy would make the rear
end as sleek as the designers
envisaged.
2014 CYCLE TORQUE
YAMAHA
YZF-R6 Test
http://merchandise.hondampe.com.au/
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
A manic bike
with a softer
side. Who would
have thought it
possible?
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
N TEST AND PICS BY CHRIS PICKETT
N RIDING GEAR: OGK HELMET, M2R JACKET, DRAGGIN’S DRAYKO JEANS, IXON GLOVES
ARLEN NESS BOOTS.
DUCATI bills its Hypermotard as a supermoto on steroids. I guess you could say to a
degree it is, but I think it’s a much better bike than that.
The new Hypermotard uses an 821cc engine which is essentially a reworked smaller
capacity Testastretta, with long-stroke dimensions to give better low-end stomp and
make the engine feel more refined than say the Ducati 848. This is the first liquid-cooled
Hypermotard model. But wait you say, why are we talking about the Hypermotard, and
not the Hyperstrada? Well, that’s because both bikes share most parts, with the ’Strada
using travel accessories to make it better for longer distance riding.
Hard core
In some ways it seems odd to try and turn a very aggressive hoon bike into a tourer but
I think Ducati is on the money. Take a look back to the previous Hypermotard with the
1100cc air/oil-cooled engine. It really was a supermoto on steroids, with a ridiculously
small fuel tank and a riding position which had you perched right on top of the bike.
This package made the bike massive fun to ride but I think it was overlooked by a decent
amount of buyers because it wasn’t perceived the bike could handle anything more
than a short ride, or more to the point, the rider couldn’t handle it. True, it wasn’t the
most comfortable of machines, but put a long range tank on it, some factory accessory
throw-over tank bags and a gel seat and you were in business. I did 1000 kays in a day
on one with a similar set up.
Ducati has obviously picked up on this and realised there is room in the stable for a bike
which can satisfy the primordial urges of a rider who wants their machine to be sharp
and ultra aggressive, but wants it to be around so long after most riders of that ilk have
put the cover over such a machine in their shed.
What differences?
It’s easy to look at both bikes side-by-side and come to the conclusion the only
differences are a taller screen and a set of panniers but it does go deeper than that.
43mm forks are fitted to both machines but the Hyperstrada has 20mm less travel to
Liquid Hyperactivity
suit its more road focussed niche. That said, not many people will want to take the
Hypermotard too far off-road I would think. At the rear the wheel travel is the same
150mm on both machines, whereas the Hyperstrada’s rear shock preload can be
adjusted via a remote hydraulic set-up. Perfect for the touring maniac, ah, motorcyclist.
But wait, there’s more. The Hyperstrada also has taller handlebars, a wider and lower
adjustable seat (due to the shorter travel forks), longer guards, a centrestand, and a
couple of 12v power sockets.
As you would expect from a machine of this calibre it has some kick-arse brakes, with
radially-mounted four-piston monobloc Brembo calipers doing the shimmy and shake
with 320mm rotors. Yes friends, this thing pulls up with alarming ease.
Now both bikes even share the same 10 spoke wheels but the Hyperstrada gets Pirelli
Scorpion tyres, the same as you will see on the Multistrada 1200, while the Hypermotard
gets the sticky Diablo Rosso IIs . Yes you can put those on your Hyperstrada if you so
wish.
Lastly the Hyperstrada is 204 kilos ready to rock-n-roll, some six kg more than the
’Motard.
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
The ride
There’s no denying the heritage of this bike when you get
on it. You are still perched up high, and forward enough to
feel like you are straddling the fuel tank. The handlebars
are not much of a reach, and while first time Mulitstrada/
Hyperstrada/Hypermotard riders will feel maybe slightly
cramped by the whole riding position I can confirm you do
get over this quite quickly where it all feels quite normal.
About the fuel tank. It now has 16 litres which can realistically
give you a range of around 250 kilometres if you aren’t trying
to turn the throttle to the stop all the time. This is much,
much better than the old air/oil-cooled model, and really
does negate the need for after market accessory long range
tanks. Ducati must have been listening extra hard to the
punters who previously complained of poor fuel range.
The engine is a real beauty, with a very smooth nature down
low. It feels quite strong but it does run out of puff earlier
than an 848 due to the lesser capacity and longer stroke.
That’s OK though, I never felt like I needed more horsepower.
There are three power modes to choose from, with Sport and
Touring modes giving you the full 110 ponies, but Touring
just doesn’t have quite the snappy response as Sport. I
preferred Touring mode due to the less frenetic initial throttle
response. Urban mode has 75 horsepower and still feels a
hoot around town anyway. The gearbox is a sweety too, with smooth changes, and
combined with the final drive gearing feels great on the road. Not too tall. Not too low.
Just right.
I found the suspension overall very good, with the ability to soak up the bumps and
still work well when I was ‘having a go’ as it were. I really do like bikes like this, with the
handlebars giving you plenty of leverage, a riding position which isn’t over the top, and
suspension which can cope with both good and poor surfaces, and be pretty good at
either end of the riding spectrums. Ride like a daisy and it’s fine. Ride like a daredevil and
it’s fine too. The only time you might not like the riding position is on lengthy freeway
stints but this is only if you feel the need to do said freeway miles at speeds above 120
km/h or so.
Verdict
I was a big fan of the original Hypermotard and like the new liquid-cooled Hyper family
as much so. The Hyperstrada wears a coat of many colours, and while it can tour easily it
doesn’t pretend to be one. That suits me, especially at $17,990. n
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
DUCATI
HYPERSTRADA
Test
CYCLE TORQUE
www.ducati.com.au
Screen works well and
you can get taller ones
too.
Rear shock has hydraulic
preload adjustment.
Hand guards give decent
protection.
DUCATI HYPERSTRADA
Engine Type: Liquid-cooled V-twin
Capacity: 821cc
Fuel Capacity: 16 litres
Frame Type: Tubular steel trellis
Seat Height: 850-830mm
Dry Weight: 181kg
Front Suspension: 43mm USD
Rear Suspension: Progressive linkage
single shock
Brakes: Twin 4-piston Brembo calipers
on front, single 2-piston on rear
Tyres: 120/70-17, 180/55-17
CALL FOR A QUOTE
1800 24 34 64
Panniers are easy to
install and remove.
Forks have 20mm
less travel than the
Hypermotard.
Brakes are awesome.
821cc engine is a
beauty, smooth and
torquey.
CYCLE TORQUE
DUCATI
HYPERSTRADA Test
MORE
CYCLE TORQUE
DUCATI
HYPERSTRADA Test
https://www.motoguzzi.com.au/cali1400/
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
Child of the Seventies
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
Harley
captures the
magic of the
past with the
technology of
today
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
N TEST BY DENNIS PENZO, PHOTOS BY NIGEL PATERSON AND
RYAN GRUBB
N RIDING GEAR: BELL CUSTOM 500 HELMET, MATADOR
EQUIPMENT EYEWEAR, ARLEN NESS JACKET, BULL-IT JEANS,
GLOVES BY FIVE GLOVES, FALCO BIKER BOOTS.
Child of the Seventies
AH, THE seventies! It was an era of innocence - of choppers and ape-hangers; of Stone,
On Any Sunday and Easy Rider (yes okay, that was 1969 but the force was still strong
in this one!)
Harley-Davidson’s Lowrider inspired 72 evokes the chopper attitude of those innocent
early seventies where ape-hangers and six-over front ends were de rigeur.
Yes, I’m not ashamed to admit it but the British machine I rode back then (yes, I’m
that old!) had a set of Mustang pushbike handlebars. There, I’ve said it. I feel strangely
cleansed somehow.
But Harley has learned a lot of lessons since those heady, psychedelic years.
For a start the mini-ape hangers on the 72 carry internally routed wiring, for a very
neat, clean touch.
White walled tyres and laced wheels! A bike after my own heart. The 21-inch front
wheel combined with the 16-inch rear give the bike a nice stance.
And then there’s the 8-inch mirror chrome retro air cleaner cover.
Well, if that isn’t enough for you there’s also the chopped rear fender and sidemounted number plate - like a Dave Mann print straight out of the pages of Easyriders.
Top it off with a two gallon Peanut tank a la 1948 style just to expose more of that
lovely V-twin donk (7.1 litres for those who speak metric).
And if you miss the psychedelia of that colourful era then wrap your retinas around
the colour options Harley has available such as the range of Hard Candy Custom
paint large metalflake finishes - available in Hard Candy Chrome Flake, Hard Candy
Volcanic Orange Flake or Hard Candy Voodoo Purple Flake. (I feel peckish!) The paint
job starts with several passes of 200micron flake over a black base, then a clear coat,
then graphics are hand laid down and then many layers of clear coat lets that flake
shine out. It’s a painstaking process but it offers a premium finish.
Okay, time to calm down and get my bearings. Now, where was I? Oh yes, 2014, now
I remember.
So what we have here is an air-cooled 1200cc Evolution engine with aluminium heads
and cylinders to help keep things lighter and cooler. And the whole powerplant is
rubber mounted to keep it feeling silky smooth. Made all the more smoother by the
finesse of the belt drive.
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
updated routing for a cleaner look, reduced number of wiring harnesses, switches,
relays and fuses. Also a new voltage regulator has modified fins and integrated
connectors to improve heat dissipation.
And of course it wouldn’t be modern unless it had Harley’s tried and tested electronic
fuel injection.
All the Sportsters got an overhaul on their brake systems for 2014. Brake rotors are up
from 292mm to 300mm with a more powerful and stylised front caliper with 34mm
pistons with matching rear - both ends sport dual piston calipers. There’s also an
improved all-aluminium integrated rear master cylinder with reservoir and a new allaluminium front master cylinder with reduced friction, therefore more efficiency, and
stainless steel braided lines.
And ABS now comes standard on all Sportster models.
More ergonomic hand controls, better placement of switches so it is all at hand
exactly where you need it.
I enjoyed riding this machine. I’ve got fairly short legs but I found the pegs weren’t
too far forward for my stature, and the mini-apes are not too much of a reach either.
Harley has got the proportions and dynamics of this bike just right for those folks
who enjoy this style of machine.
With a seat height of 710mm most people will find this a nice, low comfortable fit
while ground clearance comes in at 120mm.
The modern brakes are fabulous compared to the rose-tinted glasses my memory
uses for hindsight.
Even the electrics have had a bit of an overhaul with a new body controller with
The closed loop exhaust system still delivers that familiar Harley throb but also features
new durable mufflers with exhaust shields, a catalyst and mini heated oxygen sensors
all designed to meet future worldwide emissions standards.
There’s a factory installed next-generation security system featuring a hands-free fob
that automatically arms and disarms the vehicle electronic security functions as you
approach or walk away from your bike. Now back in the seventies you would only
have heard of that in an episode of Dr Who.
The 4-inch speedo is mounted on the handlebar clamp and features electronic
speedo, odometer, clock, dual trip meter as well as RPM/gear display, ABS as well as
blinkers, diagnostics, fuel warning and all the regulars you’d expect.
For $18,495 plus on-roads and with two year unlimited kilometre warranty this bike
will take you back to a better time but move you forward in a better way. The only
thing missing is a kick-starter.
And look, I didn’t even have to mention AMF even once. Well once, but I think I got
away with it. n
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
CCYYCCLLEE TTOORRQ
QU
UEE M
MAARRCCH
H 22001144 -- 4
47
7
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
www.harley-davidson.com
WATCH
VIDEO NOW
HARLEY-DAVIDSON SEVENTY-TWO
Engine Type: Air-cooled V-twin
Capacity: 1202cc
Fuel Capacity: 7.9 litres
Seat Height: 710mm
Wet Weight: 255kg
Front Suspension: Telescopic, no adjustment
Rear Suspension: Twin shocks with
preload adjustment
Brakes: Single 2-piston calipers front and rear
Tyres: MH90-21, 150/80-16
CALL FOR A QUOTE
1800 24 34 64
Chopped rear ‘fender’.
Metal-flake peanut tank.
In case you forget what you’re riding, it’s
written on the tank.
Retro-style air cleaner on the Sporster motor.
Style is straight from the 1970s.
HARLEY-DAVIDSON
SEVENTY-TWO
Test
CYCLE TORQUE
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FRASERMOTORCYCLES.COM.AU
*APPROVED APPLICANTS ONLY, TERMS & CONDITIONS APPLY.
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2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
If big dollops of HP
sauce is your go, then
the 2014 KX450F is
your bottle.
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
THERE is one big noticeable thing about the
Kawasaki KX450F. Its horsepower. It’s right at the
pointy end of the pack when it comes to churning
up the soil and punching the rider forwards.
That’s all good, but like any production bike it
can always benefit from some personalising for
best results. Sort these and you’ll have not only
a fire breathing monster, but one which you can
actually tame. Well, tame a little.
Features
On top of the standard DOHC 4-valve watercooled configuration, the KXF engine is packed
full of race-spec features. A bridged bottom
piston, launch control ‘holeshot’ mode, and
adjustable engine tuning couplers really make
this engine a race ready package.
The chassis features an all aluminium main
frame, tapered D-shaped aluminium swingarm
with Kawasaki’s Uni-track rear suspension
linkage and KYB rear suspension matched to a
complete aluminium rear subframe.
The Kayaba PSF (Pneumatic Spring Fork) was
introduced in MY13, and after much speculation
and debate, the PSF fork has turned out to be
a welcome improvement to the mighty KXF.
The air valve on top of the fork allows the rider
or mechanic to set the pressure in the forks
with ease, which is the equivalent of adjusting
your spring rates in your conventional type
spring fork. Internal valving still comes into
play, and the PSF fork features the same type
of clicker adjustments we are all used to seeing
on our modern MX bikes. Having both clicker
adjustment and pressure adjustment now makes
N TEST BY TODD REED, PHOTOS BY NIGEL
PATERSON AND RYAN GRUBB
N RIDING GEAR: TROY LEE DESIGNS HELMET,
TROY LEE DESIGNS APPAREL, ALPINESTARS
BOOTS.
the KXF extremely easy to tune while you’re at
the race track.
A specifically designed top triple clamp allows
for two handlebar clamp mounting positions,
and with the offset handlebar mounts this adds
up to a total of four different positions available
to locate your handlebars. The footpeg mounts
are also adjustable on the KX450F, with a
second position being offered 5mm down from
standard which allows the taller rider that bit
more room in the cockpit.
On the track
The Kawasaki KX450F is fast. Really Fast. This
bike has been tuned with the racer in mind, it
has strong aggressive power which comes on
immediately once you crack the throttle. It’s a
torquey, yet free-revving engine which offers a
great spread of power throughout the rev range.
Its strong point is certainly off the bottom and
through the mid, where the KX seems to have
an endless amount of grunt. Higher up in the
rev range the mighty Kawasaki continues to pull
however isn’t as strong, which will encourage
riders to keep shifting and keep the engine
in the meat of the power. The standard 13/50
gearing worked well for us at our test track and
proved to be a great base setting.
Launch control mode is an exclusive feature
on the KX450F. It is a switch located on the
handlebars that engages a different engine map,
moderating the engine output beyond 7000
RPM in 1st and 2nd gear. Used off the start, it
can be a handy tool in the right conditions. We
tested the launch control on varying surfaces
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
and it works surprisingly well. A very nice feature of the KX450F.
Last year we enjoyed the Kayaba PSF air fork on the Kawasaki and one
year later we still think it’s a great thing. Getting the suspension dialled
in was an easy exercise. We set the rear shock sag at 102mm, ensured
that we had 35 PSI in the forks and off we went. We never strayed too far
from the standard clicker settings and most riders will find great comfort
within the capabilities of the standard settings.
Most riders will enjoy the standard ergonomic arrangement. Renthal
handlebars set the standard and the 971 bend are very easy to adapt
to. The adjustable handlebar mounts can be quite handy for those of us
who differ in physical size; we moved the mounts into a position 15mm
further forward which really opened up the cockpit and gave us much
more room to move around. The standard footpeg height should be just
fine for most riders and we felt no need to move them around during our
test. A larger, wider set of foot pegs would certainly be a welcomed move
though.
The standard tyres are Bridgestone M403 & M404 intermediate
compound, they worked flawlessly on our test track and are a very
popular choice for most Aussie MXers. The standard brakes are solid,
reliable items which serve their purpose well. That being said, a larger
front disc and improved stopping power would be one of the first items
on the Cycle Torque shopping list if the KX450F was in our garage.
Verdict
Even though it remains unchanged from 2013, the $11,999 2014 KX450F
is a great bike. The powerplant is second to none and is a sure thing to
put a smile on your face. The handling characteristics of the Kawasaki are
quite good, and with some personal fine-tuning with the suspension, it
would be easy to turn the bike into a razor sharp handling machine. On
top of all that the KX450F is one great looking machine with the flo green
plastic, and the black rims really top off that factory look. n
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
www.kawasaki.com.au
WATCH
VIDEO NOW
Alloy frame is one of the best.
A bigger rotor would improve the brakes.
The black rims fit the look.
Factory-style engine cases wrap…
2014 KAWASAKI KX450F
Engine Type: Liquid-cooled single
Capacity: 449cc
Fuel Capacity: 6.2 litres
Seat Height: 955mm
Wet Weight: 112.5kg (fuelled)
Front Suspension: 48mm USD PSF
Rear Suspension: Uni-Trak
Brakes: Single caliper front and rear
Tyres: 80/100-21, 120/80-19
Price (RRP): $11,999
…one powerhouse of an engine.
2014 KAWASAKI
KX450F
Test
CYCLE TORQUE
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Japanese riders on Japanese Superbikes.
Maria Costello and in action above at the Isle of Man.
THE annual Barry Sheene Festival of Speed will again grace
the Sydney Motorsport Park this March 21-23.
Each year the list of stars just seems to get bigger, but the
promoters are also looking to outside the usual suspects
when bringing in overseas talent.
This year there’s quite a varied group of riders attending
from all over the world, and this event is likely to just
keep getting bigger, as classic racing in Australia and
throughout the world is enjoying quite possibly the largest
growth in motorcycle road racing.
The good thing about classic racing is the bikes look and
sound very different, not just from modern bikes but also
from each other. And one thing the organisers do very
well at the BSFOS is the trade stalls and show-n-shine
displays by numerous classic bike clubs. Whether it be in
the parking lot or on the club stands, the amazing array of
machinery is, well, amazing.
The headline act for 2014 would have to be eight time
world champion Phil Read. As a racer Read possessed a
will to win not many other riders had. This probably didn’t
make him many friends among his Continental Circus
competitors but it has gained him scores of fans over the
years, and even though in his advancing years he won’t
be able to do laps times like the old days, it will be an
opportunity to see such a legend of motorcycle racing in
the flesh. It’s an opportunity not to be missed.
Another star appearing at the 2014 Barry Sheene
festival will be Maria Costello MBE, who will be
competing for the first time in Australia.
Maria is one very fast lady out on the racetrack, lapping
the Isle of Man course at 114.73 mph in the 2004 TT
Production 1000 race. In 2005 Maria made history by
becoming the first womon solo rider to finish on the
podium at the IOM TT (3rd in Ultra Lightweight class)
on a Honda VFR400. In 2011 she again finished on the
podium (3rd place) in the Classic 250 race at the Manx
Grand Prix on a Suzuki T20.
Maria has raced all over the world, competing in all
classes from modern superbikes to classic racers, she
will be competing on a Honda RS125 and either a
Honda RC30 or Honda VFR400.
Girl power is alive and well at the Barry Sheene Festival
of Speed 2014.
New Zealander, Scout Fletcher from Christchurch, is to
make her first trip across the ditch to contest this year’s
event.
The 18-year-old has been racing since she was 13
and in 2013 finished 2nd in the NZ 125 GP Road Race
Championships, won the NZ TT 125 GP Class and the
Pre War 350cc Barry Sheene Oceania Challenge at
Hampton Downs in October 2013. Scout started riding
bikes as a 10-year-old and had her first race on a Suzuki
RG150 at Ruapuna Raceway in February 2009. She had
her first classic race on a 1929 hand-change Rudge in
the 2012 Summer Classic Festival.
Her talent has not gone unnoticed as she was given a
350 Manx Norton (previously owned by four-times
world champion Hugh Anderson) to race at the annual
Port Races on the streets of Port Nelson.
Scout has impressed with her ability to switch from
modern, ultra lightweight 125 GP bikes to Manx
Nortons to hand-change Rudge or Ariels.
For the BSFOS, Scout will be riding a TZ250 and an
Aermacchi 350 as well as a RS125 Honda.
But it doesn’t stop there. The Post Classic Racing
Association of NSW, along with Steve Leembruggen’s
Old Gold Motorcycles have announced the appearance
of Japanese super bike riders, Yuji Terada and Tomoki
Adachi who will competing on their Period 5 super
bikes.
Grand Prix legend Phil Read
Yuji Terada (UG) will be riding his 1981 Suzuki 1100
Katana and Tomoki Adachi (Tomo) is competing on a
1978 Kawasaki Z1000.
Terada is the owner/operator of Annys Motorcycle Shop
in Nagoya, Japan were they specialise in Kawasaki Z
series machines and also design and produce special
one-off race parts.
Adachi will be riding a Z1000 Forgotten Era bike. He
is in the top three forgotten era riders in Japan. Along
with the two riders there will be a mechanic and a team
manager as well as a film crew to record the event.
Besides seeing these talented riders, you’ll be able to
catch up with them at autograph sessions, and as the
pits are open you might be able to tie them down for
a quick chat. And don’t forget that some of Australia’s
best classic racers will be there too.
Looks like the 2014 BSFOS is going to be a doozy. Make
sure you don’t miss it. n
18-year-old Kiwi Lass Scout Fletcher.
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Cycle Torque People – Kurt Gidley
RUGBY League fans need no introduction to
Newcastle Knights and former NSW Blues
captain Kurt Gidley. While Gidley’s life pretty
much revolves around leading the Knights
on the field and spending time with his
family, there’s the odd occasion where he
can get away from it all on his customised
Harley–Davidson.
We caught up with Kurt at the recent
Sydney Motorcycle Expo where he and
former NRL and Parramatta star Nathan
Hindmarsh were guests of Harley-Davidson,
getting the story on where it all started for
Kurt and motorcycles.
“My mum and dad weren’t too keen on me
having a dirt bike when I was a kid due to
the safety thing, but I started work when I
was 16, and then at 17 I bought my own dirt
bike.
“I’ve always loved motorcycles and
motorsport, especially dirt bikes. I had a
Cycle Torque People – Kurt Gidley
dirt bike for a few years and came off breaking my arm. When I was starting to get
serious about footy I sold the bike to concentrate on my Rugby League career.
“When I was about 22 or 23 I wanted to get a bike again, a road bike. I got my
licence and got back into bikes. I really enjoyed riding and it was good to be on the
bike by myself.”
It all just went from there.
“I like the style of Harley-Davidson bikes and I found mine not far from where I live.
It’s a Softail Deluxe with lots of extra chrome and accessories. The guy I bought it
off did lots of work to it and it’s a real nice bike. I don’t get on it as much as I’d like
and I’ve got a young family so between footy and family there’s not much time
left.”
And while it’s fun there’s also a serious side to Kurt’s motorcycle riding.
“I’m involved with the Old Boars Motorcycle Club, which raises money for Protate
Cancer and when I can I like to get involved with fund raising with the club.
What about his footy?
“I’ll be recovering from an ankle operation at the start of 2014 so I won’t be
competing in the Auckland Nines. I hope to be back for the start of the regular NRL
season but I we’ll have to see how I go.
“I’m very proud of how Newcastle went in 2013 and I think we can keep that
momentum going into 2014.” n
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21st island Classic
World
Dominance
N STORY BY CHRIS PICKETT N PHOTOS KEVIN EELES
TO SAY the annual Island Classic is a huge meeting is a major understatement. The
event is promoted by the Phillip Island Circuit and you would go a long way to attend a
more professionally run, or friendly event.
The headline act over the last number of years has been the International Challenge,
which started off between UK, Australian and New Zealand teams. And more recently
America has fielded a team as well, either with their own bikes or on loaned machines
from Down Under.
As the Island Classic celebrated its 21st birthday it was fitting the rider line-up was
the best ever seen. The biggest name would have to have been 20 time Isle of Man
TT winner John McGuinness who would ride for Team Pom, but the UK team was the
strongest ever fielded, and the talk around the traps was the Aussies were worried,
even if they liked to portray otherwise.
To get a gig in either the Australian or English International Challenge teams means
you probably have a national or world title to your name, and that was also the case
with a couple of the Americans, with some ex-pro AMA racers among them, including
Ottis Lance who must have had the coolest sounding name of the meeting.
The main players in the UK team were McGuinness, Ryan Farqhuar, Gary Johnson,
Jeremy McWilliams, and Mike Edwards, an unlikely looking guy in his ’50s who just
happens to be real fast.
Team Australia was always going to be very difficult to beat with Cameron Donald,
Shaun Giles, Steve Martin, Brendan Roberts, Beau Beaton and of course, Aussie
superbike legend Malcolm ‘Wally’ Campbell being the expected front runners flying
the Aussie flag. Robbie Phillis was in there as well but he crashed out on Saturday,
wrecking a very sweet XR69 Suzuki replica, on its first serious outing.
There’s a bit of shuffling between countries, with a few Aussies taking short term
residence in overseas countries to bolster those teams.
Overall the three strongest riders were McWilliams, Donald and Giles. It couldn’t stay
this way all meeting as the Period 5 unlimited hand grenades, sorry, race bikes, seem
to be tuned to within a thou of their lives, regularly blowing themselves to pieces.
Serious horsepower and serious ability behind the handlebars are the trademark of
the Island Classic International Challenge, and the racing is as full on as you can get.
When you see Shaun Giles punching his chest prior to the start of the race you know
he’s not mucking around. And the way Beau Beaton pushed that big capacity Vincent
was a sight to behold. He seemed to get faster as the weekend went, and in the last
race he was on fire. He couldn’t match the outright horsepower of the four cylinder
machines but he made up for it with heart.
The racing was so close there was nothing between Giles and McWilliams come
meeting end. Both sat on 155 points and deservedly so; both were crowned winners
and shared the Ken Wooton Perpetual Trophy, with Roberts just behind in third and
Beaton in fourth. Surprisingly the top seven riders all finished each of the four races.
Australia won the teams challenge with 1161 points, from the UK on 916, New
Zealand on 553 and USA on 491.
The quality of the machines is also a sight to behold, everything from Indians to
Honda RC30s in the newly included Period 6 class which includes machines built until
December 1990.
Two other notable winners were Tasmanian racer Murray Seabrook who took out
the Phil Irving Trophy for the most points accrued at the meeting, outside of the
International Challenge. Seabrook won both the 250cc Classic and Post Classic classes
to take the win.
Barry Smith might be recognised by many as the face behind the bike models and
race art stand at the WSBK and MotoGP expos but not many might know he’s a
multiple world champ, and the first foreign rider to race for Derbi. Smith raced from
1965 until 1981 and raced in various classes with great success, including Isle of Man
TT wins. Smith was inducted into the AMCN Hall of Fame and was a very popular
winner going by the reaction of the crowd at Saturday evening’s dinner for racers
and invited guests. Over 600 people attended the function, where the voice of
Australian motorcycle racing, Will Hagon, took control of the microphone and hosted
proceedings. Perhaps the highlight of the evening was when noted motorcycle
journalist and racer Alan Cathcart interviewed John McGuinness. The crowd loved the
natural way the humble McPint handled the questions and cracked jokes.
For full results of all the classes go to www.cycletorque.com.au/more. n
21st island Classic
C Y C L EPhil
T O R QAndrea
UE MARCH 2014 - 68
NSW
Seeley Commando
I BOUGHT the bike as is from Minnovation Racing
in the UK last year. It’s got a replica Seeley frame
and a 1007cc Steve Maney built Norton engine.
I was able to follow the progress of the build via
the internet so that was cool. This is the first time
we’ve raced it. We’ve had some trouble getting it
running cleanly and haven’t finished a race yet.
My mate Mick Neason is the rider.
World
Dominance
21st island Classic
C Y C L E T O R James
Q U E M A R CMcKay
H 2014 - 69
Nevada USA
Suzuki Katana
The bike belongs to Joe Dan Weir, who’s
the current AHRMA champion for the
Historic Superbike class. He brought
two Katanas out and offered me one to
ride. This is my second time out for the
Island Classic, last year I rode my Suzuki
GSX-R1100.
Result – 18th International Challenge.
World
Dominance
21st island Classic
C Y C L E T O RDave
Q U E M AKavney
RCH 2014 - 70
QLD
Honda CB500/4
I’ve had the bike for 13 years now after
swapping it for a basket case Suzuki
GS850. I’ve raced it in various guises,
with no fairing, 4 into 1 pipes, on
methanol, back on petrol. You name it,
I’ve probably tried it. I do all the work
myself and it’s currently running 750
forks, Dyna ignition, CR carbs, Gazi rear
shocks, flowed head and a massive cam
which is probably too big.
Result – 7th Post Classic 500
World
Dominance
21st island Classic
C Y C L E TJock
O R Q U E Williams
MARCH 2014 - 71
NSW
Yamaha TZ750
I built this bike myself from drawings supplied
by Mal Pitman, the Yamaha dealer from
South Australia. It’s a copy of a 1978 OW31
and I made the frame, tank and seat myself
on my farm. The engine is from a sidecar
and it’s always given me grief. I didn’t think I
was going to make it down here but I got the
engine sorted at the last minute, packed the
ute and drove non-stop to Phillip Island, full of
Red Bull. Another Jock adventure.
Result – 16th Unlimited Forgotten Era Minor Class
World
Dominance
21st island Classic
C Y C L E T O RStan
Q U E M AMucha
RCH 2014 - 72
Victoria
1926 Indian
Lindsay Urqhart had some bits and
pieces, and we built the bike together.
Lindsay had the bike for years. It’s got a
Norton clutch, Vincent brakes, and the 8v
engine. I’ve raced it for close to two years
now, and I race it as often as I can. I want
to get the bike as reliable as possible.
It takes a lot to keep it going due to the
age. The bike is out for the weekend
because of a wrecked main bearing
during practice. I’m new to classic racing
but I’ve had classic Indians for a while
now.
World
Dominance
21st island Classic
Carroll
C Y C L E TBrian
ORQUE M
ARCH 2014 - 73
USA
BMW R 750/5 sidecar
I’ve raced it for four seasons now, and before
that I raced a BSA sidecar for 15 years. I bought
it from a guy who raced it to 4-5 champs. I race it
up and down the east coast of USA, and Canada
too, I rebuilt the sidecar last winter with quite a
few mods, lots of engine work, coated pistons,
valves, combustion chamber etc. It’s now more
tractable and reliable. I was in Australia in 1970
on R&R and when I had the opportunity to come
down for this event I jumped at the chance. My
daughter who is my regular passenger now has
a family and couldn’t come with me so friend’s
wife Eve Stein is the passenger for me here.
Result – 9th in Post Classic Sidecars
World
Dominance
21st island Classic
Malcolm Campbell
Tasmania
Honda RS 1220
This bike is owned by Tom Dermody and it was built
over the last couple of years by Peter McWiggan of
Manta Engineering in Melbourne. It’s basically a copy
of a factory Honda RS.
It’s taken a bit longer than expected to build because
of Peter’s work commitments, and we don’t have
the best engine in the bike for this meeting. The
unfinished engine has some very exotic bits in it and
should be faster.
This is the bike’s first meeting so it’s a bit of an
unknown but so far it’s handling good. I’m racing for
the Australian team in the International Challenge.
Result – 11th International Challenge
World
Dominance
21st island Classic
C Y C L E T O R Q UDamien
E M A R C H Kavney
2014 - 75
Queensland
Harris Suzuki
XR69 Replica
The bike has a modified Suzuki
GSX1100 engine, Ohlins rear shock,
and Yamaha TRX850 forks. Brakes
are Brembo calipers on Suzuki RG500
replica discs, and 17 inch wheels.
I started planning the build a few
years ago after seeing the XR69 of
Ryan Farquhar at the Island Classic
in 2011. I knew I had to have one. So
that’s where it started.
I couldn’t afford to buy a complete
bike so I did some research and
spoke to the UK guys at the Island
Classic about who they dealt with
and different components. I ordered
a frame, swingarm, shock, tank, seat
and triple clamps. I sourced my own
forks, wheels and engine locally.
We have learned and changed the
bike setup quite a bit. Now we are
starting to get near the results where
we want to be. (i.e. Top Privateer).
The majority of everything we do is
done ourselves. I cannot take credit
for the build of the bike as my Dad
Laurie was the major contributor;
with me helping out on weekends and
organizing parts etc.
Result – 15th International Challenge
World
Dominance
21st island Classic
C Y C L E T O R Q ULouie
E M A RMontagnino
CH 2014 - 76
Queensland
Honda CB900F
I bought the bike in 2008 and finished
it in 2011. Engine capacity is now
1123cc, with Wiseco pistons, Keihin
CR33 carbs, Dyna 200 ignition, and 17
inch wheels.
I bought a bunch of parts from
someone that was clearing their shed
out. To complete the build I had to then
source parts from mainly the US and
the UK as parts are hard to come by in
OZ. I had I huge amount of help from
Laurie Kavney (Damien Kavney’s dad)
in the engine build and bike setup.
Without Laurie’s help I would be still
building the bike today!
This is my first race bike and there
has been a lot to learn from riding the
bike and to setting it up to run well
at different tracks. I have had a lot of
advice from other riders at events and
from members of QEMSC, which has
been great.
World
Dominance
21st island Classic
C Y C L E Don
T O R Q Sexton
UE MARCH 2014 - 77
Victoria
Honda CR750
I built the bike many years ago, dating back to
early ’70s. I started collecting Honda CR750 bits
and I got the opportunity to work on Honda’s
factory CR750 in the ’80s and I had access to more
parts and information for my bike. We raced it
here at the first Island Classic, and raced it off
an on over the years. It’s changed hands a few
times but now it’s back with me. I now have Dean
Oughtred riding it now and he’s a real gun pilot.
We’ve repainted it in the Daytona Candy orange.
It’s got lots of factory parts and some copied from
factory parts.
Result – 1st Post Classic Unlimited
World
Dominance
21st island Classic
C Y C L E TRoland
O R Q U E M A RSkate
CH 2014 - 78
Victoria
Honda CBX1000
This bike is a 1981 CBX1000, and I’ve recently
built the bike as a Pro-Link model, now the
rules go out to 1981. I’ve raced and developed
it over a 20-year period. It has a standard
frame but modified to bring the engine 400mm
further up. It’s a standard front and rear end
setup, CB1100R bodywork and CBX tank.
The reason I really started to build this Pro-Link
bike was for my mate Mel Bristow. He was a
member of our CBX club and he wanted me
to build him a bike. It was one of those things
where you’ll get around to it. When he passed
away his wife gave us a couple of old donor
bikes and we went from there.
Trevor Manley is our rider, won a few Australian
championships, and while he’s not as slim as he
once was he still rides very well.
This weekend it looks like we have had a
camshaft failure but it still looks good hey.
World
Dominance
21st island Classic
C Y C L Eisland
T O R Q U E M A R CClassic
H 2014 - 79
21st
C Y C L Eisland
H 2014 - 80
21st
C Y C L Eisland
H 2014 - 81
21st
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have magnesium
sliders for
maximum impact
and abrasion
protection as
well as double
layer leather in
high abrasion
areas. There
are also multicomponent
knee and
elbow
protectors for
both impact
resistance and
shock absorption.
Internal chest
shield protects the
torso featuring side
extensions and
ventilation holes for
airflow. Made with
perforated leather for
optimal ventilation in
hot weather.
PRICE: $1299.95
AVA IL A BL E F ROM: Better Bike shops
LET ME
BREATHE!
Italian company BMC Air
Filters manufactures high
performance, washable
filters for MotoGP and World
Superbike teams and they’ve
just introduced a filter for
the mighty Honda CB500
series to complement their
huge range of filters which
covers almost all modern
road and race motorcycles.
BMC Air Filters improve
power delivery and torque
as well as offering excellent
filtration to help protect your
pride and joy. Easy to fit and
easy to maintain using BMC’s
separately available Service Kit which includes detergent for
cleaning the filter and a bottle of spray-on oil for re-oiling, this
is a must have, durable and value for money accessory to help
get the most out of your Honda 500 twin.
PRICE: RRP $119
PRICE: Dependent on product.
SAVA SAVVY
Cycle Torque has just shod its
testbed GSXR-750 with a set of
Sava Sport Force tyres. Sava
are still made in Europe and
produce a range of tyres that
covers everything from ATVs,
postie bikes, sportsbikes,
offroad and lots more. We’ve
fitted a 120/7CZR17 Sport
Force on the front and a
180/55ZR17 on the back.
Sava is a well established
brand in Europe having
been proven around the
racetracks and cobblestone
alleys of the continent.
Watch this space to find out
how we go.
PRICE: $300 for the set,
introductory offer.
AVA IL A BL E F ROM:
All good bike shops
MORE INF O: www.
cycletorque.com.au/more
RACERS AND
WEEKEND WARRIORS
Ipone’s new racing range of lubricants and maintenance
products are testament to the long-running
partnership between Ipone and Red Bull Moto GP
Rookies Cup and are designed to suit high stress
conditions and performance at a professional level.
The Ipone range covers everything from oils for
two- and four-stroke, fork fluid, mono-shock fluid,
brake fluid and gearbox oil.
USED & REVIEWED
THOR Ratchet
Boots and
THOR Force
Helmet
Deciding on a new helmet is not as easy as it used to be. In the old days most of us wore Bell
helmets coz they were the best then along came Arai and most wore them coz they were the
best. Well now there are more helmets to pick from than you can poke a stick at but when you
look into it some leave a lot to be desired when it comes to comfort and protection.
So with that in mind I was pumped to have the THOR Force helmet turn up for my use early in
2013 thanks to the crew as Gas Imports and as it was going to be my first THOR helmet I was very
interested to see how it panned out in the hot Queensland climate. Before I go any further here
are the features that make up the THOR Force Helmet.
Just over a year ago I received a full set of
• Meets or exceeds all AMA and FIM professional racing standards.
THOR riding gear and since my old boots were
• Hand laid composite Fibreglass / Kevlar construction for superior strength with minimal weight.
well passed their used by date it was the set
• Contoured eyeport gasket improves goggle fit.
of white THOR Ratchet Boots that I was most
• Increased liner and EPS ventilation for maximum airflow.
excited about.
• Front intake port and rear exhaust vents
provide optimal air circulation and venting.
Before I go much further here are the features
• EPS material extends throughout chinbar for
that make up the THOR Ratchet boot.
increased strength.
• Ratchet closure buckle system provides a
• Antibacterial, moisture-wicking SilverCool™
secure, custom fit every time.
liner is removable and washable and keeps
• Leather chassis construction offers excellent flex
you cool ride after ride.
and feel.
• Integrated hi-flow mouthpiece increases
• Split-grain leather calf guard for abrasion and
airflow while filtering out roost.
heat resistance.
• Integrated roost guard for added
• Contoured shin plate and ankle plate for impact
protection.
and abrasion resistance.
• DOT and ECE 22.05 approved.
• Bio-foam lined interior and insole provides
You will be surprised to know that I have
AVA IL A BL E F RO M : All good motorcycle stores
superb comfort and cushioning.
a small head and whenever I am asked for
M O RE INF O : www.cycletorque.com.au/more
• Welted rubber outsole with steel shank insert for
my head size I ask for a small and sometimes
maximum support.
they fit perfect and sometimes they don’t.
OK, as a rider who does
Thankfully the THOR Force fits like a cracker
everything from general
around my head but has enough room between my nose and mouth
trail riding to motocross
and the mouth piece to not feel claustrophobic.
on modern and post classic machinery, the
Because I need glasses to see I wear the Ariete goggles and they fit into
boots I wear need to be comfortable, offer the protection I am after and have plenty of support
the eye port area perfectly so now that I have my helmet and goggles
across the toes and around the front of the foot, right around the ankle and up the calf muscle/shin
on, let’s go riding.
area of my leg.
Summer days in Queensland can have you riding in anything from 30
Because some of the older bikes I ride only have the thin footpegs the sole needs to have plenty
to 40 degrees so ventilation is very important in a helmet and from my
of support for those hard landings but subtle enough to be able to feel where my feet are on the
year and a bit with the THOR Force I can report with confidence that the front intake port and rear exhaust vents work an
footpegs. I really don’t give a shit what my boots look like but I do want all of the above as well as last
absolute treat.
at least three seasons of riding and racing. Surely that isn’t too much to ask?
I have no idea what the helmet weighs but it is not heavy and because of that I am often finding my 15 year old daughter
Straight up, the THOR Ratchet boots offer the support and comfort I am after. The ratchet ‘closure
Madison stealing the THOR Force when she heads off on her XR200R. This leaves me using one of my old helmets and it
buckle system’ works so much better than the old boots I had and I can get a very snug fit from toe to calf
makes me appreciate how good the THOR Force is as far as comfort and fit goes.
every time I put them on. And they release easily so taking the boots off between motos is a breeze.
Looks wise I had the Scorpion design that had one of the teenagers who regularly rides with us drooling. The lining is
The impact protection is more than adequate and the sole support was tested to its fullest when I raced a
still in good nick after just over a year of use and being able to take it out and give the lining a wash every now and then
1981 Yamaha YZ465H at the Conondale Classic late last year. During my races I was launching the ol’ girl off
is quite handy. The peak has withstood roost from 500cc 2-strokes at the Conondale Classic and a few crashes along the
every jump so hard that the frame was jamming into the ground on landing yet I didn’t have any bruising
way and all up the helmet is still in very good condition.
on the bottom of my feet after two hard days of racing.
At $399.95 the THOR Force helmet is really good value for money and comes highly recommended by my daughter and
Wear and tear wise, after 15 months of abuse the boots are showing marginal
I. We both love the THOR Force and you could do a lot worse than getting one on your head when the time comes to
scuffing while the soles are looking better than expected and even though it
replace your existing lid.
means little to me the THOR boots have a style about them that compliments
all of the different sets of riding gear I use.
– By Darren Smart
So, all up I would have to give the THOR Ratchet Boots a massive thumbs
up and when you consider the RRP is only $249.95 the value for money is
exceptional.
Cycle Torque Long Term Test – 2014 KTM 250SX
Cycle Torque Long Term Test – 2014 KTM 250SX
N REPORT BY DARREN SMART, PHOTOS BY MATT O’CONNELL N RIDING GEAR: M2R HELMET, FLY APPAREL, THOR BOOTS
THE KTM 250SX is the revelation of the MX2 class here in
Australia and in 2014 Brenden Harrison, Kale Makeham and Dean
Porter will be looking to put the power of the mighty two-stroke to
the ground in the hope of topping a field full of four strokes in the
MX Nationals and Australian Supercross Championship.
Cycle Torque’s dirt bike guru Darren Smart took delivery of a
brand spanking new 2014 KTM 250SX recently and over the next 12
months will give you a seat of the pants idea what it’s like to ride
and race the same bike KTM is hinging its MX2 title hopes on. Over
to you Smarty!
The first thing you need to know about the KTM 250SX two-stroke
is that over the years it has benefited from every major change that
KTM has made to its SX-F four stroke models: suspension, chassis,
swingarm, wheels, brakes, triple clamps, seat, handlebars, plastics,
airbox and airfilter. You name it, the KTM 250SX has the latest and
greatest technology from the Austrian marque.
So with that in mind it’s obvious the big difference between my
new ride and the KTM 450SX-F I rode throughout 2013 is going to be
the carburetted 50 horse power 250cc two-stroke motor instead of the
fuel injected 57 horse power 450cc four-stroke power plant. Hmm,
this is going to be interesting.
The big kicker with the 250SX is that at 96.3kg it’s just over 10kg
lighter than the 450SX-F (107kg) and 6.5kg lighter that the 250SX-F
(102.8kg) so in theory it has the power to weight advantage over the
four strokes. That said, it definitely feels faster than the 450 thanks
to the explosive power delivery but in reality a modern 450cc fourstroke motocross bike eats the 250cc two-stroke on the race track.
My first outing on the KTM 250SX was on the undulating natural
terrain motocross track at Queensland Moto Park, a track that has
plenty of hard acceleration and braking with everything from big
sweeping turns to flat hair pins with plenty of braking bumps and
acceleration ruts. Perfect.
I put all of the suspension clickers to the middle setting, set the
race sag to 100mm and hit the track. After a couple of warm up laps
I starting getting into a rhythm and managed to put together three
good motos with absolutely zero changes to the suspension settings.
The first thing that comes to mind after my first day on the 250SX
is how easy it is to change direction when diving from corner to
corner. Blasting through a fast right hand sweeper then braking hard
for a tight, downhill left hand hair pin was an absolute breeze and I
found myself pushing harder and harder into each corner with the
front end extremely well planted when tipping in under brakes.
KTM really has the best brakes on the market and the suspension
at both ends worked a treat on the day though I will be playing with
the suspension when we starting hitting different tracks.
OK, the thing handles great, what about the power? Well, that was
the part that took the most to get used to. Around the very same
track on the 450 I was able to pull the throttle on very early mid track
and blast from corner to corner but on the 250SX the power is just
too brutal to simply pull the throttle to the stopper without the back
end wanting to light up and throw you into a big speedway slide
so I found myself looking for something to bounce off to change
direction while accelerating.
The changes to the 2014 motor has definitely given it a smoother
bottom end and mid-range compared to the 2013 model but it still
hits like a 120kg nite club bouncer when you get into the meat of
the power band. Having not ridden a modern two-stroke at pace
for some years I was definitely running wide on most of the corner
exits in the hunt for a berm or track edge to stop the back end from
skipping out but I think more seat time should give me a little more
confidence and throttle control.
The hydraulic clutch on all KTMs work a treat and the 250SX is
no different. I was thankful for it as I kept a finger hovering over
the clutch lever every time I was ripping out of a corner because the
front end was looking to head for the sky when the rear end grabbed
traction. It really is a beast to ride but I was having an absolute ball
blasting from corner to corner and trying to keep everything heading
in the right direction without me landing on my head. Sensational!
So, what is new for 2014?
- Ignition: The ignition mapping has been advanced to work in
unison with the updated combustion chamber.
- Chain Guide: The chain guide mounts on the swingarm have
been stiffened while the chain guide itself is smaller, flexes more and
is marginally lighter.
- Clutch: The SX now gets the SX-F Damped Diaphragm Steel
Belleville washer-activated clutch with a new reinforced inner hub.
- Cylinder head: The combustion chamber has been updated with
a new squish and shape. Note: the compression ratio remains the
same as 2013.
- Front Brake: The master cylinder has a new reservoir and a
smaller piston diameter (down from 10mm to 9mm). There is also a
new brake lever and brake pads.
- Jetting: N1EH needle instead of the leaner N1EI needle.
- Petrol Cap: The internal threads on the cap have been reworked
for more positive engagement, and the gas cap has a new, low-profile
shape.
- Plastics: The radiator shrouds, air filter cover and winglet
graphics above the shock bladder receive the in-mold treatment.
- Reeds: KTM has dumped the Moto Tassinari reeds in favour of a
Boyesen reed they designed themselves but they still used Boyesen’s
all-new RC2 performance-weave carbon fibre petals and it now fits
into the inlet of the engine cases at a steeper angle.
- Seat foam: The foam core of the seat has been reformulated to be
softer and more reliable.
So that’s a great start for 2014. Over the next nine months or so
I will keep you posted on my time with the 250SX, there are some
suspension and jetting changes that will be played with and even a
couple of teeth smaller on the rear may help smooth the motor out a
little. Stay tuned. n
YOUR
GO
TO
PLACE IN
SYDNEY FOR
NEW BIKES
USED BIKES
SERVICE
PARTS
http://www.ktmparts.com.au
http://www.highwayperformancebikes.com.au
https://www.facebook.com/pages/Highway-Performance-Bikes
309 PRINCES HWY,
ROCKDALE, NSW
(02) 9599 0011
CCYYCCLLEE TTOORRQQUUEE M
MAARRCCHH 22001144 - - 8888
QUAD TORQUE FEATURE – YAMAHA GRIZZLY 700
AND VIKING LAUNCH
QUAD TORQUE
THE VIKING AND THE BEAR
Yamaha has focused on two major
model upgrades - the flag ship Grizzly
ATV and a redesigned side by side err.. ROHV. It’s hard to keep up with
acronyms these days.
it gets as I normally ride around the foot of the Barrington
Tops. It was an ideal spot to get a first impression on two
new models – the Grizzly 700 and the Viking ROHC (a
side-by-side, to avoid confusion).
Grizzly’s updates
YAMAHA has re-launched its entire ATV and off road
four wheel range with the emphasis being placed on
‘real world tough’. The location was Mount Seaview, a
stunning piece of steep terrain filled with pockets of old
growth rain forest about an hour west of Port Macquarie,
in NSW.
Well for me, Mount Seaview is about as ‘real world’ as
The largest Grizzly comes in for the most attention.
The big selling points are an updated suspension and
drive belt package – a combination that simply puts this
machine in the top tier of ATVs on the market.
The Electronic Power Steering is a speed sensitive system,
which means the slower you go, the lighter the steering. I
found this also helped in low speed tight turns – with the
Grizzly also having a tight turning circle.
With the transmission, both the Grizzly and Viking have
what Yamaha calls an ‘Ultramatic’ drive, meaning the belt
is under constant tension. In my opinion this made the
biggest Grizzly feel more responsive and connected, with a
smooth take off and light handling.
It made a big quad feel much smaller than it was,
meaning I had to put in less effort. I like that.
Like many riders, I use ATVs not really for fun but just
to get around the farm, so safety and confidence in steep
terrain is my biggest consideration. Yamaha has used a
double clutch system on the 700, integrating a one-way
sprag clutch that kicks in when wheel speed overtakes
engine speed (the Viking has it as well), giving a feeling of
true engine braking.
It means you can lay off the wheel brakes on steep
downhill sections – something that was really noticeable.
The Grizzly still has a ride height that feels more elevated
than others, but this new suspension/drive belt package
gives instant confidence. So you get the benefit of a more
comfortable ride (on a seat that feels great) without having
QUAD TORQUE
Continued from previous page
to sacrifice performance.
The features we expect as standard these days are all
there – push button on demand 2WD/4WD with a diff
lock option. This feels totally seamless and you can change
between 2WD/4WD on the fly.
When it comes to power, the thing to note here is the
redesigned 686cc SOHC liquid cooled engine. This is a
punchy single with torque and horsepower increased from
the previous model. I found this engine a good size – a lot
of the time ATVs can feel overpowered, especially in the
hills. The real impressive point for me was how the whole
engine/suspension/transmission package worked together.
The Viking
Yamaha’s Viking is the latest offering in what is becoming
a crowded market for side by side ATVs. To clear it up,
Yamaha calls this an ROHV – Recreational Off Highway
Vehicle. This model replaces the Rhino and like the large
Grizzly, it has come in for some serious upgrade attention.
I did call it a side-by-side, but it’s really a side-by-side-byside. Three people can ride up front comfortably, with the
middle seat being offset a little for an easier fit.
There are a number of design features that made the
Viking stand out for me, the first being the width. It also
QUAD TORQUE FEATURE –
YAMAHA GRIZZLY 700 AND VIKING LAUNCH
feels long and low, giving you a
feeling the Viking can get almost
anywhere. Underneath is an all
steel ground plate, so if you hit a
rock or bottom out, it is designed
to pivot over an obstacle.
Yamaha were touting the
Ultramatic transmission as being
most beneficial for downhill
sections, but you could feel
it everywhere – just a better
response on the throttle, especially
from a standing start.
For anyone familiar with these
types of vehicles, you would be
aware that it’s best not to get too
enthusiastic over really rough or
steep areas.
Almost all our driving during
the launch was over country that
was a real test, so my typical
Aussie attitude is starting to
change – we have here a significant step forward in trust
and handling for this type of machine.
It shares a lot of features with the Grizzly 700, powered
by the same single cylinder 686cc liquid cooled engine, and
it’s designed primarily for farm work. This doesn’t mean
it can’t handle the fun side as well - you can certainly get
it humming along at a decent clip – but most importantly,
that stability is there.
Overall, with its payload capacity (you can carry 270kg
and tow 680kg) and practical design, the Viking is a
genuine alternative to a small 4WD on a farm. Naturally,
you won’t carry as much as a ute, although it is worth
noting you can fit a pallet on the back.
You will, however, cover ground a lot faster over rough
terrain.
The happy ending
After spending a day on these ATVs it’s obvious Yamaha
is directing them toward the working farmer, but they are
equally at home for a sporting shooter. I wouldn’t normally
write about these kinds of offers, but something that really
impressed me is their primary producer finance package.
It’s low interest, something like 3 per cent, but the big
kicker for me is because Yamaha’s finance is in house, they
get to make the rules about approvals.
Primary producers just need to show a rates notice for
their farm, and that’s it.
No accountant’s paperwork or other hair pulling
requirements.
Sadly, you cannot get an Agricultural R1 with this deal... I
did ask.
The other thing you are going to notice is Lee Kernaghan
turning up in a few Yamaha ads urging you to wear your
helmet on an ATV (not always an easy habit to get into).
Once again, this is something I wouldn’t normally write
about, but these are the kinds of gestures letting people
know Yamaha has a real commitment to Australia – in
an age when more and more companies are distancing
themselves.
The Grizzly 700 EPS is Yamaha’s flagship ATV, available
at dealers now for $14,399 in standard form. The Viking
comes in at $18,999 and there are plenty of aftermarket
options and accessories available for the camping and
hunting enthusiast.
– Matt O’Connell
U
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6. Motocross and Off-Road Motorcycle Setup Guide – $34.99
For many motorcyclists, the most popular part of a cycle magazine is the question-andanswer section dealing with maintenance, modification, and setup how-to information.
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Travel the globe with Mike & Denise Ferris in the World on Wheels motorbike adventure
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2. WORLD ON WHEELS – $30.00
These 365 must-ride motorcycles range from classic gaslight-era bikes, racers, and
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10. How to Tune and Modify Motorcycle Engine – $34.99
From electronic ignition to electronic fuel injection, slipper clutches to traction control,
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the book takes the reader through a series of practical, hands-on techniques
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13. Weekend Warriors 1 & 2 – $44.95
About five years ago Shaun, Andy and I (Jake) started to run out of places to ride.
We were sick of riding the same places time and time again so we decided to pay a
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the subject. Much to our surprise there was nothing to be found. Sure there were
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This gave us an idea....... Why not write our own book?
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This thorough how-to manual helps the off-road motorcycle enthusiast get the
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From Beijing to Arnhem, Des Molloy and Dick Huurdeman rode a 40-year-old
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SHOP TORQUE
On your trike at
Threedom Wheels
IT HAS been 10 years since
Hilton Steel returned from the
United States where he lived for
more than 15 years.
In his US stint he worked for a
motorcycle dealer in Milwaukee
although he has also worked in
sales in the telecommunications
and plastics industries.
When he returned to Australia
he worked for various motorcycle
dealerships around Newcastle.
"Then I had some time off
and I was looking around for
something to do, preferably a
business where I could work for
myself," Hilton said.
"I have more than 40 years
experience as a motorcycle
mechanic under my belt so it was
natural that I gravitated back to
the motorcycle industry," he said.
"Then one day in a conversation
someone mentioned trikes.
"And that started me thinking
about the ageing population,
older riders coming back to ride
bigger bikes because they could afford it - and that started
me thinking about that whole demographic."
He made a few inquiries overseas and found that he had
to bring in three trikes or trike kits to qualify for dealer or
franchise status.
So he turned up at the 2011 Ulysses AGM in Newcastle
with just a bilboard and some brochures and started talking
to people.
Then he showed up at the Mildura 2012 AGM and
Maryborough 2013 AGM but this time with some trikes to
show off.
"People need to see you and talk to you and also see the
product so they know what you are talking about," he said.
"I started to realise that the decision I'd made on the
demographics I needed to focus on was the right call," he
said.
And so his business has grown and he has his own
workshop and facilities at Gateshead at Lake Macquarie.
He has more than 60 trike conversions under his belt with
the most common requests being for Honda Goldwings and
Harley-Davidson Ultras as well as a host of Japanese and
European models.
He sources his trike kits from various American sources
including CSC in Virginia, Motor Trike in Texas (the biggest
in the industry) and Hannigan Trikes in Kentucky.
Not all the suppliers do kits for all models, so Hilton
sources the kits depending on what model bikes the
customers want to convert.
And he can also give advice and help for people wanting
to know about fitting sidecars too.
For more information ring Hilton on (02) 4943 9433 or
check out www.threedomwheels.com.au
p
fo ay We
r ca
bi sh
ke
s
Wrecking motorcycles
for 30 years.
Australia’s oldest
and most respected
motorcycle wreckers.
Australiawide freight.
Metropolitan
Motorcycle Spares
•Wrecking all Makes
& Models
•Grey Imports
•Spares & Accessories
•All Service Items
[email protected]
Phone: (02) 9748 7400
90 Silverwater Rd,
Silverwater, NSW 2128
Open Mon-Fri 8.30 - 5.00
• Sat 8.30 - 1.00
www.motorcyclewreckers.com
SUZUKI
LETTERS
Filtering
K
C
A
B
I
G
N
I
U
TO RQ
THE prospect of lane filtering becoming legalised in
Australia is gaining momentum, with claims that it
is six times safer for motorcyclists. I would welcome
it, but having recently observed traffic in Italy
though, I would caution that we need to not only
legalise filtering, but campaign to change the culture
of Australian drivers.
Traffic in Rome may look chaotic, but cars,
motorbikes/scooters and pedestrians all coexist
comfortably on the roads. There, road users seem
quite relaxed about accommodating each other;
scooters, for example, flit through the traffic,
sometimes with centimetres to spare, without raising
an eyebrow.
In contrast, drivers on our over-regulated roads seem
to be very possessive about their road space, being
reluctant to ‘give a little’ to accommodate others,
especially smaller vehicles. Without a campaign to
address this culture (not just making people aware
that filtering has become legal), I fear that we will
be taking inordinate risks when legally filtering.
Bring on legalised filtering, I say, with all the
advantages that entails, but let’s make sure it
doesn’t result in more motorcycle casualties and
the nay-sayers using this statistic to have the
legislation repealed.
– Mark Heinrich
Classic Vietnam
LOVED the Classic Vietnam story in the January
edition and the previous road trip special… that’s it
to a ‘T’.
I have such fond memories of my trip from Ho Chi Min
City south towards the Mekong Delta on a rented bomb
of some description back in the early noughties.
The feeling of jumping on that bike with just a
backpack in that steaming city with a badly fitting
helmet and tackling that insane traffic half jetlagged and sweating had that incredibly intoxicating
combination of fearful, anxious, excitement one only
gets riding in Asia. Bonkers-wow.
Once out of the Saigon, which never really seemed
to end, each little town had its distinct character
and charm that gets in one’s bones. The people are
WRITE A LETTER!
WIN A GREAT PRIZE
This month Simon Ayton has won an Airhawk mid-cruiser seat
for his bike, valued at $159. Airhawk seats make riding a lot more
comfortable by putting a cushion of air between you and your bike.
Check out www.airhawkguy.com for more information.
Send your letters (and/or great bike pictures) to The Editor,
Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email chris@
cycletorque.com.au.
so incredibly friendly and the
goings-on so interesting, it’s
impossible not to smile the whole
time.
My strongest memory of the
ingenuity of the Vietnamese
people happened whilst trying to
bunny hop my way onto a briskly departing ferry.
My rear wheel copped quite a whack on the ramp
resulting in an instant tire blowout. With no tools
or thought about what to do, my mind was set at ease
as soon as we arrived at the destination port.
With no obvious mobile phone use, somehow the message
had gotten through that a tourist on a bike needed
help. Without a word but with lots of pointing, I was
ushered through the staring commuters up the road
to a guy in thongs squatting Vietnamese style on
the side of the dusty road having a smoke. Next to
him was a small fire of hot coals, what looked like
a truck piston with homemade plunger arrangement,
a bucket of water, some sheet rubber and a knife.
This was the local mechanic! His mates nearby gave
me confident nods that read “don’t worry, buddy, he’s
your man!”
Within minutes he had the damaged section of the tyre
out without removing the wheel. Scuffing the tyre
on the road, he then cut piece of rubber and after a
quick puff on his smoke, added some hot coals to the
piston and clamped the contraption onto the tyre as
it did it’s sizzling job. He had his own vulcanising
tire repair business going on!
Once done he announced “fifty”. I thought ok that’s
steep for Vietnam but hey, he saved my day. On
producing the fifty U.S dollars he and his mates
laughed hard like I could by the whole bike for that
kinda money. Fifty cents was the actual charge. Fifty
cents! I flipped the guy five bucks and warm laughs and
photos followed and I was on my way.
Cycle Torque just keeps getting more awesome every
edition. Thanks for a great magazine that truly
captures the spirit of a life spent balancing on two
wheels!
– Simon Ayton
Thanks Simon
We have just come back from our second tour of
Vietnam. Watch out for that story! Ed.
Cruiser life
I NOTICED the letter in the January issue and it
struck some chords with me as a friend recently
came off his beloved cruiser at low speed as a car
cut the same corner he was on his way around. He
instinctively leaned over a little more to cut away
and the foot peg dug in. He went down as the back
wheel left the ground. Interestingly his kevlar lined
jeans worked, but he had burns from the friction.
This was at about 40km/h by the way... he’s fine.
I am wary of cruiser dynamics for many reasons
including braking, geometry, weight, ground clearance
and limited cornering angle... etc: Hey, but they
look fantastic and can feel great to ride. They
really pull at your heart strings I think. Great on
the open road.
I was disturbed when at a bike dealer the salesman
said to me that cruisers are better for older riders
and returnees to motorcycling because, as their
reactions are slower, a cruiser suits them better.
Surely an older person with slower response times
needs all the help they can get – good brakes,
handling, cornering ability… light weight, quicker
steering... etc: The same as anyone else I think.
– Nicholas Platt
I think as we go through our motorcycling lives
we tend to gravitate towards a certain type of
motorcycle. These days for me it’s either big bore
nakeds or Adventure Tourers which I like best.
That’s probably an age thing too, and doesn’t mean I
don’t get a real big kick riding a sportsbike on a
nice road or the track. When I was younger my bike
pretty much had to have a big engine and clip ons...
While a cruiser isn’t the sort of bike I tend to go
for, mainly because of a crook back, I do love the
look of an old school cruiser and you are right when
you say on the open road they are great bikes to
ride. Ed.
For the Love of
Motorcycling
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www.cycletorque.com.au

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