cycle torque may 2011

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instant classicinstant classic

ALSO ALSO ALSO ALSO ALSO ALSO RIDDEN: RIDDEN: RIDDEN: Triumph Triumph Triumph Tiger 800, Tiger 800, Tiger 800, Tiger 800, Tiger 800, Tiger 800, Tiger 800, Tiger 800, Tiger 800, Suzuki Suzuki Suzuki DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250. DR-Z250.

FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: FEATURES: Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Massive Winter Bike Stuff, Trials Bike Stuff, Trials Bike Stuff, Trials Bike Stuff, Trials Bike Stuff, Trials Bike Stuff, Trials

School, Race School, Race School, Race School, Race School, Race School, Race Bred, Cycle Bred, Cycle Bred, Cycle

Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People. Torque People.

instant classicinstant classicinstant classicinstant classicKawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800Kawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classicinstant classicKawasaki W800instant classicKawasaki W800instant classicKawasaki W800instant classic

www.cycletorque.com.au

2 – MAY 2011

may 2011

Contents

features

44 CyCle Torque people

50 raCe bred

reGuLars

3-20 News

22 e-Torque

23 GuNTrIp

21 leTTers

35 raCe Torque

32 dIrTy Torque

34 edITorIal

Cover photos: Kawasaki by Nigel Paterson, Gas Gas by Chris Pickett

48test suzuKi dr-z250

24test

KawasaKi w800

46lauNCh triumPh tiGer 800

42 BOOK sales

28test Gas Gas eC300

45feature deNNO dOes trials

WINTER

BIKE STUFF CYCLE TORQUE

36


MAY 2011 – 3

NeWstorque

New chapter for mV agusta

MV AgustA launched a new chapter last week in Melbourne by officially announcing the launch of a Victorian-based company to become the importer and distributor for the iconic Italian marque.The future of MV Agusta in Australia had looked uncertain last year but with this new venture existing owners are guaranteed of support and potential customers will see faster parts availability and much improved pricing across the board, making the entire MV Agusta range a more attractive proposition.

Director of MV Agusta Imports Pty Ltd, James Deutsher, said he was very impressed during discussions with the factory in Italy about the company and the future.

“I strongly believe in MV and think they are a fascinating and seductive bike. Our business plan is solely focussed on MV and we are going to dedicate ourselves to importing and distributing the brand in Australia.”

“At this stage we have a small and dedicated dealer network to handle this unique brand. We have a total of seven dealers nationwide at this stage and we anticipate growing that over the next eighteen months.”

Pricing and availability of spare parts was one of the issues the new company has tackled straight up, with Deutsher adding “Immediately when we took over we implemented an approximate 35 per cent drop in price in spare parts across the board as well as air freight for an increased supply rate.”

“It’s been really exciting to see the response from dealers and the public. We have been able to negotiate a really fantastic deal from the factory on the new bikes, which I guess comes down to the great terms of trade we are seeing at the moment with the Australian dollar.”

Because of the interest in the new pricing structure and the new models Deutsher advised anyone interested to get in quick as supply is limited.

The F4 1000 is now available for $25,800 ride away while the Brutale 1090 RR comes in at $20,800. The outgoing Brutale 1078 RR is currently $17,800.

The current model F4 1000 has undergone several updates which were explained by Justin Chisolm from Trooper Lu’s Garage in Sydney.

“The first thing we noticed about the bike was the different fairings, they are a lot thinner and lighter with much better ventilation which helps with heat dissipation. In relation to the suspension, the Sachs rear shock has been completely changed and on the front the shim stacks have also been changed.

“The fuel injection is definitely different, it feels much smoother.”

Chisolm went on to say he was especially impressed with the Brutale, particularly in traffic.

“The Brutale (1090) when it was unloaded, looked like the 1078. But it is bigger, there is more room to move, it is so nice in the traffic, there is no overheating issues, it was a real surprise to me and I’ll be interested in future comments about that bike.”

The second half of this year should see two more models available from MV, including the ‘little brother’ Brutale 920 and the F4 RR, which will be a premium specification motorcycle.

The much anticipated 675cc F3 is looking at a release date in Europe of September or October this year which should see it hit Australian showroom floors this time next year. n


4 – MAY 2011

Kawasaki W800 –

p24

See the picture gallery at www.cycletorque.com.au

Graeme Crosby Suzuki XR69, Barry

Sheene Festival of Speed 2011


8 – MAY 2011

NeWstorque

2012 street tripletRIuMPH’s popular street triple has received a styling makeover for 2011 and 2012.Both the Street Triple and Street Triple R models now wear the new headlight design first seen on the new Speed Triple.

As well as the aggressively styled headlights, the Street Triples have been given a more contemporary overall look.

New colour options and sporting graphics, and the new Triumph sports script, debuted on the new Daytona 675R, bring the bikes inline with the firm’s other sport offerings.

The standard model features three metallic paint options at no extra cost (Crystal White, Phantom Black and the distinctive new Imperial Purple), with the higher-specification ‘R’ available in Diablo Red, Crystal White and Phantom Black (with gold wheels).

Both models have been ‘de-chromed’ with brushed steel exhaust headers, heel guards and silencers replacing the previous polished items, while new handlebar clamps, machined detail on the handlebar end weights and redesigned headstock infills add a further touch of quality.

Mechanically the 2012 Street Triples remain unchanged, with their punchy 675cc three-cylinder engines delivering 106PS at 11,700rpm, with 68Nm of torque at 9,200rpm. Both the Street Triple and Street Triple R share the same lightweight frame which, like the engine, is derived from the Daytona 675 supersport machine, with the R version featuring higher-specification brakes and suspension.

Both machines have just hit dealer’s floors, priced at $12,490+ORC for the Standard Street Triple and $13,490+ORC for the ‘R’ version, inclusive of Triumph’s two-year unlimited mileage warranty. For further information, visit www.triumphmotorcycles.com.au. n

RegulaR contRibutoRs:DaRRyl Flack, bob guntRip, keith MuiR, alex pickett, DaRRen sMaRt, toDD ReeD, FRieDeMann kiRn, WWW.2snap.coM. cycle toRQue is publisheD by MotoRcycle publishing pty ltD. abn 91 085 871 147 pRinteD by RuRal pRess, noRth RichMonD. pRint post appRoveD pp255003/04198 issn 1441-8789 cycle toRQue is available FRoM bike shops acRoss austRalia. iF you can’t FinD ouR latest issue, call 0420 319 335. subscRiptions aRe available. $24.95 peR yeaR, call 02 4956 9820 FoR Details. copyRight 2006. all Rights ReseRveD. no paRt oF this publication May be RepRoDuceD in any FoRM, incluDing electRonic, Without WRitten peRMission oF the publisheR. please contact the eDitoR beFoRe subMitting FReelance contRibutions.

www.cycletorque.com.au po box 687, Warners bay, nsW 2282 Ph (02) 4956 9820 • Fax (02) 4956 9824 email: [email protected]

eDitoR chRis pickett

aDveRtising Dennis penZo, 0420 319 335

[email protected]

Design & pRoDuction Dionne hagan, the D MeDia Design

accounts: Rebecca eastMent [email protected]

publisheR nigel pateRson

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10 – MAY 2011

NeWstorque

Boorman visits deus INTREPID International traveller and raconteur Charley Boorman visited Deus Ex Machina in Camperdown, Sydney recently to an appreciative crowd of more than 140 guests.Charley mingled freely with guests and was happy to chat, autograph books and pose for happy snaps. Despite, or perhaps in spite of, his international celebrity status, one thing is evident about Boorman, he is a very friendly, affable person who quite clearly is at ease with anyone and who, conversely, makes people feel instantly at ease with him.Cycle Torque editor Chris Pickett managed to grab a few minutes with Charley to talk about his upcoming projects.“Since Ewan (McGregor) and I did our trip through Africa I have absolutely fallen in love with the place,” Charley says.“I try to get back there every year.”He is currently involved in a tour project in Africa and members of the public can join Charley for 16 days of riding “bliss” as Charley describes it.The Capetown to Victoria Falls leg is booked out but there is still room on the Victoria Falls to Capetown leg.Charley has more information on this, as well as various blogs, etc, on www.charleyboorman.com. The other project Charley is working on is a California to South American three-month jaunt, live on the internet/Facebook. Watch out for details on that.He also has another project in the works with Ewan McGregor, his Long Way Round co-star, but more on that later.During the Deus soiree, Belstaff apparel importer Nick Mascitelli Imports Pty Ltd donated a jacket for auction to aid the Red Cross Christchurch Earthquake Appeal.A loyal Deus customer dug deep into his pocket and bid $1000 for the beautiful Belstaff Trailmaster jacket and also picked up $100 worth of Deus shirts for his efforts.Charley conducted the auction. n

surGery fOr yOur BiKesBOYD’s Motorcycle surgery on the Central Coast of NsW is celebrating 10 years in business.Brett Boyd had previously worked as a car mechanic for many years and, before he started out on his own, used to work for a major motorcycle franchise on the Central Coast.When he decided to go off on his own he received a bit of flack from his now-ex boss and was told he wouldn’t last 12 months.Well the ex-boss, and the big franchise, didn’t take long to disappear but Boyd’s Motorcycle Surgery is still there a decade later serving the people of the Central Coast and beyond.“We’ve always had a basic policy of doing good, honest workmanship on everything we do,” Brett told Cycle Torque.“We race, we ride and we know what our products

and work are supposed to do,” he said.Brett is vice president of Lakes Motorcycle Club and is a club level MX rider himself.“I’m not as young as I used to be. My heart says ‘go’ but the brain says ‘no’. I still enjoy my MX riding,” he said.His children Matt, 22, is an Open A Grade MX racer and Amy, 20 also rides. They’ve both been riding and racing since they were kids. Matt now runs the Pro Style MX Academy.Boyd’s Motorcycle Surgery specialises in performance rebuilds for MX and dirt bikes with race tech suspension a specialty. They also do repairs and log book servicing.He can look after any bike you have from a Thumpster to an R1, Harley or beyond.You can contact Brett or Leanne Boyd on (02) 4393 9737 or 0412 939 737. n

Boorman visits deus


12 – MAY 2011

NeWstorque

truth in advertising laws create confusionLAST year Truth in Advertising laws came into being - an advertised price had to be the price: you had to be able to actually buy a product for the advertised price, not be confronted with additional charges such as freight, delivery, taxes etc. (Prices quoted in tests are editorial, so the laws don’t apply there.)It would be the end of ‘$9999 (+ORC)’, ORC being On Road Costs: freight, dealer delivery, registration and insurance. All good so far? Fine if you’re buying a washing machine, or even a second-hand bike. But years earlier governments around the country changed the way they handled compulsory third party insurance (CTP) and decided to charge different rates for registration based on your postcode. The Dealer Delivery Charge is to pay for a mechanic to uncrate and prepare your bike – a certain amount of assembly, checking and testing. Depending on the make and model of the bike, this could be a quick job (such as a kid’s bike) through to an all-day job (for some large-capacity machines).The dealer delivery charge may be the reason behind the Truth in Advertising laws. People were getting tired of having to fork out a heap of extra money above the advertised price. In bikes it was a little extra, but on some cars it was a lot of money, and a neat way for dealers and manufacturers to build in some extra margin. During research for this story a bike dealer told me he was quoted $17,000 dealer delivery on a luxury car!). One idea is to build-in the dealer delivery charge into the retail price of the bike, but that makes the price less competitive with the opposition and therefore could cost sales. So now we have new legislation which effectively prohibits the advertising of a retail price which doesn’t include all the on-costs of actually getting the bike on the road. The published price must be a ‘ride away’ price.Unfortunately the new system is crap. It doesn’t work, and it doesn’t work because there is no ride away price which fits

even a reasonable slice of the population. Adding in the costs dealers and distributors have little or no control over such as freight, registration and CTP which vary widely depending on your age, state, postcode, experience and driving record means it’s almost impossible to say how much a bike will cost until you’ve asked the buyer a bunch of questions. Registering a vehicle to a business changes the rates again.So the Australian Consumer and Competition Commission, the body tasked with enforcing the new laws, has come up with a plan: you must publish a price which is applicable to someone. So don’t be surprised if the advertised price you see on a bike is based a 60 year old rider with an unblemished riding record living in the most crash free place in the country.Your experience may be a little different.So I called the ACCC and asked if an unregistered price would be acceptable. That is, in any advertisement, it would be noted that the amount quoted is the unregistered price and if you need it registered the price would vary depending on the buyer’s circumstances.“Maybe”, was the answer from the ACCC, who seemed effectively unaware many, many motorcycles are never registered in Australia. The longer answer is that if it could be shown a reasonable proportion of the motorcycle model being advertised are never registered, well that would be fine, but if most buyers would expect a model to be registered, well the price advertised should include registration etc.So advertising an enduro bike at $9999+registration would probably be fine, doing the same with a big touring machine probably wouldn’t.But you’ll have to be prosecuted by the ACCC to find out.So if you’re a bit confused about the price of a bike or can’t actually buy a bike for a price you see advertised in Cycle Torque, don’t blame us, the distributor or the bike shop. Blame Truth in Advertising legislation.

– Nigel Paterson

to win a spyderuLYssEs member Peter Harvey of Burnie in tasmania has won a Can-Am spyder, the lucky bugger.Harvey has been a keen motorcyclist for over 50 years and was delighted to win the three wheeled wonder from over 12,000 entires.“When first contacted by BRP Australia I did not believe that I had won the Can-Am Spyder. It was only after several e-mails and further phone calls that it started to sink in,” said Harvey.“This is a truly magnificent prize which will open up a new dimension in touring opportunities for me both here in Tasmania and on the mainland.“I cannot express my thanks enough to BRP Australia and Burnie Motorcycle Scene, and cannot wait to hit the open road for many years to come,” added the happy prize winner. n


14 – MAY 2011

NeWstorque

B u C K et h i j i N Ks

C ALLINg al l Bucket racers to the 2011 O ne Hour Challenge and Austral ian Bucket Nationals.

Held at Wakef ie ld Park on the 17th & 18th of September 2011, th is wi l l be an unoff ic ia l ‘Austra l ian t i t le’ as a l l Bucket Nat ionals have been s ince i ts beginning in 1993. Bucket R acing or iginal ly star ted on the 14th of May 1988 at Oran Park .

Bucket rac ing has become hugely popular s ince its inception. I t was or iginal ly star ted for r iders to go rac ing on low cost and widely avai lable commuter based machines. Road rac ing is never cheap but this i s about as cheap as i t gets, and the growing popular i t y of the c lasses over the years shows l i t t le s ign of abat ing.

The Post Class ic R acing Associat ion wi l l be promoting the event and

wi l l run main races for Super l i te, Motol i te, and a new categor y cal led Commuter l i te. Suppor t events wi l l inc lude events for Post Class ic (1963 - 1972) , Forgotten Era (1973 - 1982) , New Era (1983 - 1990) , Pre Modern (1991 – 1995) and S idecars (Post Class ic , Forgotten Era & Modern.

Look out in an upcoming issue of Cycle Torque to see what goes into bui lding one of these l i t t le fun machines.

For more information cal l Ken L indsay on 0439 871 927, or emai l h im at k l r rcb02@gmai l .com . n

aprilia & Guzzi in BrissieBRISBANE Aprilia and Brisbane Moto Guzzi is open for business and is part of the long standing and extremely successful Tony Armstrong Motorcycle group at Springwood.Tony Armstrong has been the driving force behind Springwood Suzuki for the past 26 years which has seen the business grow to become Australia’s No.1 Suzuki Dealer for 15 consecutive years and Can-Am Spyder Dealer of

the Year 2009 and 2010.Kris Matich, General Manager for John Sample Automotive said “Tony Armstrong has a very experienced and dedicated team on both the sales and technical sides of the business and importantly to us they have a passion for Italian Motorcycles and for excellent customer service.”You’ll find the new store at 112 Kingston Rd, Underwood, QLD 4119, phone (07) 3208 7999. n

Going PostalWHAT better way to reduce your stressful tendencies than ride from Sydney to London on a postie bike?Nine months, 18 countries, 35,000 kilometres. Sounds like a blast right? Well you can read about Nathan Millward’s trip because he’s written a book about it.Retailing for $30 so check out www.cycletorque.com.au or call the lovely Rebecca on 02 4956 9825 to get your copy. n


16 – MAY 2011

NeWstorque

IN LAst month’s triumph thunderbird storm test we got the prices wrong by $1000.In reality the Storm costs $21,990, and the ABS version is $22,990. Sorry for the confusion. We think Dennis Penzo’s eyes are too close together. If you’ve been affected by his mistake feel free to send Dennis a bill for $1000. But he’s renowned for being tight so don’t hold your breath for the money. n

storm Price Correction

Value muscle

VICtORY’s 8 Ball is back. Bigger and blacker than ever.Introduced in 2009, the Vegas 8 Ball and Hammer 8 Ball were an instant success. Black, low, minimalist and great value for money. For 2011, the Vegas 8 Ball now comes standard with the blacked out 97HP, 1731cc, 6-speed Freedom V- Twin, black bars, forks, swingarm, chassis and exhausts - you get the picture - the blacker the badder. The biggest news is the price – just $19,995 Rideaway.The Blackness continues with the all new 2011 Hammer 8 Ball. The Hammer 8 Ball joins its Hammer S stablemates with the 106 Cubic Inch Freedom V-Twin. Add in the fat 250 section rear tyre coupled with an 18 inch front wheel and inverted forks and you have a real muscle cruiser. Available only in Black with black trim, of course. Grab the Hammer 8 Ball for just $24,995 Rideaway. n

14 - MAY 2011 www.cycletorque.com.au

Get rabble rousingLET me start by saying the Federal and State Governments don’t seem to recognise us taxpaying riders. We pay driver licence fee, motor registration fee, stamp-duty, tax on fuel. Note that all these fees are taxes which were meant to be spent on road maintenance and construction. Are they building better safer roads? Are they maintaining our roads? I note many state motoring organisations are also complaining about the poor state of our roads. What about road and transport plans that include motorcycles? What about recognition that motorcycles and scooters reduce traffi c jams, use less fuel and have a smaller environmental impact on our planet? Do you, the reader, get my point? It’s time we as individuals not only rely on organisations who represent us, but we have to support them by each of us taking some responsibility and writing to our Parliamentary Ministers for Transport. When you add up a whole lot of individual e-mails being received at the Minister’s offi ce, it becomes a fl ood and than they start to worry because we are voters. No matter what brand of politics you’re in, note that both major parties just don’t get it! They have let us down badly! Cycle Torque is not the only way to vent our frustrations. Many accidents come down to road conditions, and rider skills and training. If governments want riders to be safe, how about subsidising advanced rider training? How about putting up safety signs on roads that seem to be dangerous to many riders like Gorge Road here in Adelaide?

David M Cauchi JPSA

Well said. – Ed.

Speedway bluesON PAGE 17 of the 2011 Manual of Motorcycling Sport it states “MA and the State Controlling Bodies are concerned with the development of the sport in Australia.”

Whoever is running the Australian Speedway Titles should read this as for the last three years they seem to have done all they can to turn people off. Some of the 2009 title dates and venues were changed at the last minute and everyone had to change travel and accommodation plans. Then in 2010 a couple of weeks before the fi rst round they decided to have a qualifi er at Mildura on Wednesday. It was a good night with some good racing but a bit more notice to make arrangements would have been nice. Then to Gillman for the second round on Saturday, which was the best night of speedway I have ever seen. But then it was back to Mildura for Sunday and the meeting dragged on until midnight with two blokes waffl ing on the PA for hours. By 10.30pm at least ⅓ of the crowd had left and I could hear them complaining of the cost to get in and not see the fi nals, as they had to work the next day and had tired kids to take home. It should have been on the Friday while people were already in Mildura and it wouldn’t have been as big a problem if it went late.Now 2011 turned out a farce from the start by allocating the fi rst round to Sydney which hasn’t promoted bikes for years and it shows where their loyalties lie! The fi rst round should have gone to a club which promotes Junior and Senior Speedway, for example North Brisbane, especially as there wasn’t a Queensland round and they do produce a lot of good riders. It was great to see Kurri get rewarded for all its hard work with the second round. The only complaints heard were about amenities but with more money, this I’m sure will be dealt with for the future.Then to Gillman where it didn’t fi nish until midnight. They seemed to have trouble with track preparation but the racing was good, but again people left early disappointed at not seeing fi nals. Broken Hill was more

of the same. Track preparation took a long time, late fi nish but good racing.All meetings except Kurri had a long pause between races, dragging the night out to late fi nishes with fans leaving disappointed with missing fi nals. They may not return. As for me and my mates, we will be going around next year but hope North Brisbane gets a round and whoever is in charge will fi nally get it right and make the rounds easier to follow and get to, maybe closer to Christmas holidays and on Fri, Sat, Wed, Fri and Sat. Most people can get a week away, but meetings in three states over three weeks can be hard.We need someone who can promote and present our sport in a better light.

Kevin EverettRider and ex off icial

Skinny and waterproofHOPE you’re not working too hard but still making a million (or close enough).I can feel Autumn turning into Winter already. Seeing as I’ve just bought my fourth motorcycle (as in I own them all at once) and plan to do some serious riding again, can you do an article on pants?I always see plenty of ads for jackets. Leather jackets, designer jackets and waterproof jackets but I don’t see enough info on good quality waterproof pants.Can you please do an article on locally available waterproof pants, anything from your $50 plastic jobs to brand name ‘do it all’ pants.I’m sure if you get the right people to advertise in the mag at the same time the article comes out then everyone will be happy (here comes that million $).The selfi sh reason I am asking is because I’m 6ft 3inches tall, skinny as hell and am after some quality pants that fi t!

Keep it upright guysShawn Zammit

Now that sounds like a good idea.– Ed.

LETTERS TORQUING BACK WRITE A LETTER! WIN A GREAT PRIZEThis month Kevin Everett 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 [email protected].

NeWstorque

Buy our daytona 675CYCLE torque’s championship winning triumph Daytona 675 is up for sale.The bike is well sorted and fast, winning the Formula Xtreme Pro Twins F3 Australian Championship in 2010.Bought new in late 2009, the bike comes with spare fairings, levers, ’pegs and all the necessary stuff to go racing, plus a spare set of wheels with discs ready to bolt on.The bike is ready to go, after just having been serviced and valve clearances done. It’s been meticulously maintained, and there’s nothing to do but hop on and ride.Also with the bike comes all the original road gear (black in colour) which is totally unmarked.Asking price $10,000.Call Chris for more info on 0404 030 925, or email [email protected]. n

38 - MAY 2011 www.cycletorque.com.au

WINTER BIKE STUFF

CYCLE TORQUE

2011

WINTER BIKE STUFF 2011

1 ONE-PIECE COVERALL SUIT BMW’s one-piece CoverAll Suit is ideal for the daily commute, or any journey, and you can wear it over your work suit or normal clothing. Three layer laminate with breathable/waterproof Cordura 500 outer material with wind and waterproof climate membrane. Mesh lining for inner pockets, removable SC protectors for shoulders, elbows, hips and knees (two height positions). NP ProAir back protector can be retro� tted in back protector pocket. Re� ective 3M print on shoulders and back. Has water and windproof Storm zips, long front zip and two leg zips, adjustable waist as well as one waterproof exterior chest pocket, one interior chest pocket, one sleeve pocket on right forearm and two trouser pockets. XS-XXXL.Price: $1155Available from: BMW dealerships or Ph: 1800 813 299More info: www.bmwmotorrad.com.au

2 R2 4 UThese MotoDry R2 pants are thermal lined and have a removable TDF armour protection kit and are of 500D heavy duty material. The R2’s have twin side-pull adjustable belts, double-stitched seam strength and re� ective safety badges and piping.Price: $149Available from: Good bike shops everywhere.More info: www.motonational.com.au

3 HONDA AND THE DRAGGINSCustom Honda Draggin branded jeans in both Minx for the ladies and Biker for the men feature the embroidered Honda Wing logo. Draggin Jeans are the only CE approved jeans in the world featuring a patented hybrid of military grade Kevlar and Dyneema, the world’s strongest � bre.Price: $269Available from: Honda bike shops or, to locate call 1300 146 632More info: http://www.hondacatalogue.com.au/categories/Merchandise/Honda-Genuine-Riding-Gear

4 TRANSALP TOUGHHard wearing 600D Cordura upper fabric together with 850D strong polyamide double layers on shoulders and elbows o� er high abrasion resistance. Humax branded membrane is waterproof and breathable. CE approved German developed Sas-Tec protectors grant comfortable shock absoprtion at shoulders and elbows, allowance for back protector. Detachable Thermolite lining with ventilation system featuring two chest intake vents and two back exhaust vents. 3M Scotchlite safety re� ectors. Black/dark olive. S, M, L, XL, 2XL, 3XL, 4XL.Price: $430Available from: Honda bike shops or to locate Ph: 1300 146 632More info: http://www.hondacatalogue.com.au/categories/Merchandise/Honda-Genuine-Riding-Gear

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4

1

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PANTS & SUITS

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18 – MAY 2011

rsV4 factory a-PaC here!APRILIA has taken everything it learnt during Max Biaggi’s 2010 superbike World Championship campaign and incorporated as much as possible into the 2011 RsV4 Factory A-PAC sE… and Cycle torque is currently testing the first (and currently only) example of the bike in the country.Cycle Torque’s comprehensive test of Aprilia’s top-of-the-range race replica machine will be in next month’s edition.Make sure you grab a copy of the June issue, because this RSV4 is very, very special: launch control, wheelie control, traction control, multi map engine management, ride-by-wire throttle and a quick shifter are just some of the features making the new RSV4 something one of the most lusted-after sportsbikes ever.While some features carry over from last year’s RSV4 factory (see.www.cycletorque.com.au), the electronics have been thoroughly updated with knowledge learnt during Biaggi’s championship-winning 2010.It also features Öhlins suspension, lots of carbon fibre, Öhlins steering damper, 3-point adjustable chassis, variable length intake ducts and a 200-section rear tyre.The tri-colour bellypan distinquishes the Factory

APRC from the Factory APRC SE: both will retail for $29,990 plus on road costs, with the SE model available from June and the Factory in July.The RSV4 R APRC will be available in June and will feature all the electronics of the more expensive models: the main difference is it won’t come with the Öhlins suspension of the factory models. It’s priced at $22,990 plus on road costs. n

Leigh-smith to sPAINAUSTRALIA’S Blake Leigh-Smith is gearing up for what could be the most important season in his racing career when he competes in the 2011 Spanish Moto2 championship.The Australian 125cc GP champion of 2008/9 has packed his bags and headed to Barcelona in Spain where he’ll race a BRP Racing 2011 FTR Moto2 bike.“It’s an amazing opportunity for me, I’m so keen to get started with developing the bike and getting out there,” said the 21-year-old Gold Coast based racer. “BRP Racing is owned by Ben Reid who I raced for in 2009 in Australia and we won the Australian title together so I am confident we can develop a great package to challenge for podiums. The Spanish Moto2 Championship is a perfect springboard into the world Moto2 championship, so I want to give it my all.” Fans and sponsors can follow Blake’s progress via Facebook at www.facebook.com/BlakeLeighSmith.sPEED tVAFTER pissing off many of its pay TV subscribers, AUSTAR has finally seen the light and taken on the SPEED TV channel.Viewers can now watch motorcycle racing, and lots of other motorsport

for that matter, until the cows come home.You might want to check your package to see if you get SPEED TV.Honda’s readyGET race ready with Honda’s CRF450X and CRF250X.Buyers of either bike get $500 HondaDollars to spend how they like in the Honda dealership they buy the bike from.If you purchase the 450 you’ll also get a free CRF Racing Kit valued at $448.Offer lasts until June 30.Weather postpones enduro actionMA HAS announced the Australian Four Day Enduro has been postponed to July 7-10.The decision to reschedule the A4DE, originally set for 20-23 April, was due to the recent extreme weather conditions in the Mackay region, causing significant damage to the trails and surrounding areas.John Hand, from Gum Valley Motorcycle Club, said while disappointed the A4DE has been rescheduled, the decision was made with the utmost thought for the safety and welfare of all people involved in the event.As a result, rounds seven and eight of the Yamaha Australian Off Road Championships have also had date

changes.These rounds will now be held on September 10-11 at Mt Seaview in NSW. It’s a bit more complicated than that because rounds nine and 10 have been affected too, so check www.ma.org.au/aorc for full changes.to the sunshineCALIFORNIA Superbike School (CSS) will be heading to Queensland this June, bringing the proven rider training program to the Sunshine State for the first time in over a decade.Although CSS has been operating globally for more than 30 years, and in Australia for over 15 years, the world renowned training system has more recently only been offered in NSW and Victoria, at Eastern Creek and Phillip Island circuits respectively. Getting the opportunity to take the Superbike School back into the Queensland market is something that could be considered a landmark in the school’s progress in Australia.With demand for the course regularly outweighing supply (with events sometimes booking out months in advance), the program is no doubt heading for not only a successful debut on the 6th & 7th of June 2011, but also a regular place on Queensland riders’ calendars.To get on board visit www.

superbikeschool.com.au.Personalise your DiabloPIRELLI’S new Diablo Rosso Corsa motorcycle tyre can now be personalised with your own name or with words, designs and colours placed on the sides of each tyre.Pirelli Moto opens the road to tyre personalisation with an industry first: the unique and exclusive opportunity to apply personalised labels to the sidewall of the tyres. You can put a full name or initials, single words or messages, images, logos and colours. Dedicated spaces on the sides of the front and rear tyres of Pirelli’s newest ultra-performance tyre are specially designed to accommodate these innovative labels, which anyone can create from Pirelli’s website and have delivered to their home address.The Diablo Rosso Corsa personalisation kit contains an exclusive set of six tyre labels and the necessary adhesive material to apply them to the tyres’ sidewalls, and is available to create and order on-line directly from a special section of Pirelli’s website: www.pirellityre.com/drc.Label application and safety instructions can be downloaded from Pirelli’s website: www.pirellimoto.com.More detailed information and videos of the Diablo Rosso Corsa as well as the entire range of Pirelli motorcycle tyres can be found online at www.

linkint.com.au. n

smaLL torque


MAY 2011 – 19

smaLL torque Win a MotogP tourYAMAHA Motors Australia has announced an amazing opportunity for customers of the new 2011 YZF- R1/SP and YZF-R6/SP models.Two lucky customers will be heading to Assen Moto GP in Holland to celebrate Yamaha’s 50th anniversary in Grand Prix racing. Each winner will score a double ticket to the Dutch GP PLUS an all inclusive seven day tour valued at $17,000!The Assen Moto GP Tour includes all accommodation and airfares and takes place from 22 June to 29 June 2011. Full details are on the Yamaha website at www.yamaha- motor.com.au/assen-tour.To win the trip, customers need to purchase a 2011 YZF-R1/SP and YZF-R6/SP and then enter their details on the site and tell Yamaha why they want to go on the tour in 25 words or less. Any purchaser of the 2011 model may enter this competition until the cut-off date of 31 May 2011. ntriumph slashes pricesTRIUMPH Australia has announced price reductions on the majority of its spare parts and accessories, with reductions of at least 20 per cent on most items!“With the recent release of a number of new models, which represent excellent value for money, we also wanted to ensure price competitiveness within our parts and accessories range,” commented Triumph’s Parts and Accessories Manager Jim Godino.“In tough economic times the price roll back gives even more reasons to get on a Triumph, or for existing Triumph owners to customize their current bikes”.Contact your local dealer for details, or check the Triumph website for the dealer listing.www.triumphmotorcycles.com.au.Head to the hillsTHE Gloucester Motorcycle Expo is back, on May 14-15. Gloucester is a beautiful place to visit, with some great roads, so head to the farming town for the expo. Trade stalls, show ‘n’ shine, ‘saleyard’ to unload your bike, latest models on display, gear and accessories. Of course there’s lots more to see and do at the local Ulysses club run Expo so why not give it a whirl.More details at [email protected] or call the visitor centre on 02 6558 1408.Rollbacks from KawasakiKAWASAKI has reduced prices on many products in its road and offroad range. For example, the ZX-6R is cheaper by a grand, the KLR650 by $500, and the market leading Ninja 250R has been reduced by $1500.Great buying in anyone’s language but it’s not only these three bikes which have had their prices slashed.Call into you local Kawasaki dealer to find out more, or visit www,kawasaki.com.au.Daelim VJF250 price rollbackKOREAN manufacturer Daelim has announced an immediate $500 price rollback on its new VJF250.This brings the price of this sporty little machine down to $4490 plus on-road costs.The new Daelim VJF250 offers a liquid cooled, EFI machine with twin front discs and striking looks, all fully supported with a two-year unlimited kilometre warranty.Along with the price rollback, Daelim has announced that the new VJF250 is available in a bold red colour scheme complementing the existing available colours of black or white.Visit www.daelim.com.au to find out more or to locate your nearest Daelim dealer.Head to Classic DirtEACH year hundreds of vintage MX enthusiasts can’t wait for the next Classic Dirt.Suzuki and VMX Magazine will be returning to the famous Green Park Conondale facility for Suzuki VMX Classic Dirt 8.The event, the dream of founding VMX Magazine editor Ray Ryan, involves inviting past and present motocross and dirt bike riders,

including a number of former champions, to a weekend of non competitive vintage motocross riding. In addition Suzuki Classic Dirt also caters for vintage enduro and trials with three motocross tracks, vintage endure loops and superb trial sections.Catering for pre 1975 and pre 1985 MX machinery, the Suzuki sponsored event also provides the chance for many riders to test a full range of the latest hi-tech Suzuki 2-stroke and 4-stroke motocross and enduro models.The event will take place from Friday 10th June to Monday 13th June 2011. For further details log on to www.suzukimotorcycles.com.au under Events.Riders with a causeIn late April Andrew Treloar and his mate Glenn Bliesner will set off to go ‘The Pink Way Round’ to raise money for breast cancer victims and their families.The Pink Way Round will take the riders from London to Singapore through 12 countries, 12 time zones, 56 cities, across two continents, travelling nearly 20,000km over 90 days. “Our intention is to tie a pink ribbon around every major public landmark that we pass to symbolise hope and support for breast cancer victims. It’s our little way of saying, you are not alone and you are never forgotten,” Andrew said.The Pink Way was established by the riders in May last year as a charitable trust to raise and donate money to recognised Australian charities who assist breast cancer victims and their families. The funds they raise through donations and corporate sponsorship for this ride will go to organisations like the Kim Walters Choice Program and the McGrath Foundation to fund more breast care nurses for a number of years.For more information on the event, The Pink Way Round and how to become a corporate sponsor, please call Andrew Treloar on 0404 032 970. Tax deductible donations of $2 or more can be made through their website www.thepinkwayround.com.au.Blue in tamworthBLUE Liners Australia TMCC is holding its annual charity run to Tamworth this year. The event is now in its 20th year and will no doubt draw a large contingency of motorcyclists. Over 300 motorcyclists attended last year’s run with a Police Escort from Wallabadah to Nemingha, then onto the Longyard Hotel where everyone enjoyed a night of celebrating with fine food and fund raising.Proceeds from the Charity run will be donated to the Blue Angles Charity Foundation of Tamworth, who support and donate funding toward the oncology unit at Tamworth Base Hospital and generally give support to those families of cancer patients. A portion of funds raised will also be donated to Police Legacy who care for widows, widowers and partners of deceased Police Officers. This donation will be given to the Wall to Wall Ride for Remembrance Committee.Bush tuckerIT’S not really but you can eat food in the bush while attending the annual Watagan trailbike Rally.It’s on 25-26 June and is always well subscribed by riders.In the Watagan Forest, just over an hour north of Sydney. There’s giveaways (inc 2011 Yamaha WR250F), trade stalls, good riding and lots of fun.$145 to enter, or $165 if you leave it to the day of the rally. Free breakfast and lunch on Sunday.More info, go to www.trailbikerallys.com.au. Don’t miss it.Sidecar shenanigansSidecar Adventure - Birdsville Races, 29 Aug to 08 Sep 2011.Entry open to any sidecar outfit. Four days to Birdsville, two days at races, four days return.Support bus towing a three sidecar trailer.

Bookings and entry contact Russ on 0488 539 521. n


20 – MAY 2011

QUADThumbs are

pumping

AustRALIA’s toughest, richest and most prestigious AtV-only off road event, the thumb Pump 300, will take place once again in Pinnaroo, south Australia, over the Easter weekend, just after Cycle Torque should be in the shops.

The track consists of 26 kilometres of sandy tracks, ranging from steep rutted-out hill climbs to flat out straights and everything in between. Having the event now over such a long weekend offers the opportunity to run more classes and stand alone events, creating more of a ‘festival’ atmosphere, hence the new name. Due to its format and unique class listing, the Thumb Pump 300 is not only a huge drawcard to Pro and Expert level riders, as it caters for women, novices, trail riders, juniors, sand draggers and even a strong 4x4 class.

Farmers are encouraged to race in this class by having it as a ‘race your mate’ class, with riders nominating another entrant in the race as their competitor, then they are only timed against each other, as a way to claim bragging rights.

Also new for 2011 is Australia’s first ever Utility Vehicle class in a Motorcycling Australia sanctioned event, which is sure to attract some attention from the many

spectators expected. Last year’s event was bigger and

better than ever before, attracting riders from all across Australia from Longreach and Atherton to Bunbury and Darwin. Naming rights sponsor Can-Am Australia certainly got their money’s worth last year, with fantastic venue presence, awesome trophies highlighted by their branding, videos of the event on www.thumbpump.com. All of this on top of being known as a manufacturer who is supporting ATV racing down under, even when things are tough.

As we all know, the biggest restriction on the growth of ATV riding in Australia is the limited places in which to ride.

47industries is all about growing the sport, which is why they undertake projects such as the free distribution of their DVDs ‘Quads Across the Simpson’ and ‘Quads to The Cape’, documentary style movies showing how to organise and legally participate in quad rides in some of Australia’s best and most famous 4x4 terrain.

47industries also participate with Can-Am in their Field Day Program, taking the message to the farmers and their families that these machines are great for more than just rounding up the sheep. The Thumb

Pump 300 has already proven to help with this goal, with the recent announcement of Scorpion Park (the venue 47industries helped build), the home of the Thumb Pump 300, being opened to the public as a ride park. A great result for ATV riders. n

QuadRacer

the 2011 model of suzuki’s ready-to-race four-wheeler, the QuadRacer R450 has arrived in Australia.

Fresh from the racetracks of America, where it has won the AMA ATV MX championship three years running, the Suzuki QuadRacer R450 has been developed specifically for the racetrack.

Based on the championship winning RM-Z450 motocross engine, the QuadRacer R450 features a 450cc, fuel injected, four-stroke, DOHC powerplant.

With the digital fuel injection system the rider gets excellent throttle response, fuel efficiency, seamless power delivery and a broad spread of torque in a wide range of conditions.

But it’s not just about the powerplant. The QuadRacer R450’s independent double wishbone suspension features shock absorbers with piggy back reservoirs, there’s a high-tensile steel rear swingarm, and the rear shock is adjustable for spring preload, and rebound and compression damping.

The QuadRacer R450 tips the scales at only 188kg, with 9 litres of fuel and all fluids.

Available now for a Recommended Price of $10,990, the QuadRacer R450 comes in Suzuki’s trademark Champion Yellow colour scheme.

For further information on the 2011 Suzuki QuadRacer R450, visit your local Suzuki dealer or www.suzuki.com.au. n


MAY 2011 – 21

Letters torquING BaCK

Write A Letter! Win A GreAt PriZeThis month Kevin Everett 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 [email protected].

Get rabble rousingLet me start by saying the Federal and State Governments don’t seem to recognise us taxpaying riders. We pay driver licence fee, motor registration fee, stamp-duty, tax on fuel. Note that all these fees are taxes which were meant to be spent on road maintenance and construction. Are they building better safer roads? Are they maintaining our roads? I note many state motoring organisations are also complaining about the poor state of our roads. What about road and transport plans that include motorcycles? What about recognition that motorcycles and scooters reduce traffic jams, use less fuel and have a smaller environmental impact on our planet? Do you, the reader, get my point? It’s time we as individuals not only rely on organisations who represent us, but we have to support them by each of us taking some responsibility and writing to our Parliamentary Ministers for transport. When you add up a whole lot of individual e-mails being received at the Minister’s office, it becomes a flood and than they start to worry because we are voters. No matter what brand of politics you’re in, note that both major parties just don’t get it! they have let us down badly! Cycle Torque is not the only way to vent our frustrations. Many accidents come down to road conditions, and rider skills and training. If governments want riders to be safe, how about subsidising advanced rider training? How about putting up safety signs on roads that seem to be dangerous to many riders like Gorge Road here in Adelaide?

David M Cauchi JPSA

Well said. – Ed.

Speedway bluesON PAGe 17 of the 2011 Manual of Motorcycling Sport it states “MA and the State Controlling Bodies are concerned with the development of the sport in Australia.”Whoever is running the Australian

Speedway titles should read this as for the last three years they seem to have done all they can to turn people off. Some of the 2009 title dates and venues were changed at the last minute and everyone had to change travel and accommodation plans. then in 2010 a couple of weeks before the first round they decided to have a qualifier at Mildura on Wednesday. It was a good night with some good racing but a bit more notice to make arrangements would have been nice. then to Gillman for the second round on Saturday, which was the best night of speedway I have ever seen. But then it was back to Mildura for Sunday and the meeting dragged on until midnight with two blokes waffling on the PA for hours. By 10.30pm at least ⅓ of the crowd had left and I could hear them complaining of the cost to get in and not see the finals, as they had to work the next day and had tired kids to take home. It should have been on the Friday while people were already in Mildura and it wouldn’t have been as big a problem if it went late.Now 2011 turned out a farce from the start by allocating the first round to Sydney which hasn’t promoted bikes for years and it shows where their loyalties lie! The first round should have gone to a club which promotes Junior and Senior Speedway, for example North Brisbane, especially as there wasn’t a Queensland round and they do produce a lot of good riders. It was great to see Kurri get rewarded for all its hard work with the second round. the only complaints heard were about amenities but with more money, this I’m sure will be dealt with for the future.Then to Gillman where it didn’t finish until midnight. they seemed to have trouble with track preparation but the racing was good, but again people left early disappointed at not seeing finals. Broken Hill was more of the same. track preparation took a long time, late finish but good racing.All meetings except Kurri had a long pause between races, dragging the night out to late finishes with fans

leaving disappointed with missing finals. They may not return. As for me and my mates, we will be going around next year but hope North Brisbane gets a round and whoever is in charge will finally get it right and make the rounds easier to follow and get to, maybe closer to Christmas holidays and on Fri, Sat, Wed, Fri and Sat. Most people can get a week away, but meetings in three states over three weeks can be hard.We need someone who can promote and present our sport in a better light.

Kevin EverettRider and ex official

Skinny and waterproofHOPe you’re not working too hard but still making a million (or close enough).I can feel Autumn turning into Winter already. Seeing as I’ve just bought my fourth motorcycle (as in I own them all at once) and plan to do some serious riding again, can you do an article on pants?I always see plenty of ads for jackets. Leather jackets, designer jackets and waterproof jackets but I don’t see enough info on good quality waterproof pants.Can you please do an article on locally available waterproof pants, anything from your $50 plastic jobs to brand name ‘do it all’ pants.I’m sure if you get the right people to advertise in the mag at the same time the article comes out then everyone will be happy (here comes that million $).The selfish reason I am asking is because I’m 6ft 3inches tall, skinny as hell and am after some quality pants that fit!

Keep it upright guysShawn Zammit

Now that sounds like a good idea.– Ed.

14 - FEBRUARY 2011 www.cycletorque.com.au

RRP $3,999.00 + dealer delivery charges

KA

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03C

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Downtown 300i

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• 124.1cc, 4 Stroke,Single Cylinder Engine• Front & Rear Disc Brakes

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• 17” front and rear wheels• Wide tyres and rims

• Electric start• Twin-spar frame

Quannon Naked 125

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• 249.4cc, 4 Stroke, V-Twin Engine• Front Disc Brakes with braided line

• Adjustable pre-load Twin Rear shocks • 17” front & solid 15” rear wheel

• Tank mounted speedometer• Right hand exit exhausts• Luggage tie down points

• Electric start

VENOX 250

NEW NEW

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DIRTYTORQUE

THE talk on the street is the two-stroke is going to make a comeback and after a day of belting around a country motocross track I would have to say that the smell and the scream of the two-stroke motor was a lot more prevalent than it has been for quite some time. The question is, why?

Before I go much further I will say this straight out: In my humble opinion, four-strokes are not good for motocross. The future of motocross that is. They are too easy to ride, they are a huge drain on the wallet to make competitive and they are just plain too expensive to race and keep reliable.

Despite all of this, you have to admire the technology that makes the modern four-banger so special. I mean, these things are like F1 motors that go like a cut cat with all of the suspension, brakes and handling that almost any rider will fi nd suffi cient.

There is no doubt the modern four-stroke is the choice of riders who want to compete at almost any level. You can ride them harder, faster and for longer... but.

The bottom line is many racers and parents of racers are complaining about the overall expense of running a modern 250F and 450F motocrosser or serious enduro weapon.

A top-end rebuild on modern four-strokes is obviously more expensive than the two-stroke but the real damage is done when the motor lets go. This is when the bills can get to as high as three grand plus.

There are horror stories of huge workshop repair bills for four-stroke owners going around left, right and centre so this really shouldn’t be a surprise to

many people.Those of us that had the pleasure of

racing two-strokes back-in-the day, will remember racing a whole season on a couple of sets of pistons and rings with the occasional clutch replacement thrown in. That was it, bar the usual consumables.

And it was easy to tell when your 125cc, 250cc or 500cc screamer needed a new piston or ring. It would just get a bit doughy or easier to kick through the kick starter. No questions, guessing or looking at the hour meter, just rip the top end off and replace what needed replacing.

The problem with the modern four-strokes is that they go hard right to the moment when something serious lets go, and with so many more moving parts above the piston the repairs are always so much more expensive.

And guess what. Many 250Fs, and I mean 2009 onward, are only lasting 40 to 50 hours before the bottom end drops out of them. That is ridiculous for a product which is sold to the masses.

Motorcycling Australia has recently announced that from 2011 onward that 250cc two-strokes are now eligible for the Lite class at every level of racing and the 255cc to 450cc two-strokes are eligible for the Open class.

Um…why the 500cc two-stroke isn’t eligible I have no idea but I guess the decision was made by someone who hasn’t even heard of a 500cc motocrosser or didn’t consider the fact that some lunatic would enter a race on a 500cc two-banger…

The up-shot of this decision is that MA has taken a positive step to curbing the

cost of racing in the Lites class by allowing the 250 two-strokes to compete at all levels of racing. Last year Cam Taylor and Kim Ashkenazi rode a YZ250 and RM250 respectively in the Pro-Lites class at the MX Nationals due mainly to the time and money needed to make a 250F competitive.

Other governing bodies still have their sights on keeping two-stroke racing alive. The world motocross championship promoters Youthstream made the decision in 2010 to have only two-strokes at the World Junior Motocross Championships and their European 125cc Motocross Championship is an extremely successful series and a serious stepping stone to a GP ride.

New Zealand still has a 125cc class in its National Motocross Championships and I can tell you from fi rst hand experience that it produces some of the best racing I have witnessed for years with a gaggle of highly talented riders battling tooth and nail on screaming one-dingers…

There is a stand-alone 125cc and 250cc two-stroke championship in Britain and a strong contingent of riders every year when they hold a two-stroke only race at Glen Helen in America. In fact, there is a wave of discontent in America right now that the AMA won’t allow 250 two-strokes to race against the 250Fs in the outdoor nationals.

KTM, Yamaha, Suzuki and TM are still making 125cc, 150cc and 250cc

motocrossers and a 250cc two-stroke has in most cases 20 per cent more power and torque than a 250cc four-stroke so in the right hands the two-stroke should produce faster lap times and better race results.

And in the enduro world KTM is obviously still knee deep in the development of the two-stroke while Huqvarna is having a big throw at the stumps with its WR range, as is Husaberg with its 250cc and 300cc two-strokes.

Look, I don’t think that over the next few years two-strokes will take motocross over again but for those of us with limited budgets and half a brain the two-stroke is probably the most viable option to go racing.

Over the last couple of months I have been riding a 2007 Suzuki RM125 and I have been having an absolute ball. This 125 has only just recently had its fi rst gearbox oil change and all of the running gear in the motor is original despite the fl ogging it’s been getting over the last three seasons.

How many 2007 250F and 450Fs are out there still going strong on the original motor? Not many is my bet...

– Darren Smart

Are two-strokes coming back?

CT’s Todd Reed has built an awesome YZ250 - look for the story in a future issue.

e-torque

shootin’ the ride…WITH prices plummeting and quality rising, more and more riders are getting on board video cameras to shoot their rides – here at Cycle Torque we’ve been using a GoPro HD Hero for some time, but recently a couple of other cameras have come across my desk and we’ve captured some great footage from all of them.

The first one is a Drift HD170. Shaped something like a giant pencil, this camera features a swivelling lens at the front, so it can be mounted upside down or angled without problems. It has a built-in screen to check framing and playback, which makes life easy, and something I’ve long wanted in a helmet camera - a remote control. A very simple start/stop switch on a strap designed to go around your wrist, this is a great idea. The camera beeps when you use it, but it’s best to switch the engine off first to ensure you hear the beeps.

We’ve also tried out the Xtreme Video camera MX Goggles – yep, a HD video camera built in to a set of goggles!

Lusty Industries also lent us a screen for our GoPro: attach to the back and you can see what you’re shooting, which is awesome, especially for setting up a shot.

All of these cameras capture footage in at least 720p resolution, also known as ‘HD’. ‘Full HD’ is 1080p: the numbers refer to the lines of resolution they can capture.

720p is good enough for nearly everything. It looks good on your flat-screen TV and looks great on YouTube if you’ve got enough bandwidth. There’s a lot more to quality than just the resolution though, but I’m happy to say all three of the cameras we’ve been playing with produce good results as helmet or bike cams.

You can see some great footage in our video review of the Kawasaki Z1000 Ninja - http://www.cycletorque.com.au/Kawasaki-Z1000-ABS-video/

So far I’d say the Xtreme goggle cam is the best if you want to fly

under the radar: you can shoot your mates crashing and they needn’t even know you’ve got a camera with you.

The Drift camera is a super design: being able to rotate the lens and check the shot with the built-in screen is awesome, and the menus make it the easiest camera to use, too, and the only one you can playback the videos or still images you’ve just shot.

The GoPro gets the gong as the most versatile when it comes to mounting though: there are a plethora of mounting options and they are all very secure.

Price wise the GoPro is the most expensive, especially if you add in the optional screen.

Every time I turn around there seems to be more and more compact video cameras available. Once you’ve started using them they become pretty addictive: instead of telling mates about great rides, you start dragging up YouTube and showing them footage.

There are plenty of examples of what we’ve shot on www.cycletorque.com.au. Darren Smart, our resident nutcase dirtbike rider, has also been out with a GoPro and his videos can be found at the YouTube Channel his daughters set up, smartgirlzonline.

I also made a studio video of Andy from Andy Strapz demonstrating the very cool tool set he sells and Matt O’Connell has posted the interview he did with James Toseland.

Check ‘em out at www.cycletorque.com.au.– Nigel Paterson

Xtreme Sport Cams MX Google. The

camera’s between the eyes.


MAY 2011 – 23

GuNtrIP

lest we forgetUNTIL a week back I didn’t know his story but there really was a bloke named Von Dutch.

He was a painter and customiser of motorcycles and cars who roamed the western half of the USA after World War II, developing skill and reputation while drifting from job to job with the seat out of his pants and just enough cash in the kitty to keep his truck going and to be sure he knew where the next drink was coming from. I have the impression he wasn’t the most amiable of blokes; respected certainly but not necessarily liked. His trademark was the winged eyeball and his was one of the big names in customising until he abruptly dropped out of the scene in the late 1950s, one theory for his departure being that he didn’t much like becoming a ‘brand’.

Well, look at him now. It might just be the last fate he would have chosen for himself, to have his moniker become a fashion label among inner-urban trendoids who have no clue – and, worse, probably don’t much care – who he was or what he did. Or maybe it would fit neatly with his view of the world.

I suppose you can’t blame people for jumping on the bandwagon, for hunting out something ‘cool’ via which to add some sort of edge to an unrefined personality. And whoever they are, however they choose to do that, they certainly don’t have to justify themselves to me.

But it rankles, just the same. I recently read a piece by a writer who was seriously concerned about the debasement of Von Dutch’s name because of its widespread appearance on the chests of “famous-for-nothing celebs and teenage wannabes”. I know how he feels.

About 20 years ago the world at large discovered the joys of climbing aboard the Harley-Davidson bandwagon and about five years after that discovered the merits of Ducati. Both of these have since become acknowledged as prestige brands and their companies’ names are often mentioned these days in the same sigh as Ferrari, Porsche and the big-end fashion labels (Belstaff too, as a matter of interest: the old Pommie outfit that furnished most of us with waxed-cotton Trialmaster once or twice is now an Italian-owned brand with chic stores in Rome and Madrid).

I suppose I should be delighted that names synonymous with motorcycles should have flown so high, have been endorsed by a couple of generations of cashed-up folk who believe their products confer the sort of cool that sets them apart from others of their ilk who do the Saturday afternoon stroll down Fifth Avenue.

Except, except, except … Harley-Davidson, Ducati and Belstaff are part of the fabric of motorcycle tradition. Yes, and why should anyone care about that? Surely it makes better sense for the chic nouveau to regard me as a sad trainspotter with a terminal case of arrested development.

But I think one or two of you might agree that it would be nice if today’s Harley buyers knew at least something about Jay Springsteen or Mert Lawwill, or the Ducatisti of the 21st century understood a little of the company’s

history pre Massimo Bordi. More desperate still, would Gordon Jackson’s name mean anything to the current Belstaff Trialsmaster wearer?

If I don’t over-rate my importance here, perhaps the future of motorcycling would be better without old fogeys like me tapping people on the shoulder and reminding them of their heritage. Fred Gassit does it all the time and the results can be ugly to say the very best of it.

But as I recently noted in a completely different context, I’m too bloody old to change now. Every Anzac Day the old ones stand tall and remind us by their very presence that our society was dearly bought, and that we should not, will not forget that. When the survivors made it home and exchanged their khaki for oily overalls they kept working, tinkering, tweaking and modifying to provide the basis of everything we have now. I don’t know about you, but I shan’t be forgetting that, either. When I wheel the mighty Bandit out of the garage for a Sunday trundle I’m no more thinking about Kenny Blake taking on Ago at Laverton than about breadmaking, carpentry or Tony Henderson’s amazing twin-cam conversion of the G50 Matchless Ron Toombs rode to such success. But he’s never far away.

On one such Sunday run not too long ago I took a ride up the hill at Mount Panorama and stopped to look over the parapet at Skyline. The ghosts came by one at a time, then in increasing numbers, until I could stand the intensity no more. How terrible would it be not to understand that?

– Bob Guntrip

Von Dutch

CyCle Torque TesT – KawasaKi w800 TesT By Penfold PHoTos By PiCKeTT/PaTerson

RIDING GEAR: RXT helmet, WileyX eyewear, Laro jacket, Ixon roadster gloves, Draggin ‘oilskins’ jeans, Joe Rocket ‘Big Bang’ boots.

Instant Classic

Kawasaki’s retro rabble rouser is a taste of the past, without the rose tinted glasses.

Continued next page

KAWASAKI’S W800 revisits past bike design, adds modern technology, and a superior build/finish at a sensational price. What is not to like? I for one couldn’t wipe the smile off my face.

On the centrestandYes, a centrestand. Standard equipment, easy to use and a wonderful

thing.The bike’s styling is simple and classic. The only colour available is

metallic dark green, but you can’t really tell how good it looks until you see it sparkle in the sunlight. Kawasaki has tried to minimise the use of plastic. Chrome, polished aluminium, spoked wheels and an air-cooled parallel twin make this bike enjoyable before I even get on.

The W800 is definitely an eye catcher and had people looking/commenting on its appearance wherever we rode the bike.

w- model historyThe W in 800 pays homage back to Kawasaki’s early days in the 1960s

when it began manufacturing motorcycles. You may remember the W650, which Kawasaki imported into Australia between 2000-03. It was not a big seller. Simply speaking the new W800 (773cc) with a bigger bore, is the W650 (676cc) finishing puberty. Torque is the real difference here there is gobs more from the new engine.

The major change in technology is fuel injection but you could be forgiven for thinking the injection system resembles carburettors.

What about the eye catching bevel-gear driven camshaft on the right side of the head? Does the job and like the rear drum brake keeps the bike very traditional. Unlike the W650 it does not have a kick-starter, which several hard-core punters did comment on. You cannot please everyone.

the rideI sit on the seat and I am immediately comfortable. There’s an easy

reach to the chrome ’bars which are thinner than many modern bikes at 22.2mm. I instantly find the bars comfortable and changing direction easy. Let’s not forget the kneepads on the tank, which make holding on easier, not that there’s really enough horsepower to buck you off. Certainly the 19-inch front wheel helps take the bumps out of our lovely

roads and makes the steering predictable and stable. Clutch and front brake levers are both adjustable to suit different size hands.

I start her up and the sound from the twin pea-shooter exhaust is very distinctive. Very pleasant even with standard pipes. No, there are no rattles or rocking, not like editor Picko’s Norton Commando. The bike has a long-stroke 360 degree crankshaft with a modified balancer to dampen vibration.

Accelerating away in first gear effortlessly sees me at 60km/h. Change up to second, continue accelerating and very quickly I am at 100km/h. Both occasions I was just approaching redline at around 7000rpm. The smile increases so I punt on up to the old ton. Too easy, that is enough of that I think. Very smooth indeed. Kawasaki has not said a lot about the power of the W800 but really it’s all about the torque. It has risen to 60Nm but this power is reached between 2000-2500rpm, where the W650 was at around 5500rpm. This is where the bike feels so good. You can be cruising along at 60km/h in top gear (5th) and then just roll on. She is doing about 3500rpm at 100km/h. Just humming. A heavy flywheel contributes nicely to this strong torque feeling in the low-mid range.

wife’s approvalI decided to take the wife out for a spot of lunch and more importantly

to get her to sign off on my W800. Now the wife is ‘only’ in the 60kg weight bracket, but combined with my 85kg I decide to crank up the rear suspension’s pre-load. It is five-way adjustable and easy to use. Again that is what the W800 is all about. There are no other suspension adjustments and that suits me fine. Modern bikes have so much adjustment these days, I have to admit I just want to get on with it and go riding. Sorry to all the fiddlers out there. While on weight, the W800 is a fairly trim 216kg wet and I must say it is very easy to ride in heavy traffic.

Taller riders will always have to consider distance between the seat and the pegs. You could be a little cramped.

Anyway I threw the bike into some curvy stuff and the W800 did it all in its stride. Single disk up front and drum on the back has had a few people talking. Even two-up I found the brakes more than adequate. The tyres did the job it turns out there are still plenty of options for the 19-inch front and 18-inch rear.

I do love the rear valve curving outwards making it easy to get a pump onto.

Now the wife also loved the seat comfort and the bike also provides a couple of chromed pillion handles. There are also hooks for luggage and provision to lock two helmets to the bike, the left one external, and the right one under the seat.

The bike has an analogue tacho and speedo up front. The speedo has a digital screen within which is located the time, trip meter and odometer. On the tacho you have the various warning lights.

The fuel tank holds 14 litres and something Kawasaki has mentioned is the first use of an external fuel pump. What this means is you can certainly get 14 litres in the fuel tank as the pump would normally be within. Now fuel economy is something always dear to my heart. I loved that I could ride this bike to work all week at 80-100km/h. After 270km the fuel light came on. I managed to get 11 litres of fuel in the tank. Well that equates to around 4L/100km or in classic W800 terms… 70 miles per gallon. Hello, fuel injection, how

good is that? Running 95 octane.The only drama I had with the bike all week was the mirrors

tended to have a vibration between 70km/h-90km/h. Two comments noted from other riders were, “you should be looking forward and accelerating.” When I did get over 100km/h everything settled down.

wash up I really enjoyed the Kawasaki W800. For a traditional looking bike

with modern technology such as fuel injection it really was a pleasure to ride.

And who knows I may even be allowed to own one. At a price of $11,990 RRP plus ORC, the W800 is going to keep its competitors from the United Kingdom on their toes.

It really is a lot of bang for your buck. If you want to personalise your W800 Kawasaki has a range of accessories and if you really want to have a crack let’s not forget companies like Deus Ex Machina who absolutely love the Kawasaki W series. n

S p e C i f i C aT i o n S : 2011 KAWAsAKI W800

Engine type: Air-cooled inline twin Capacity: 773cc transmission: 5-speed Fuel Capacity: 14 Litres Frame type: Tubular steel seat Height: 790mm Wet Weight: 216kg Front suspension: 39mm telescopic Rear suspension: Twin shocks Brakes: Single disc front and rear tyres: 100/90-19, 130/80-18 Price (RRP): $11,990 (+ORC)

www.kawasaki.com.au Call FoR a qUoTE

1800 24 34 64WE’ll BEaT aNY PRICE GUaRaNTEED*

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The moulded tank pad harks back to an earlier time.

Old school muffler matches the drum rear brake for timeline.

twicethe

electricityraGiNG POwer, eurO haNdliNG aNd eleCtriC start. sOuNds liKe a reCiPe fOr suCCess.

CyCle Torque TesT – Gas Gas eC300

RIDING GEAR: Jason: Shoei helmet, Shift nylons, Alpinestars boots. Alex: Fox helmet and nylons, EKS goggles, Alpinestars boots.

TesT By alex PiCKeTT PHoTos By CHris PiCKeTT

GAS GAS’ EC300 is not for the faint hearted. Crack the throttle whip and it will respond in kind, but if you are more of a trail rider than an enduro racer the EC300 won’t bite you, well not too hard anyway. To get the best out of this bike though, you’ll need to be a bit on the aggressive side. And by that I don’t mean throwing punches at the pub on a Friday night.

in the shedIt’s a very pretty bike, as much as an enduro bike can be called pretty. The radiator

shrouds and graphics look cool, and the big ‘Gas’ on the shrouds yell exclusivity. Nice grippy seat, Hebo tapered handlebars at the right bend and height, for me anyway, black Takasago rims, and huge expansion chamber. If you want to look like the man, or girl for that matter, on the trails then the EC300 will do that for you. No matter you mightn’t be up to the task. As the old saying goes, better to look like you can even if you can’t. Possibly the only blight on the aesthetics side is the starter motor which looks tacked on the side. At least it works a treat, and is one of the better two-stroke starter motors we’ve sampled.

engineThe single-cylinder two-stroke motor is 299.3cc, and it’s liquid-cooled, like all

modern oilers. A 38mm carby handles induction via the reed valve. Although it has an electric start it also has a kicker as well, like you would expect.

A six-speed ’box (with wet clutch) does duty inside the cases and it felt bulletproof the whole time.

Fuel has to be pre-mixed at a 1:50 ratio. Gas Gas recommends GRO oil.Make no mistake, the EC300’s engine is big-time potent. Arc this baby up and

you’ll be heading to the stratosphere quick smart. More experienced riders, like racers Todd and Jason Reed who also rode the bike, will find it powerful but I found it extremely powerful. In fact I had a bit of a wipeout on it when I found myself up on the back wheel when the power came in strong. You can check it out at Cycle Torque’s video of the EC300 on our website. You’ll probably find it more entertaining than I did at the time. It was a hefty crash but no damage was done to the Gas Gas. It even started easy after the crash.

There’s a button on the left switchblock which allows you to change between the dual ignition maps. Push it upwards (towards the picture which denotes rain drops) and you get the ‘softer’ power curve. What happens is the ignition advance curve is retarded to soften the power. Push the button down and you get full power. It doesn’t give you as much of a change as you might expect, as in it doesn’t turn the power ‘doughy’. You will notice a difference up top but to

Continued on page

CyCle Torque TesT – Gas Gas eC300

S p e C i f i C aT i o n S : 2011 gAs gAs EC300

Engine type: Liquid-cooled single Capacity: 299cc transmission: 6-speed Fuel Capacity: 9.5 Litres Frame type: Chrom-Moly tubular seat Height: 940mm Dry Weight: 105kg Front suspension: 48mm USD Sachs Rear suspension: Sachs monoshock Brakes: Single disc front and rear tyres: 90/90-21, 140/80-18 Price (RRP): $11,500

www.gasgasaustralia.com.au

be honest I didn’t spend too much time up there anyway. It’s a scary place. That said you can tootle around if you want to. I don’t want to give you the impression it’s a monster of a bike. It can be if you want it to, but you can just cruise along too.

The EC300 comes standard with an FMF Q muffler which is said to give a broader spread of power without being too loud. I can’t argue with that at all. The noise police won’t be worried about this bike.

suspensionSachs suspenders are fitted

at both ends. 48mm forks have 295mm of travel and are adjustable for compression and rebound. The single shock is fully adjustable too (310mm travel).

The forks look trick with the black coating to reduce stiction.

For 2011 the suspension has received some changes in valving. I couldn’t fault the suspension for my level of riding. It didn’t seem to matter how rocky the terrain was, or how many sticks criss-crossed the track, the forks and shock just soaked them up. I was really impressed. I didn’t bother mucking around with the settings, they were on the money straight up.

extrasThe braking package is top

shelf too. Galfer wave dics are fitted front and rear (260mm disc F, 220mm disc R) with a 2-piston

caliper pulling up the front wheel, and a single piston job at the back. Powerful enough but not too powerful if you know what I mean.

A tubular steel frame holds it together. It looks like the Europeans are sticking to the steel frames while the Japanese factories mainly use alloy frames. It’s not an across-the-board thing but an overall observation.

Seat height is 940mm, dry weight a scant 102kg, and the wheelbase is 1,475mm which seems to be about what most enduro bikes are.

wrap upI loved the Gas Gas EC300.

To be honest it’s a bike which was better than me, and it has power to burn. But even in the tight going the engine is easy to use and doesn’t require heaps of clutch slipping to negotiate tight snotty stuff. It has a great engine but the suspension and overall package is what ticked my boxes. The ease at which poor terrain was dispensed with made it easier for me to ride, and at the end of the day made me feel less fatigued than I expected.

At $11,500, with 12 months parts and labour warranty, it’s on the money price wise (excuse the pun), and I think the bike will attract plenty of buyers due to its competitive price, Euro trail cred, performance and its friendly two-stroke maintenance regime. n

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32 – MAY 2011

dIrtytorque

OK, YOU’RE a young motocrosser, perhaps you are one of the best riders in your club or in your area, even your state. You must at one stage or another think to yourself that if you had a crack at racing at a national level you would perform pretty well against the top pro racers, so should you have a go and if you did would you look like a chump?

It’s an interesting question any half-handy racer asks themselves at one stage or another. Should I enter a round of the MX Nationals or even bite the bullet and contest the whole series? Well, as team manager of Team West Racing I have been trackside at the opening three rounds of the 2011 Rockstar MX Nationals and I will tell you this for nothing, it is not as easy as it looks…

But just because it’s going to be hard does that mean you don’t have a go? Well, no, my advice is quite simple really, go in well prepared with realistic expectations and/or goals. But while we are on the subject let’s take a look at what is in front of a young punter when he or she lines up against the established stars of the MX Nationals.

Well first up, the one thing a young rider must do is respect the event organisers and officials. As a championship newby the people from WEM are your most reliable source of information and also a great help if you need assistance in any way, shape or form, but piss them off and your world becomes a whole lot harder. Respect and watch your mouth is the message there (may sound obvious but abusing officials is a regular occurrence).

The second thing is that no matter which class you’re in, be it under 19s, Pro-Lites or Pro-Open, quite a few of the top riders are doing this for a living and take it all very seriously. I don’t mean that they are unfriendly or arrogant off the track, quite the opposite actually, but on the track it is all business so the best thing to do is look, learn,

ride as hard as you can but above all else stay out of their way. Don’t make a name for yourself as a road block during qualifying or while you’re being lapped. And yes, it’s more than likely you are going to be lapped.

The next thing to take into account is the track. You see, the only way to make a track last for 3 x 30 minute qualifying session plus 12 races at this level is to rip the dirt real deep and water the crap out of it the day and night before.

So far in this year’s series when the Under 19s hit the track on Sunday morning for their practice/qualifying session the track is usually a bog fest but as the day progresses the track becomes unreal then usually by lunch time on the ruts get to be the best part of a metre deep and the circuit becomes a minefield of square edged bumps and g-outs. It gets that rough.

And think of doing two lots of back to back 20 minute motos (or 15 in the Under 19s case) and you are staring down the barrel of a world of pain. Believe me when I say that if by the end of the moto arm pump was your only problem you would be blessed.

Let’s take one of the riders in the situation we are talking about here. Beau Dargel is the current Central Queensland Motocross Champion and without doubt one of the most talented riders in Queensland, and in 2011 Beau is contesting all of the MX Nationals in the Pro-Open class.

At his home club and in Central Queensland Beau is a bit of a celebrity. The local juniors all look up to him and fellow riders/parents etc all watch him ride and are in awe of his talents on a motocross bike, but at a round of the MX Nationals Beau is just another rider having a crack at the big time and is running around in anywhere between 18th and 25th at the end of each moto.

Now you have to ask, why would a rider who is revered at home want to travel all over Australia

just to get his arse kicked? Well, I know for a fact in Beau’s case that he, like me, believes he will one day be one of the best motocrossers in Australia but he needs to do his time mid pack to learn the craft necessary to eventually be at the front of the pack.

At Appin the fast starting Beau was literally pushed out of the way by Billy Mckenzie and he had a brief rubbing of sticker kits with Josh Coppins and Lawson Bopping. Does Beau go home after each round sad that he got beat by the best riders in Australia? No, he learns from his experiences and knows that each day is a day closer to where his race craft is honed enough to be able to go one-on-one, toe-to-toe with these riders who are at this moment shoving him out of the way.

And on the starting line at each national, be it Under 19s, Pro-Lites or Pro-Open class, there are more Beau Dargels than there are Cody Coopers or Ryan Marmonts and without the likes of Beau and his many privateer peers there would be no MX Nationals. The top riders are the entertainment, the privateers like Beau are the ‘heart and soul’ of the series.

So let’s go back to the original question. Should you have a go at the MX Nationals? My answer is yes, as long as you believe you have the talent and have the burning desire to be a champion this is the only way to get to the top.

If you ‘sort of’ think it would be a ‘cool thing’ to do then stay at home and keep winning your local club days. This is the big time and it takes 100 per cent commitment. Anything less and you just don’t belong.

– Darren Smart

haVe a GO!


34 – MAY 2011

edItorIaL

Old school coolI SPENT the weekend of April 2-3 at the QBE Insurance sponsored Barry Sheene Festival of Speed. Held at Eastern Creek, the classic racing event just keeps getting bigger and bigger.

I’ve spent loads of weekends at Eastern Creek racing bikes over the years, both classics and moderns, and there’s no doubt the old bikes get many more punters through the turnstiles, compared to modern road racing, to check out the old bikes, the racing, and maybe, just maybe, get a whiff or two of Castrol R.

Cycle Torque had brought out Graeme Crosby for the Ulysses AGM and the Barry Sheene festival to help promote his book, Croz ‘Larrikin Biker’. It was an enjoyable few days and nights we spent with Croz, and judging by the number of his books we sold at our book stand, he’s still as popular with the crowd as ever.

Croz did some demonstration laps on Mick Neason’s brand new Suzuki XR69 replica, and he didn’t spare the engine, cranking around the Creek’s twists and turns at what seemed a pretty quick pace. The bike is a work of art, and costs a pretty penny too.

There was another XR69 replica piloted by Malcolm ‘Wally’ Campbell in the Period 5 races. This is the same bike Cameron Donald raced at this year’s Island Classic. Campbell took it up to Robbie Phillis in each race, until he crashed spectacularly coming out of turn three, putting himself and the bike out for the rest of the weekend.

Another spectacular crash was Robert Young on the delectable Imola Replica Ducati 750SS, flipping the bike in turn four while leading the Paul Dobbs Memorial race. I might have put a small dent in the alloy tank a few years ago, but now it’s got a really big one. Young rode the wheels off the Ducati chasing Steve Bridge on the Norton Commando. The late Paul Dobbs was the regular rider of this immaculate machine, and Bridge did him proud, putting in some memorable rides himself over the weekend. Bridge and his team were just a small part of the massive Kiwi contingent who crossed the ditch to take on Australia’s classic racers.

It wasn’t all about the Period 5 superbikes though. The event was also the first round of the Australian Sidecar Championships which was taken out by Andre Bosman and Dave Kellett. Now there’s a couple of names from the past, especially if you are into the three wheel machines.

There was also some great dicing in the Period 6 and Pre Modern classes, with Paul Grant-Mitchell and Brett Clark battling it out and producing some very quick lap times in the process.

There’s so much more to this festival than the racing though, and for all the results check out www.natsoft.com.au.

I didn’t see much of the racing really, because I was either at Cycle Torque’s tent helping sell books

or I was helping prepare my *mate Billy’s Period 5 Suzuki GSX1100. We are finally winning the battle between man and machine. To see it actually finish a race was awesome, especially as Billy went from 15th to fourth in the first race. But my euphoria was scuttled again, with minor gremlins putting us out for the rest of Sunday. But you get that in this form of racing. With old machines tuned to within an inch of their lives there are always going to be reliability issues.

On Sunday there was just as much action behind the pits as there was on the track. A number of clubs put bikes on display, and the Laverda club had their national rally over the weekend at the circuit. I casually told my son Alex I’d require a Jota for my birthday when he earns his first million. That and a CB1100R are the missing link in my collection. I wonder if it’s got something to do with their prices?

Traders were aplenty too, with everything from bits for your cafe racer to moulded ear plugs. Right next to our stand was the crew from Red Baron Motorcycles. Besides some new Kawasaki and Yamaha sports bikes, they had a few ’80s classics, like the GSX-R1100, FZR750, and CBX750. All three are Japanese imports, and this leads me to another arm of their business which is called Bike Parts Sydney. They have a massive inventory of used bike parts shipped in from Japan, and by just e-mailing them what you want, what you think you want or even the original part number, it’s very likely they will have or be able to get you what you want. Complete engines, or a screw, give them a yell.

The show and shine was well catered as usual, and some extremely beautiful machines showed up. Check out the Barry Sheene gallery on our website at www.cycletorque.com.au to see the Macintosh Replica, the Ducati MHR, cafe racer Yamaha XS650, or the perfect Vincent and sidecar. It’s enough to make you sell one of the kid’s kidneys to rake up the cash to buy one.

One piece of engineering I kept going back to check out was the starter rollers powered by an old side valve Harley engine. It was cool beyond

words.Events like the Island Classic and Barry Sheene

festival just keep gathering momentum but it takes a concerted effort by the organisers to put it all together. The Post Classic Racing Club of NSW took over the running of this event a few years ago and it’s a credit to them. They are getting the crowds to this event, both racers and spectators, because it is well run and is not just about the racing. It’s about the spectacle of old bikes, and the fun they give you. Young or old, there’s nothing like seeing a Manx Norton or fire breathing Forgotten Era superbike pounding its mechanical song on the track.

– Chris Pickett

Graeme Crosby


MAY 2011 – 35

raCetorque

r.e.s.P.e.C.tWALLY Campbell and Robbie Phillis were sharing a garage at the recent Barry Sheene Festival of Speed, regaling close shaves and wobbly passing moves with much laughter and obvious esprit de corps.

Take it as read they didn’t share very much at all at the peak of their rivalry in the 1980s, least of all a precious piece of race track called the apex.

While theirs was not a bitter rivalry, it was a rivalry nevertheless where very few words were shared between the gregarious wildman from Albury and the taciturn titan from Launceston. Once asked what Campbell thought of him, Phillis said, “I think he thinks that I’m an idiot...” It was heartening then to see these two old warhorses dicing almost as hard as they ever did at the Sheene races, and having just as much fun talking about it back in the box. Which got me thinking - will Valentino Rossi and Casey Stoner ever share a garage and swap jokes at some MotoGP revival in 2025, and talk about the good ol’ days before bikes went electric? Judging by Stoner’s reaction when accepting Rossi’s apology at Jerez, it seems unlikely. Indeed, you can add Max Biaggi, Sete Gibernau and Jorge Lorenzo to that list who would probably not want to share a garage with Vale sometime in the future. Maybe the sands of time will wash away the bitterness and bad blood but you wouldn’t put your house on it, would you?

Once upon a time, there was an etiquette in road racing at the highest levels which is becoming the exception, not the rule. The sort of etiquette displayed by Stoner who upon hearing Rossi driving up the inside at Jerez, gave him plenty of room to pass. It is the kind of unwritten rule that exists in many sports that ensures good, hard, clean competition. Take cycling for example. Lance Armstrong learned a salutary lesson in his first forays in Europe about the politics of the peloton, the motorcycle equivalent of the leading pack.

“I raced with no respect,” Armstrong wrote in his book, It’s not about the bike, “Absolutely none. I paraded, I mouthed off, I punched the air. I would insult great champions. I never backed down. I was different. I was colourful. But I was making enemies….

“You don’t win races all on your own. You need your team-mates, and you need the goodwill and co-operation of your competitors too. People had to want to ride for you, and with you. But in those first few months, a couple of competitors literally wanted to punch me out.

“Riders are constantly moving around, fighting for position, and often the smart and diplomatic thing to do is to let a fellow rider in. Give and inch, make a friend. But I wouldn’t do it. Partly it was my character at the time. I was insecure and defensive, not totally confident of how strong I was. I was still the kid from Plano, Texas, with the chip on my shoulder, riding headlong, pedalling out of anger. I didn’t think I could afford to give an inch. I would soon learn that in the peloton, other riders can totally mess with you, just to keep you from winning. There is a term in cycling, ‘flicking’. Guys would flick me to see that I didn’t win, simply because they didn’t like me. They could cut me off. They could isolate me, and make me ride slower or they could surge and push the pace, making me work harder than I wanted to.

“In one of my first races as a pro, the Tour of Mediterranean, I

encountered Moreno Argentin, a very serious, very respected Italian cyclist. He was one of the dons of the sport, a former world champion. I surged right up to the front and challenged him. As I drew even with Argentin, he glanced at me, vaguely surprised and said, ‘What are you doing here, Bishop?’ It infuriated me. He didn’t know my name. He thought I was Andy Bishop, another member of the American team.

“F*#k you, Chiapucci!” I said, calling him by the name of one of his team-mates. Argentin did a double take, incredulous. He was the capo, the boss, and to him I was a faceless young American who had yet to win anything, yet here I was cussing him. For the rest of the race my sole aim was to throw Argentin off his pedestal headfirst. But in the end, I faded. It was a five-day stage race, and I couldn’t keep up. A few days later, I entered the Trophee Laigueglia, a one-day classic, which was considered an automatic win for Argentin. One thing you don’t do to a veteran cyclist was disrespect him in his home country. But I went after him again. I challenged him when nobody else would, and this time the result would be different. I won the duel.

“At the end it was a breakaway of four riders, Argentin, Chiapucci, Sierra and me. I hurled myself at the final sprint and took the lead. Argentin couldn’t believe he was going to lose to me, the loudmouth American. He then did something that has always stayed with me. Five yards from the finish, he braked and locked his wheels intentionally. He took fourth, out of the medals, because he didn’t want to stand beside me on the podium. In an odd way, it made more of an impression on me than any lecture or fistfight. What he was saying is that he didn’t respect me. It was a curiously elegant form of insult, and a very effective one. In the years since, I’ve grown up and learned to admire things Italian; their exquisite manners, art, food and articulacy, not to mention their great rider, Moreno Argentin. In fact Argentin and I have become good friends, and when we see each other, we embrace and laugh.”

– Darryl Flack

Campbell leads Phillis at the Island Classic

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WINTER BIKE STUFF

CYCLE TORQUE

2011

1 ParaGON The RST Pro Series Paragon II waterproof jacket is made of 600D Polyester ‘Maxtex’ and 1680D Ballistic Nylon outer shell with a Texland ‘Humax Z’ waterproof and breathable membrane. It also has detachable 150g heat sealed quilted lining as well as CE approved back protector factory-fitted plus CE approved armour to shoulders, elbows and knees. The Paragon also has a removable facemask and has adjustable waistband and arm adjusters, front storm flap with waterproof zip as well as Scotchlite reflex panels and piping. Two large front pockets and one rear. Black/gun or black/yellow S-5XL.Price: $399.95Available from: All good bike shopsMore info: Monza Imports (03) 8327 8888

2 raNsOm The Ransom waterproof jacket offers full sleeve thermal liner and fixed 100% waterproof membrane. Double PU coated fabric has abrasion and water resistance and the high profile collar has overlapping Velcro flap closure, micro fleeced interior and neoprene collar edges. Wrists have contoured neoprene cuffs. Chest/back pockets with PE protective padding can be upgraded with Alpinestars Bionic Chest Pad and RC back protector. There’s removable CE certified elbow and shoulder protectors with safety reflective piping on sleeve fronts, upper arms and back of shoulders. Pre-curved sleeves. Waist connection zipper fits to Alpinestars riding pants. Black/white S-2XL.Price: $279.95Available from: All good bike shopsMore info: Monza Imports (03) 8327 8888

3 ViVid Girls This eye-catching DriRider Vivid Ladies Jacket has a 600D Cordura outer shell with CE approved armour and high density foam back. There’s a 100% waterproof and breathable liner as well as a removable thermal liner with a printed graphic. There are power stretch panels in shoulders and elbows with four intake and two exhaust vents and two inner and outer pockets. Arm and waist adjusters offer tailored fit with 3M reflectives for night safety and a connection zip for pants. Available in delicious purple, raven black and candy pink in XS-4XL or blush red and topaz blue in XS - 2XL. Price: $249.95Available from: All good bike shops. Dealer inquiries Ph 1300 300 191More info: www.mcleodaccesories.com.au

4 Crf raCiNGHonda’s CRF Racing Team jacket is a 100% hard wearing Nylon Oxford fabric in black, charcoal and red with reflective panels. It has nylon taffeta lining and microfleece collar,taped seams and waterproof coating. There are Honda cast metal zip pulls, Honda Racing tab on the cuff, CRF Racing logo on the front right side, sleeves and back with a Honda Racing logo embroidered on the back collar panel and back right side. Also with a Honda Wing embroidered on the front left side and centre back with business partner logos and Honda internal company branding on the sleeves.Price: $225Available from: Honda bike shops or to locate Ph 1300 146 632.More info: http://www.hondacatalogue.co m . a u / c ate g o r i e s / M e rc h a n d i s e /Honda-genuine-Riding-gear

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JaCKETS

WINTER BIKE STUFF

CYCLE TORQUE

2011

1 milaNO styleFeatures 500D construction with CE elbow/shoulder protection with a HDF back protector and rubberised easy-pull velcro tabs.This stylish Motodry jacket has removable/washable quilted liner with Reissa 100% waterproof/breathable membrane as well as waist adjustment and three-clip arm and waist adjustment. There’s a soft comfort neck collar, it’s all double stitched and has 660D Ballistics on the shoulders. There are rubberised snaps and 3M safety reflectors as well as lower back pants zip. Black/white, sizes 8-22.Price: $279Available from: Bike shop everywhereMore info: www.motonational.com.au

2 deVilishly GOOdThe MotoDry Diablo features 600D construction with Reissa 100% breathable/waterproof membrane and a removable/washable quilted liner. It features CE armour protection as well as hard impact ‘TPU’ shoulder and elbow protectors, lower pants zip and 3M safety reflectives. Sizes S-5XL.Price: $299.95Available from: good bike shops everywhere.More info: www.motonational.com.au

3 OxyGeN BlastThis Ixon jacket has a comfort neck roll with a neoprene high neck roll as well as big zipped vents front and rear and extended and reinforced back with CE protectors. There are CE protectors in the shoulders and elbows as well as adjustable sleeves with elastic

and snap and removable waterproof winter lining. Adjustable cuffs have tightening strap, snap and gusset as well as waist tightening via buckle and snap as well as two outside pockets with zip closures and two inside pockets on the removable liner and three other internal pockets. Price: $279.95Available from: good bike shops.More info: www.ficeda.com.au (02) 9827 7561

4 ON tOurThis MotoDry Tourmax jacket is of 600D construction with ‘Dry Tek’ 100% waterproof/breathable membrane and has a removable/washable quilted liner. There’s ‘Bodyguard’ CE armour in the shoulders and elbows as well as HDF back protector and 3M safety reflectives. Black in XS-6XL, black/red and black/blue in XS-4XL.Price: $324.95Available from: All good bike shops.More info: www.motonational.com.au

5 tOurdryThis MotoDry Tourdry jacket has 500D construction, is 100% waterproof and has ‘Bodyguard’ CE elbow and shoulder protection with ‘HDF’ back protector. There’s a removable/washable quilted liner and 3M safety reflectives. Black XS-6XL, black/red and black/blue S-4XL.Price: $199.95Available from: All good bike shops.More info: www.motonational.com.au

JaCKETS

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JaCKETS WINTER BIKE STUFF

CYCLE TORQUE

20111

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1 raCiNG away with hONdaHonda’s Racing Jacket outer fabric is 95% hardwearing polyester and 5% leather with a 100% polyamide lining. The Humax branded membrane is waterproof and breathable. The jacket features CE approved YF Protectors at shoulders and elbows with allowance for a back protector. There is a detachable thermal liner and a ventilation system with two chest intake vents and two back exhaust vents. Adjustable sleeve widths and also Universal YKK connection zipper to fit Honda riding pants and 3M Scotchlite safety reflectives. Dark blue, red, white and orange, XS, S, M, L, XL, 2XL, 3XL.Price: $299. Available from: Honda motorcycle dealers or for locations Ph 1300 146 632More info: www.hondacatalogue.com.au/categories/Merchandise/Honda-genuine-Riding-gear

2 tOuGh as GraNitThe new Ixon Granit has zipped vents on the front and sleeves with its front section in triple layer softshell for perfect windproof, waterproof and thermal protection. Flex panels on elbows and back of arm holes as well as high strength Rivtech yokes to reinforce shoulders and forearms. Neoprene high neck roll for comfort and wind protection with shoulder reinforcement as well as multiple pockets and adjustments for convenience and fit. CE protectors are located in shoulders and elbows with optional CE back protector available. Reflective piping for safety.

Price: $299.95Available from: All good bike shopsMore info: www.ficeda.com.au (02) 9827 7561

PaNTS & SUITS1 ONe-PieCe COVerall suit

BMW’s one-piece CoverAll Suit is ideal for the daily commute, or any journey, and you can wear it over your work suit or normal clothing. Three layer laminate with breathable/waterproof Cordura 500 outer material with wind and waterproof climate membrane. Mesh lining for inner pockets, removable SC protectors for shoulders, elbows, hips and knees (two height positions). NP ProAir back protector can be retrofitted in back protector pocket. Reflective 3M print on shoulders and back. Has water and windproof Storm zips, long front zip and two leg zips, adjustable waist as well as one waterproof exterior chest pocket, one interior chest pocket, one sleeve pocket on right forearm and two trouser pockets. XS-XXXL.

Price: $1155Available from: BMW dealerships or Ph: 1800 813 299More info: www.bmwmotorrad.com.au

2 r2 4 uThese MotoDry R2 pants are thermal lined and have a removable TDF armour protection kit and are of 500D heavy duty material. The R2’s have twin side-pull adjustable belts, double-stitched seam strength and reflective safety badges and piping.

Price: $149Available from: good bike shops everywhere.More info: www.motonational.com.au

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WINTER BIKE STUFF

CYCLE TORQUE

2011

PaNTS & SUITS

3 hONda aNd the draGGiNsCustom Honda Draggin branded jeans in both Minx for the ladies and Biker for the men feature the embroidered Honda Wing logo. Draggin Jeans are the only CE approved jeans in the world featuring a patented hybrid of military grade Kevlar and Dyneema, the world’s strongest fibre.

Price: $269Available from: Honda bike shops or, to locate call 1300 146 632More info: http://www.hondacatalogue.com.au/categories/Merchandise/Honda-genuine-Riding-gear

4 traNsalP tOuGhHard wearing 600D Cordura upper fabric together with 850D strong polyamide double layers on shoulders and elbows offer high abrasion resistance. Humax branded membrane is waterproof and breathable. CE approved German developed Sas-Tec protectors grant comfortable shock absoprtion at shoulders and elbows, allowance for back protector. Detachable Thermolite lining with ventilation system featuring two chest intake vents and two back exhaust vents. 3M Scotchlite safety reflectors. Black/dark olive. S, M, L, XL, 2XL, 3XL, 4XL.

Price: $430Available from: Honda bike shops or to locate Ph: 1300 146 632More info: http://www.hondacatalogue.com.au/categories/Merchandise/Honda-genuine-Riding-gear

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CYCLE TORQUE

2011

WINTER WaRMERS

1 a GOre-tex wiNterThe Alpinestars WR-3 Gore-Tex glove is an insulated, waterproof glove for the all-weather rider who prefers a sleek, full-length leather glove with subtle styling. Leather palm has synthetic suede reinforcements and 3mm EVA padding on knuckle and fingers as well as EVA internal inserts on top of hand and wrist cuff for impact protection. There’s padded palm reinforcement as well as Velcro wrist closure strap for added security and adjustable Velcro cuff closure. Black S-3XL.Price: $149.95Available from: All good bike shops.More info: Monza Imports (03) 8327 88882 haNdy iN the raiN

The Ixon RS Rain gloves are made of leather and stretch materials with a waterproof and breathable Hipora insert. They have a semi long cuff in neoprene with tightener with Chamude reinforcement on the palm and 3D curved fingers with flex. A knuckle protector on the backhand has printed logo.Price: $79.95Available from: good bike shops.Info: www.ficeda.com.au 02 9827 75613 POwered uP heatThis wonderful vest fits under your jacket and heats your chest, back and collar. Uses your motorcycle battery for power. The short-sleeve vest is hand washable. The Cycle Torque crew are already fighting over who’s going to properly test it first. Sizes M, L, XL. Also available in black fleece. MotoRader have a whole range of heated sportswear. Check out their website.Price: $159Available from: Most bike shops.More info: www.motorader.com.au4 PrO wiNter 2

New from BMW, these gloves have palms

made of 100% water repellent goatskin leather, two layers in some parts and printed with contrasting colour silicon strips for better grip. Contain microfibre wadding stitched to aluminium, thin on palm and thicker on the back for more protection. Long, wide cuff for wear over jacket. Silicon print on palms and fingertips for good grip, rubber wiper lip in left thumb seam and suede wiper pad on the thumb. Curved fingers, pre-shaped for good fit.Price: $180 at BMW dealerships: 1800 813 299.More info: www.bmwmotorrad.com.au

5 New warmerBMW’s neck warmer will be available in new colours this year with the logo and the inside switching to blue as well. High quality polyester microfleece with windbreaker membrane and excellent windproofing efficiency at the neck and upper chest. Easy-care washable and also ideal for all forms of active sport/leisure activities such as skiing and jogging.Price: $50 at BMW dealerships: 1800 813 299.More info: www.bmwmotorrad.com.au

6 uNleash the redd dOGNew Aussie company Redd Dog has unleashed a range of pure merino bike tops, ideal for cold climates. Super warm, low-bulk tops feature hidden thumb loops, motorcycle style elbows, slightly longer body length for riding and next-to-skin comfort. The perfect travel mate, they’re easy-care, fast drying, fit in a tank bag and wear longer between washes. Available in four mens and three womens styles they are available online and in the Bungendore, NSW, store.Price: $159-$199 Available from: www.redddog.com.auMore info: www.redddog.com.au

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Book ReviewsCROZ – Larrikin Biker

CROZ – Larrikin Biker is an autobiography by one of motorcycle road racing’s most celebrated heroes, Graeme Crosby.

Mention the name Croz to most motorcycle riders over 40 and you’ll get instant recognition. Croz started his career in New Zealand before crossing the ditch to Australia where he really made a name for himself in the cut and thrust of road racing, at a time many believe to be the golden age of motorcycle racing in Australia.

Why was he so popular in Australia? Besides his immense talent at the controls he also liked to please the crowd with wheelstands, and by all accounts loved a good time.

He left for the UK in 1979, riding what the Poms called the ‘sit up and beg’ Moriwaki Kawasaki. Soon after he got a primo gig riding for Suzuki, and then Yamaha. At the end of 1982 Croz was burnt out and returned home to NZ, signalling the end of a whirlwind career.

Croz’s account of his rise to fame is written totally by the man himself, and probably because of this there’s no crap or waxing lyrical. Croz’s writing style is very easy to read, and quite often a very funny look into Croz himself and the racing world from that generation.

The book pretty much ends at 1982, even though Croz raced for a few more years after that, but mainly as one-off guest rides. When I asked him why he ended it at 1982, he said, “I consider my fulltime racing career to have stopped then, the rest was just playing.”

With great pics and an easy to read style, the book will be very hard to put down when you pick it up.

It’s a fantastic effort from a first time writer, and I’d love to see him write biographies for other racers from the era. He sure knows how to capture the moment and tell a good yarn.

Cycle Torque has a limited number of signed copies available for the normal price of $35.

– Chris Pickett

Signed Copy!

Ivan Mauger – The will to winIvan Mauger is another of New Zealand’s favoured sons, and for good reason. Mauger is touted as the best solo speedway rider ever. That might sound like a big claim but with 15 world titles what else can be said?

Mauger was a professional speedway rider for 30 years. In 1957 he left his family at Christchurch and headed to the UK to try his luck in club speedway. This initial toe in the water ultimately proved unsuccessful but his book’s title ‘The will to win’ gives us a hint at what burned inside the man. He plied his trade in Australia and then again back in the UK where he worked hard, was as focused as anyone can be, and went on to speedway greatness.

From Eastern Europe to America, Mauger proved he was the man to beat, even in his final years of competition when over 40 years of age.

His book gives the reader an insight to what it was like as a teenager travelling to the other side of the world with nothing but a burning desire to succeed, and what it took to continue winning at an age when most riders would have long since retired. He tells us what it took to win, and how this often made him enemies. The book is a very detailed account of his career and anyone wanting to be a sporting star, regardless of the discipline, should read it to see what it takes to make it.

This hard cover book retails for $39.99.– Chris Pickett

Buy autographed copies direct from Cycle torque - call 02 4956 9820 or online at www.cycletorque.com.au

Books Direct1

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to Order Call 02 4956 9820

Send your order to: Book Sales, Cycle Torque, PO Box 687, Warners Bay, NSW 2282

Ph: (02) 4956 9820, Fax: (02) 4956 9824

Shop online at www.cycletorque.com.au

www.cycletorque.com.aullwwwwwwww.cccyyccc ee ooorrrqqquee.cccooom.aaauwwwwwwwwwwww.cccyyycccllleeetttooorrrrqqqqqquuuueeee.cccooommm.aaaaauuuuuuuwww.cycletorque.com.au

1 Lost on Earth “The only way I am coming home is by bike or by box,” Steve Crombie writes when he first hits the road, travelling 90,000kms from Australia to the Arctic Circle via South America. It takes him two years. He suffers from dehydration, starvation and disease. He rebuilds his motorcycle four times. Along the way Steve not only tests his limits but meets the world head on - waking up behind iron bars in Tierra Del Fuego.Lost on Earth – $34.99

2 Ducati 1098/1198Ducati 1098/1198: The Superbike Redefined tells the story of the development of the most powerful and charismatic Ducati Superbikes from the perspective of the designers, stylists, engineers, and managers. Every stage in the 1098, 1198, and 848’s planning, development, and manufacturing is covered in impressive detail, and accompanied by hundreds of photos and illustrations.Working with the full cooperation of Ducati management, author Marc Cook went behind the scenes at Ducati in Bologna and extensively interviewed designers, engineers, fabricators, and other personnel who describe the extraordinarily sophisticated and complex process of bringing out this new model.Ducati 1098/1198 – $49.99

3 Motorcycle Journeys through EuropeEurope is high on everyone’s travel list. It has great roads, beautiful scenery, centuries of history, and is relatively safe. A potential stumbling block for some motorcyclists is the false perception that it costs too much and they don’t know exactly where to go. Toby Ballentine maintains in Motorcycle Journeys Through Europe that you can rent a bike in Europe affordably. It has great roads, beautiful scenery, centuries of history, and is relatively safe. Motorcycle Journeys Through Western Europe – $44.95

4 the upper Half of the MotorcycleDue to the popularity of Bernt Spiegel’s The Upper Half of the Motorcycle in its original German, leading to multiple editions and printings, the book has been translated into English to bring its provocative message to a wider audience. Spiegel’s metaphor considers the rider and the motorcycle as a single unit, the rider being the upper half. Taking a multidisciplinary approach, Spiegel draws on anthropology, psychology, biology, physics, and other disciplines to analyze the theory and function of the man-machine unit. Motorcycle riding is seen as a serendipitous junction where people have created machines for personal transport and then become so adept at using them that the machine becomes like an artificial limb - part of the rider himself. The ultimate goal for riders is the integration of the man- machine interface and skill development to the point of virtuosity.The Upper Half of the Motorcycle – $49.95

5 BMW R90s H/CAlthough in production for only three years, the R90S was the most significant post-war production BMW motorcycle. Its release coincided with the fiftieth anniversary of the BMW boxer motorcycle, and started a new era for the boxer twin. Author Ian Falloon tells the story of this important bike and how it evolved, noting all significant changes from year to year. Beautifully laid out with big full-colour pictures, this book could stand alone as a coffee table book. But it’s much more than that. Falloon writes with enough detail to make restoring these great bikes much easier, and also includes a chapter on how to live with an R90S, using them as reliable daily commuters, making popular upgrades, and what to look for if you are in the market for one.BMW R90s H/C – $55

6 Kim the Kiwi on the KonigThis is the life story of Kim Newcombe, a little-known Kiwi mechanic who in 1973 came second in the 500cc grand prix motorcycle championship. Racing in the 1970s wasn’t all about big hair, fags and birds. The high-rolling lifestyle was also a high-stakes game.Kim The Kiwi on the Konig – $45

7 the Castrol six Hour Production RaceFor 18 years, the Castrol Six Hour Production Race was the biggest event on the Australian motorcycling calendar. Controversial, important and exciting, the Castrol Six Hour Production Race was one of those rare events which had bikes and tyres developed specifically to win it. The Castrol Six Hour Production Race – $69.95

8 Motorcycle Journeys through the Alps and BeyondThis fourth edition of John Hermann’s classic alpine motorcycle touring guide is the complete resource for any traveller to the high and twisty roads of Europe. Covering more area than any previous edition, Hermann’s fun-to-read text has been thoroughly updated and expanded. New trips to the Pyrenees and the Picos de Europa mountain ranges in Spain have been added, the maps now have mountain relief backgrounds to highlight the topography, and many spectacular new pictures have been added. Every region of the Alps is covered: Switzerland, Germany, Austria, Italy, France, and even special alpine lookalike places such as Corsica and Slovenia. Each recommended trip has a detailed route description, easy-to-follow maps, advice on places to stay and things to do, and unique photographs.Motorcycle Journeys Through the Alps and Beyond – $65.00

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CyCle Torque PeoPle – MaTTHew KuHne

Matt attacks life

MATTHEW Kuhne’s life was turned upside down three years ago at the age of 19 while training for the Australian Super Motard Championship in 2007.

He also had been offered a ride with a UK based team for the European Championship.

“I grew up in the dirt track era, but I dreamt of being like Mick Doohan,” Matt says.

He was racing in the 125GP class at 15-years-of age and was a wildcard at Phillip Island in his first year of road racing.

Racing as Matt Attack Racing, he had an accident at Queensland Raceway which left him a C5 quadriplegic and is now paralysed from the chest down.

He was told after his accident that there was a lot of things that weren’t possible being a quadriplegic but Matt has constantly amazed doctors.

“I spent a few months in a rehab centre in America after the accident,” Matt recalls.

“I’ve had surgery on my neck and spinal column.”

“I’ve had enormous support from friends and family. But a day after my return from America I was bored. I just didn’t want to sit around doing nothing.”

“It was another hurdle in life that I saw I had to get over.”

Matt’s routine revolved around visits to the hospital and then later coaching some kids in riding techniques.

Then his lust for life just kept growing to include wheelchair rugby, he drives a car and is working on a drift car that he hopes to use competitively soon.

He is often asked to return to hospital to offer encouragement to other who have sustained similar injuries.

“I take them out to my car and show them I’m still driving,” he says.

“Driving gives me my freedom back.”It’s no wonder he’s also in demand as a

motivational speaker because this young man just oozes motivation.

“Life’s too short, it’s easy to get lazy if you let yourself,” Matt says.

“I’m very grateful for the life I had before but I’m looking ahead to my new life now.”

And he is sharing that future with his fiancee Kylie.

“We grew up together and I knew her from school,” he said.

Although he can no longer compete in the sport that he loves so much he has stayed

involved by starting his own motorcycle apparel label: Shark Motorcycle Leathers & Accessories.

He started the Shark brand 12 months ago from his parents’ garage and now has an extensive line of apparel from kevlar jeans, leather jackets, race suits, motorcycle boots, textile jackets, gloves and much more.

The business kept growing and is now so big it is trading from a warehouse in Helensvale, Qld. He now gets satisfaction making sure that all riders either competing or riding on our roads are kept safe with an affordable range of protective gear.

Matt said the biggest excuse for not wearing the right gear was that it was far too expensive to get all the right gear so that is the focus of how Shark’s Label was created by allowing everyone the opportunity to ride motorcycles wearing the right gear and not costing a small fortune.

Matt still feels that even though his racing career was cut short he still has a lot to offer and helping riders with some advice and getting them protected. His goal now is to get all motorcycle riders aware that riding in appropriate gear can save lives.

Matt’s slogan is “by Wearing Shark Leathers you’re a Protected Species”. Learn more on www.sharkleathers.com (07) 5573 5118

On Sunday, May 22 Matt is organising a fundraising event for the Spinal Injuries Association.

It will be Matt’s motorcycle convoy - a celebration of triumph over challenges.

Organisers are expecting over 1000 riders on the day, and Matt will be there on a trike.

Spinal Injuries Association CEO Mark Henley said Matt’s positivity and motivation demonstrated that life did not stop just because you had a spinal cord injury.

To register for Matt’s ride phone (07) 5573 5118 or email [email protected]. n

CyCle Torque feaTure

I LIKE riding lots of different kinds of motorcycles. I like cafe racers, choppers and bobbers, cruising bikes, sportbikes. My motorcycle riding started back in the mists of time, around the early ’70s, and it started on dirt tracks on all kinds of machines, some of it not even designed for dirt.

But the idea was always the same - get it going as fast as you can. I remember the 1963 Suzuki 100cc roadbike my mate Mick Kloot and I used to flog along the hard sand at the water’s edge on Woonona Beach at almost 60mph - ah, those were the days.

So you could say I have a kind of eclectic taste in two-wheeled machinery. Recently I was offered the chance to do a beginners’ trials bike course and the thought occurred to me that I’d never even sat on a trial bike. Well, err, you can’t! There is no seat. Well, that explains it, I’d certainly never ridden one.

Trials Experience is located just outside Ballarat (about an hour from Melbourne) and the company specialises in offering moto trials riding courses to all levels of motorcycle riders from absolute newbies like myself to advanced.

I decided to take a mate along so stunt rider extraordinaire Lukey Luke joined me for the day. Mind you, this guy doesn’t need practice in the way of balance. If you’ve ever

seen his stunt riding you’ll know he has better balance than a gyroscope in an intercontinental ballistic missile.

Our instructors for the day, Trent and Cass, have been involved in motocross, enduro and all forms of offroad riding for many years.

The property is purposely set up for trials riding and it’s a lovely bushland setting.

They also do courses at Oakleigh Trials Club and they are taking their Trials Experience courses to other states very soon, including Pacific Park in NSW. They even have kids’ courses available. They will have courses in Sydney on May 28 and 29 as well as June 4 and 5. Refer to their website for more details.

The first thing that struck me, as it will to any newcomer, is that the whole point of the exercise is not about going fast, it’s about slow and steady and not putting your feet on the ground.

It’s about balance and precision, actually it’s about a lot of things that you could probably put to damn good use in your everyday motorcycling if you think about it.

The only thing that happens fast is the sweat coming off you. I would never have believed it, but going so slow was actually hard work.

Lukey Luke was really impressed with the exercises and disciplines involved in our trials initiation. Last time I heard he was out looking for a trials bike to add to his personal

practice regimen!The beginner’s course is a whole

day and all you need to bring along is yourself and a good attitude. The good people at Trials Experience have all the riding gear you need to keep you safe and a range of all the latest trials bikes including the Sherco 125 (which was my ride for the day), Gas Gas 280 (Lukey’s ride), Ossa 280, Scorpa 280, Beta 200 and 250 and Sherco 320 four-stroke - so they’ve got all the latest gear.

The first session of the day covered a weaving track on the flat, just to warm up, then it was weaving through bricks laid out individually. Then, when we thought we had that mastered the bricks got moved closer in together so that we had less and less space to manoeuvre.

Trent and Cass taught us to think about how we shifted our weight from peg to peg to handle this tightening course. Man was I sweating. I had no idea that going slow could be such work. It’s not just the physical aspect though, it’s also the concentration.

Then after a break and a drink we went through a small course laid out in the surrounding bushland using the skills that we had practised.

There were various other weaving exercises involving little marker posts and then, for me, the biggie. Jumping logs.

Well, I may have learnt to ride in

the dirt but I’m no dirt rider if you know what I mean.

But at Trials Experience, it was all about taking small steps, getting it right, then moving on to the next level at your own pace.

Well I progressed from the skinny end of the log, to the middle end and then the bit with the railway sleepers behind it.

This part I enjoyed because they taught us about loading the suspension as you hit the log so that you can easily loft the front wheel over the log or obstacle.

I even managed to get over a really huge log. I didn’t always land it so good on the other side – I had a minor crash - but it was a great learning curve.

Having been a bike rider for the best part of four decades the Trials Experience course was certainly an eye opener into a completely new discipline and I feel my skills are all the better for having attempted something new.

For more information on Trials Experience contact Trent or Cass on 0402 181 943 or check out www.trialsexperience.com.au.

Motorcycle clubs who may be interested in introducing their members to this form of motorcycling are welcome to contact them. Trent and Cass can also help out if you are looking to buy a trials machine or equipment. n

... I showed up Lukey later in the day.

... You want me to do what?

... My first intentional wheelie.

... Just prior to my crash.

Trials for beginners


46 – MAY 2011

Adventure sports

fast on the tar, and the dirt.

launCH rePorT – TriuMPH TiGer 800 rePorT By CHris PiCKeTT PHoTos By lou MarTin

RIDING GEAR: KBC helmet, Spyke gloves, Triumph jacket, Hornee jeans, Thomas Cook boots.

HOT on the heels of the Triumph Tiger 800XC is the more road-oriented Tiger 800. In short, the base Tiger 800 is better on the road than its adventurous XC sibling, but not by much, and it’s not quite as good on the dirt, but again not by much.

In last month’s issue we tested the XC and came away very impressed with its real world capabilities. In some ways we’re even more impressed with the Tiger 800 because it’s certainly better than we expected in the rough stuff.

the differenceYou could easily get confused by talk

of the two Tiger 800s. To clarify, the main difference between the two is the XC gets longer travel suspension, wire wheels instead of cast alloy (the front is also two inches bigger in diameter) and some small styling touches. The seat height is also different but this is because of the higher suspension on the XC, rather than any changes to frames or the like. Two positions are available on the seat height, 810/830mm.

mechanicals revisitedYou can find the complete story on the

bike’s mechanical package in last month’s

issue, or by going to www.cycletorque.com.au, so we’ll just give you an overview this time around.

Rather than use a bigger capacity version of the firm’s sporty Daytona 675, Triumph decided to build a 75 per cent new engine, loosely based on the 675 triple. It gets the larger capacity by stroking the engine, giving a power output of 95 horsepower (down on the Daytona) but with substantially more torque than the 675.

It’s got a six-speed gearbox with ratios far more suited to touring and adventure riding, plus a 645-watt alternator so you can run lots of extra electrical goodies without running the battery dry.

There’s also a handy sight glass rather than a dipstick to check the engine oil. Triumph’s engineers figured this would be easier for riders to check oil in the boondocks, rather than risk dropping dirt into the engine when you unwind a dipstick. Spot on we reckon.

The chassis is steel rather than alloy. There’s two benefits to this. One is it can be repaired by an electric arc or MIG welder which is readily found in the back of beyond, and it’s most likely cheaper for Triumph to build it too. Same goes for the brake and gear levers; steel so they can be

easily bent back into shape.While the forks on the XC are 45mm and

have 220mm of travel, the standard T800 makes do with 43mm forks with 180mm travel. A similar arrangement exists on the rear, the Showa shock having the same adjustment with preload and rebound damping, but has 170mm travel instead of 215mm.

Brakes are the same on both, with radial-mounted four-piston calipers up front.

touring timeOur launch route for the Tiger 800

included a lot more dirt roads than you’d expect for a road bike launch but the Tiger was great. We left Canberra and did some freeway miles which was dead easy on the T800 because its comfortable riding position and rider protection made it so. The fact it’s got probably the best standard seat we’ve ever sampled might have something to do with it. Into some bumpy windy back roads had the bike in its element on the way to Crookwell in the Southern Highlands of NSW. Then through to Tuena on dirt and gorgeous tar, with equally inspiring scenery. Through Bathurst and to the tiny time-warp town of Hill End. By the end of the day we can tell you every journo was taken with

the bike. Its silky smooth engine is a joy to use, and the suspension soaked up most of what was thrown at it, only being slightly phased by corrugations, something we also found on the XC.

Day two had the travelling troupe heading along the Binalong Way through to Denman and Newcastle.

Probably the biggest surprise to come out of it for us was how well the shorter travel suspension and smaller front wheel handled the dirt. Having a 19-inch front wheel is so much better than a 17-inch, which if fitted instantly turns a bike like this into an adventure styled machine rather than something you can truly explore our country on.

the last wordWhile the Tiger 800 isn’t quite as

adventurous as the Tiger 800 XC it’s so close it isn’t funny. In fact, it could make the decision hard for some people. It’s a fantastic machine for fast touring on our crap roads, and dirt roads will not phase it one bit.

At $14,390 + ORC it’s a steal. For the ABS version you’ll need to part with a grand more.n

launCH rePorT – TriuMPH TiGer 800

S p e C i f i C aT i o n S : 2011 tRIuMPH tIgER 800

Engine type: Liquid-cooled inline triple Capacity: 799cc transmission: 6-speed Fuel Capacity: 19 Litres Frame type: Tubular steel trellis seat Height: 810-830mm Wet Weight: 210kg Front suspension: USD 43mm Showa Rear suspension: Showa monoshock Brakes: Twin disc front, single rear tyres: 110/80-19, 150/70-17 Price (RRP): $14,390+ORC–ABS$15,390

www.triumph.co.uk/australia

Standard sounds ok. Optional Arrow muffler sounds better.

Cast wheels and shorter travel suspension differentiate

the Tiger 800 and the XC.

Torque, torque and more torque.

CyCle Torque TesT – suzuKi dr-z250 TesT By alex PiCKeTT PHoTos By CHris PiCKeTT

RIDING GEAR: Fox helmet, EKS goggles, Fox nylons, Alpinestars boots.

YOU don’t have to be a learner rider to enjoy Suzuki’s little DR-Z250. You could be returning to off-road riding, you might need a bike to ride to the office, with a little dirty stuff thrown in on the weekend, or you might like to gear the bike up and do some short adventure rides.

While a quarter litre trail bike won’t be great at all of these things, it will certainly do a reasonable job at all of them, and that’s exactly why it comes up trumps for me.

in the drivewayIt’s a pretty basic engine powering the DR-Z. 249cc capacity, with TSCC.

That stands for Twin Swirl Combustion Chamber which according to my old man came out on the GSX1100 back in the early ’80s or thereabouts. It’s a bit of trivia but it gives you an idea of how long the basic design of this engine has been around.

A decent size oil-cooler helps the fins on the cylinder keep the engine down to a reasonable temperature, but engines like this will work hard in hot conditions on tight trails. But the electric start will make firing up the little engine much easier if you stall it at the bottom of a gully. Here’s where my dad squawked about the old days again, “you should try starting an XR600 on a 40-degree day at the bottom of a gully. It just about gave me a heart attack,” he said. Serves him right for being out on such a day, better off on the lounge with the air-con on I reckon.

There are some concessions to modern technology, like the alloy cylinder plated with a Nikasil type lining. Suzuki call it SCEM (Suzuki Composite Electrochemical Material). Lots of funky words, but in reality it’s a long lasting set up which requires no need for overbores, in theory anyway.

Other trickery includes the auto decompression system for easy starting, and the six-speed gearbox lets you cruise along at highway speeds okay.

It’s got a steel frame and an alloy swingarm, but it’s a basic affair. Here I go again telling you it’s basic. That might sound a bit unfair but it’s not meant to be a criticism of the bike, just to inform you the design has been around for a number of years. When on a good thing...

A single disc is fitted at both ends, and the long travel suspension (forks are conventional) is adjustable for compression and rebound damping.

While the speedo is a bit ugly it does give enough info for the rider, including a trip meter. There’s no tacho, which would be nice, but then again not many off-roaders have them so it’s not alone in that regard.

On the trail and roadI subjected the DR-Z250 to a bit more than many testers would, I think.

Everything from commuting to work, a 90 minute round trip, to a ride with a couple of road bikes to a classic bike show, with some nice twists and turns on the way. Of course we also went searching for dirt roads and trails to play on too.

Riding the bike on the road surprised me because it was easy to ride at the upper speed limits. You wouldn’t want to ride it on the freeway for too long but it will cruise at 100km/h okay but there’s not going to be much left in the power tank for more. That’s fine, it’s not what the bike is designed for anyway. If you do subject it to lots of that you might wear out that special cylinder lining pretty quick.

It’s great fun on dirt roads, and even more fun in the bush. I went riding with some mates on much more aggressive off-road machines and the little DR-Z went everywhere they did. If you are pushing hard the suspension quickly gets out of its depth, especially for larger riders like myself. You can play with the settings but quick riders will probably get the forks and shocks beefed up, or maybe go to the DR-Z400, or possibly even do both. If you want to play at a reasonable pace in the bush then the 250 will be fine.

Full of fuel (10.5 litres) the bike weighs 131kg but it doesn’t feel all that heavy, and even big steep hills weren’t an issue. In fact I found hill climbing didn’t faze the DR-Z much at all. Sure, some more power would be nice but the low seat height and flexible engine combined together well on the climbs. Rev it hard or plod it in low gears, the bike coped well.

would you buy it?If you look at the first paragraph again I think those sort of riders

mentioned should take a good look at the DR-Z250 if they are in the market for this type of trail bike. At $7,290 it’s very reasonably priced and history says the engine will be reliable.

I really enjoyed my time on the DR-Z250. It’s a great entry level trail bike. n

True Trailie

Barkbusters do a great job of deflecting branches.

Instruments work well, look ugly.

S p e C i f i C aT i o n S : suzuKI DR-z250

Engine type: Air-cooled single Capacity: 249cc transmission: 6-speed Fuel Capacity: 10.5 Litres Frame type: Steel seat Height: 890mm Wet Weight: 131kg Front suspension: Telescopic Rear suspension: Monoshock Brakes: Single disc front and rear tyres: 80/100-21, 100/90-19 Price (RRP): $7,290

Call FoR a qUoTE1800 24 34 64

WE’ll BEaT aNY PRICE GUaRaNTEED*

www.suzukimotorcycles.com.au

Air/oil-cooled donk is a solid performer.

Plastic tank eliminates the chance of dents.

CyCle Torque raCinG feaTure

Mike Jones enjoys the spoils of warFOR ‘Mad’ Mike

Jones i t was always going to be hard to stay away from motorcycles.

“Dad always rode, and st i l l does, and he started me off at a young age because i t was something he wanted me to do. My mum rides as well so you could say i t ’s in my blood. But i t ’s something I love doing so I ’m glad I was exposed to i t in the f irst place.”

From there i t was only a small step to race motorcycles rather than just playing around in the paddock.

“I’d been racing pocket bikes in Queensland for a while and then dad saw an advertisement for the MRRDA series (Motorcycle Road Race Development Series) . In the MRRDA junior class you raced Honda CBR150s which were pretty much al l the same.

“Even though it was something dad wanted me to do I was also really keen to race big bikes and I also saw it as a chance to travel around Austral ia having fun.”

While i t starts out as just fun there came a t ime when it became more than that .

“I was able to win the MRRDA series in 2008 and this got me a r ide with Motologic on the Moriwaki GP Mono in 2009. At the start of 2010 I started racing a Yamaha R6 and I knew it would be a big learning curve. I started out just r iding

the bike without expecting too much but then as I improved so did my results . Once again this kept my enthusiasm up to continue, and to try and make a career out of racing.”

Any success story comes with years

of struggle and sacrif ice. We asked Mike what impact his racing had on his family.

“First ly, mum and dad are r ight behind me with racing bikes. Dad is always with me at the track, and works on my bikes too.

“I haven’t real ly noticed a f inancial impact but we l ive frugally and conserve money to go racing. Dad works long hours and we don’t l ive in a mansion.”

Mike turned 17 over the Phil l ip Island World Superbike round where he raced in the 600 Superstock Austral ian support class. He’s st i l l in school , in year 12. Is there a plan if the dream of racing for a l iving doesn’t come to fruit ion?

“I’m putting a big effort this year to do well in school . I ’d l ike to go to university and do something in business i f bikes don’t work out but we’l l see what happens in the next couple of years. Basical ly I want to have a good education so my options are open.

In 2011 Mike is r iding a Yamaha R6 with help from a number of supporters including Yamaha Racing Developments and California Superbike School . Even though the season has barely started Mike is always looking to the future.

“I ’d l ike to stay with Yamaha because they have been so good to me. Supersport is the obvious progression in

Austral ia but I ’d l ike to try overseas opportunit ies i f they come up.”

“I’ l l concentrate on here and now and opportunit ies wil l unfold from there i f my results are there.”

Behind every successful person there’s usually someone who’s also made sacrif ices for the cause. In this case i t ’s Mike’s dad Chris , and it was pertinent to get his perspective on the journey.

“The MRRDA was a great series to be involved in and it taught Mike so much. He’d just turned 13, which was the minimum age you could road race at the t ime, and it was a perfect opportunity. I t was two years of very close racing, i t had Honda support for the f irst two years, and TV coverage – fantastic .

“Sure, a sport l ike this has an impact on you, but for me there’s been no bad. I ’m a single parent and I ’ve been able to devote my t ime and funds to Mike’s racing. I don’t have the burden of catering for other family members. I f I wasn’t s ingle I don’t think this would be the case.

“The thing I love the most about racing is the strong bond it ’s created between father and son. Mike and I are very close.

“I do get very stressed and worried when Mike’s racing at over 200km/h but I try and put i t behind me. Mike is devoted to his racing and wants to do i t . I see he has potential to go where he wants to and I have to support his dream no matter what.”

Matt Walters has Kawasaki green running through his veins. His parents Carl and Sherrie own Kawasaki Connection in the NSW rural town of Cessnock and if Matt ’s not racing a Kawasaki , he’s r iding one through the bush or

working on one in the family business where he works as a mechanic. When it comes to motorcycle racing the l i festyle is a defining factor in how the Walters family operates from day to day.

“My dad rode speedway for a bit but I didn’t want to go down that path. He took me to see some dirt track when I was four, and by f ive I was riding a 50cc dirt bike in dirt track. I t ’s just been a continual path from there to here really. There’s never been any force, just the want and wil l from me to race motorcycles.”

Like many young racers Matt dreamt of a future travell ing the world racing bikes for big money. Over the years he’s come to realise i t ’s not a simple dream to achieve. He is also well aware that even though motorcycle racing is al l about the lone rider, i t ’s real ly a team sport , with the rest of the team working hard in the pits , whether i t be changing tyres or making sandwiches.

“When I was young I was ‘yeah, yeah, I want to make a l iving out of racing’ . When I matured and got older i t was more ‘ let ’s see where i t takes us’ . There’s no real cl imax point for us just the passion to keep racing and see what becomes of i t . As I get older and better I ’m finding more opportunit ies but I wouldn’t be where I am now without my family, i t ’s as simple as that .”

Like many of Austral ia’s up and coming riders, Matt learned some of his craft in the MRRDA series, and believes the cut and thrust of junior racing has matured him.

“The MMRDA was a good learning curve into racing before you jumped on to a RS125 Honda. I learned to cut my road racing teeth there but I ’d also done a fair bit

the motorcycle racer rides alone, but this is far from the whole story.

the motorcycle racer rides alone, but this is far from the whole story.

of Supermoto by then. I t was awesome to race in the MRRDA, which I did for one year. Many of the younger r iders here have spent some t ime in that series.”

“My girlfr iend Kate reckons I don’t act l ike other teenage boys, that I don’t carry on, I ’m more serious and grown up. In fact she was the f irst one to mention i t and I never really thought of i t before. I do think racing has made me grow up maybe faster than most other boys my age. I don’t think this is a bad thing. My parents have also noticed the difference.”

After winning the 2010 600 Superstock Championship on a Kawasaki ZX-6R – he also did most rounds of the championship on a ZX-10R – Matt ’s graduated full t ime to the 2011 ZX-10R, racing in the 1000cc Pro-Stock Championship. Once again, the future doesn’t seem so cut and dried as i t was in a younger mind.

“It ’s an awesome bike out of the box, i t ’s very powerful and has been very responsive to suspension changes. I real ly l ike the traction control too, i t certainly gives you extra confidence to push harder.

“I ’d l ike to go overseas to race i f I could. I f i t happens then great but i f i t doesn’t then I ’ l l keep racing in Austral ia . I ’m st i l l young and am sti l l learning so i f I stay in Austral ia and learn more then that’s good too.”

While Matt does al l the r iding, the man behind the spanners, the van driver and Matt’s biggest fan is his dad Carl . Here’s his s ide of the story.

“I l ike seeing Matthew do the best he can at what he’s chosen to do. I want him to succeed at whatever he wants without any pressure from us.

“We give him what we can afford. The f inancial impact has been very tough at t imes,

and it comes to the point you can easi ly spend everything you have. As the next meeting comes up it ’s al l about what do we need, and how do we get i t .

“He’s a young boy who thinks l ike a man. I think this is the case for many young racers. They might be at home playing cricket in the back yard and having a good laugh but when they are at the track they’l l come out with something that makes you sit back and think, that’s a man talking. Junior racing, whether i t be road or dirt matures these kid to the point many of them are beyond their normal age in maturity.

“At this level motorcycle racing is a family commitment. I l ive, work and go to the races with Matt . Everything we do is as a family, with my wife Sherrie and son Mitch. I t ’s the same for everyone. I t ’s not only f inancial commitment, i t ’s a family commitment, and that’s a great thing.”

Guiseppe Scarcel la is another young bloke with the thri l l of racing coursing through his body. At a young age ‘Sepp’ kicked off in dirt track but l ike so many riders his motorcycling future was heavily influenced by family members.

“Bikes just fascinated me, much more than cars. Dad had a big impact on this because he rode bikes too. My eyes popped out of my head when I saw the MRRDA series in a magazine and luckily mum and dad were there to push me along and help me too.

“After I f inished with the 150s I started on the 125GP bikes in Austral ia . I t was fun, especial ly after r iding the l i t t le Honda CBR150 but you needed to have the best bikes to get near the front. When I was racing in Spain most people were on very similar bikes so the competit ion was closer, and harder.”

In 2009 Guiseppe had the chance to go to Italy and race under the tuit ion of Andrea Iannone.

“Living in Italy with Andrea, training with him, and riding supermoto and go karts with him was unbelievable. I look up to him and this was very special to me. I t ’s a very different l i festyle l iving in Italy, especial ly at night, and it was great fun l iving over there. I could only speak l i t t le bits of I tal ian before I went but now I speak i t f luently.”

All good things come to an end and in late 2010 Guiseppe returned home to Austral ia full of experience after racing in the Spanish 125 Championship. The road from there wasn’t so clear though.

“I came home at the end of last season and I nearly went back to race 125s again in the Spanish champs, but I thought why do that? The 125s are going to be replaced by Moto3 so I thought 600s are where i t ’s at because i t ’s a path to Moto2 i f you are good enough.

“We decided to get Mitchell Pirotta’s Yamaha R6 Supersport bikes from last year and I love i t . The bike is a lot heavier and harder to manoeuvre but easier to r ide because i t ’s more forgiving and more powerful . I ’ve r idden it before but the World Supers round at Phil l ip Island was the f irst t ime I raced it .

“Being overseas taught me lots about bike set up, but I missed my family heaps and they missed me. I ’ve also learned to be self suff icient . My mum and dad used to say to me on the phone, ‘do whatever you want just don’t go to gaol’ . I t ’s been a great learning experience and something I ’ l l treasure forever. You never know I might get back there one day.”

Even though the experience

has been f inancial ly draining for the Scarcel la family, Guiseppe’s mum Connie believes there’s many more benefits of his journey that are not easy to see.

“It ’s brought us closer as a family, helped us grow together and made us more aware of each other ’s individuality.

“Financial ly i t ’s extremely expensive but in this industry you need to accept that from the start . I t ’s certainly changed my l i fe , I ’ve given up a business and career, now concentrated on my family. The struggle to cope f inancial ly has actually empowered our family in fact . But I love a challenge, and constantly f inding the money is a real challenge, especial ly in the family atmosphere. I ’ve sold cars and jewellery but this is f ine because i t ’s going towards my son’s future. And that gives me a great feel ing. Even Sepp’s brothers are wil l ing to go without to help their brother. Don’t get me wrong though, I would do this for al l my kids, i t ’s just something you do.

“Besides being apart the negative of him being overseas was not knowing where he was l iving, who he was around, and was he safe or growing up too fast . He’s certainly grown up from being overseas, almost l ike he’s not 16, he’s 34. His decision making is l ike an adult . Because he was around older people in Italy he has experienced many things and has come back quite different than before he went. He’s always pushed the boundaries and wil l most l ikely continue to do so.”

– Chris Pickett

Matt Walters has quickly come to grips with the new ZX-10R, and the race transporter is a handy addition to the team too.

Sepp Scarcella has always had his mum Connie in his corner.’

cycle torque may 2011

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