Cycle Torque August 2010

AUGUST 2010

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AUGUST 2010

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going hyper

DUCATI’S 796 HYPERMOTARD

TGB ATVs LAND IN OZ

ALSO RIDDEN: Gas Gas EC 450 FSR Kawasaki 650 VersysYamaha WR250F/450FKymco RS125 Agility

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FEATURES: • Touring Transylvania• Deus Festival of Thump• Fathers day book sale

august 2010 Contents

features

57 - Deus Festival oF thump

58 - touRiNG tRaNsylvaNia

reGuLars

3-17 News

18 eDitoRial

20 GuNtRip

22 Race toRque

24 DiRty toRque

26 e-toRque

27 letteRs

34 book sales

39 bike stuFF

40 useD & RevieweD

28 42

46 50

CyCLe torque: 02 4956 9820 fuLL detaiLs paGe 6

Cover images: Ducati by Paterson, TGB by Pickett.

TesT DuCaTi 796 hyPermoTarD

TesT kawasaki

versys 650

TesT Gas GaseC 450 fsr

TesT yamaha

wr250f/450f

TesT kymCo rs 125 aGiliTy

54

AUGUST 2010 - 3

NeWstorque

THERE’S no doubt Kawasaki is placing a lot of pressure on its all-new ZX-10R. The last few years have seen the flagship of Kawasaki’s sportsbike range in the doldrums, not performing on the racetrack or the salesroom, despite the fact it is a very good machine.

Chris Vermeulen has given hints about the 2011 ZX-10R, especially how he hopes the bike will turn his career around. There was talk the new engine would be a ‘big bang’ version but Kawasaki hasn’t done this, preferring to retain a regular firing order.

Check out pics of the 2011 racebike which was tested at

Suzuka recently. While exact specifications of the machine are proving difficult to come by, we can see the styling has received a major revamp, with angular lines being the order of the day.

With the ZX-6R doing big things since 2009 there’s at least one piece of technology which will surely make the changeover to the ‘10’ – big piston forks. There’s also talk of the bike having a three-stage traction control, 195hp and only weighing in at 195kg. There’s no mail on if we’ll see the road bike in Kawasaki dealers before the end of the year, or any idea of price. One thing’s for sure, we are all keenly awaiting the new model here at Cycle Torque. n

all-new ZX-10r

4 - AUGUST 2010

NeWstorque

oil-burning husabergsHUSABERG is well known for its avant-garde four-strokes, especially its lay-down engine in more recent times. The company has further developed its four-stroke range for 2010, but has added two-strokes to its range for the first time ever.

For lovers of engines with camshafts Husaberg has the FE 390, FE450 and FE570, competition-only FX 450, and the supermoto FS 570.

While many manufacturers are moving away from the two-strokes it seems strange Husaberg would add them to its range.

The two models are the TE 250 and TE 300. KTM owns Husaberg, and the press release hints that KTM two-stoke development has played a major part in Husabergs two-stroke emergence. Both engines are electric start and offer a top level chassis and suspension. Prices for the entire range are TBA at this stage but you would expect the new machines to be on the market here in Australia before the end of the year.

Check out www.youtube.com/user/HusabergRacing for some clips of the bikes in action. n

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* MAXIMUM DEALER RIDE AWAY PRICE. OFFER ENDS ON 31 AUGUST, 2010, UNLESS EXTENDED. THE RIDE AWAY PRICE INCLUDES 12 MONTHS PRIVATE REGISTRATION, 12 MONTHS COMPULSORY THIRD PARTY INSURANCE, DEALER DELIVERY AND STAMP DUTY. OPTIONAL EXTRAS

NOT INCLUDED. BASED ON A PRIVATE PURCHASER WITH A GOOD DRIVING RECORD – MAY BE HIGHER FOR OTHER PURCHASERS.

6 - AUGUST 2010

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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 cycle toRQue’s pRinteD eDition is available FRoM bike shops acRoss austRalia. pRint subscRiptions aRe available. $24.95 peR yeaR, call 02 4956 9820 FoR Details.

subscRibe to electRonic eDitions via itunes.

copyRight. 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]

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raCinG Goes eXTremeTHE Formula Xtreme series has been going gangbusters this year, and the most recent round at Eastern Creek saw a number of Australian Superbike Championship regulars come to play with the Xtreme racers.

You may have seen some of the action on Speedweek – Cycle Torque’s own Nigel Paterson was a commentator at the round – with some thrilling dices between Beau Beaton on his Ducati 1198S, Kevin Curtain on the YRD Yamaha R1, and Jeremy Crowe on the Motohansa BMW S 1000 RR.

There’s loads more action though, classes like FX600, Pro Twins, Formula Oz, and 125GP providing very close racing. The next round will be held at Wakefield Park Raceway at Goulburn on September 10-12.

You can find more info at www.formula-xtreme.com.au. n

vermeulen outAFTER his recent crash at Brno, Kawasaki rider Chris Vermeulen has decided to call it quits for the rest of the world superbike season.

Vermeulen originally injured his right knee at the Phillip Island round of the championship and has steadily improved his results as his fitness improved. Vermeulen was taken out by another rider in turn one of the first race, further injuring his knee, and forcing him to undergo reconstructive surgery earlier than anticipated so he can gain full movement in readiness for the 2011 season. n

$1200.00FREE

Parramatta off road spectacularDIRT Track racing gets set to descend on Tyrepower Parramatta City Raceway for the first-time.

The Sydney Dirt-Bike Spectacular will feature all major senior and junior classes of Dirt Track racing, including Quads, and is ready to bring fans to their feet on Sunday, August 15, 2010.

So, if you want to get in on the action and be a part of NSW motorcycle history, the event Supplementary Regulations are now available. If you want to see some great action, get out there on the day.

Go to www.motorcycling.com.au or www.parramattacityraceway.com.au for more info. n

$1200.00FREE

8 - AUGUST 2010

NeWstorque

WHEN Deus Ex Machina first opened its doors in Camperdown about five years ago one of the first things Dare Jennings tried to do was to get Belstaff clothing into his store.

He contacted Belstaff’s Italian owners but was politely declined. It seems ironic that the classic clothing marque has found the place in which it was destined to be relaunched into Australia - at Deus Ex Machina.

Belstaff is a brand that has been around since Che Guevara set off on his first trip across Latin America in his Belstaff Trailmaster jacket.

Well, the brand has certainly spread its wings since then with its first women’s collection shown in Milan in 2005 and first menswear show in Milan in 2006.

Not only did the brand return, but it now also boasts a Bags and

Shoes Division and an Eyewear Division.

Talk about a Phoenix rising from the ashes, just like its iconic logo, the brand has come back to life bigger than ever. Exclusively distributed in Australia and New Zealand through Nick Mascitelli Imports it has found its first distributor in Australia at Deus.

Despite all its changes and developments since the company first started, in 1924, it has finally returned big time into the pure motorcycle sector.

And more than 100 special guests turned up to the official launch at Deus last month to view some of the range which is very broad and covers functional motorcycle wear as well as beautiful fashion wear for men and women.

For more information ring Deus on 02 03 9557 6866 or Nick Mascitelli Imports on 02 9319 3199. n

Belstaff launchYOU’RE INVITED TO EXPERIENCE THE CAN-AMTM SPYDERTM ROADSTER RS, AND THE ALL-NEW RT TOURER AT AN EXCITING RIDE EVENT COMING TO A CITY NEAR YOU.

The SpyderTM Experience gives you the chance to test the Spyder’sTM unique ride characteristics including exhilarating performance, magnetic cornering and peace of mind stability.

Your two hour ride experience takes you out on the open road to put the SpyderTM through it’s paces and feel fi rst hand the thrill of this new riding sensation.

Hurry, places are fi lling fast!

RIDING REINVENTED

Visit www.spyderexperience.com

YOU’RE INVITED TO EXPERIENCE THE CAN-AMTM SPYDERTM ROADSTER RS, AND THE ALL-NEW RT TOURER AT AN EXCITING RIDE EVENT COMING TO A CITY NEAR YOU.

The SpyderTM Experience gives you the chance to test the Spyder’sTM unique ride characteristics including exhilarating performance, magnetic cornering and peace of mind stability.

Your two hour ride experience takes you out on the open road to put the SpyderTM through it’s paces and feel fi rst hand the thrill of this new riding sensation.

Hurry, places are fi lling fast!

RIDING REINVENTED

Visit www.spyderexperience.com

10 - AUGUST 2010

NeWstorque

IMAGE Motorcycles on the sunny Central Coast of NSW, just north of Sydney, has secured the first Australian complied Fischer MRX650 for demonstration purposes in NSW, but only between July 23 and August 13.

The Fischer MRX650 is the hot new brainchild of former AMA Superbike champion Dan Fischer and is styled by renowned UK based Glen Kerr.

The bike features an industry leading one-piece cast aluminium chassis designed by Gemini Technologies (of Harley-Davidson VR1000 fame).

Featuring Brembo brakes and Ohlins rear suspension the MRX ticks all the right boxes and is far from a simple entry level sports bike. It is extremely well priced with an anticipated introductory price tag of under $14,000 + ORC.

Designer Glen Kerr says that even though there are a few

cheaper mid-sized sportsbikes on the market, they don’t have the Fischer ’s looks, specifications and handling.

The bike’s lightweight 167kg and low seat height of 749mm should give it a broad appeal.

“ The standard MRX cannot hope to compete in a horsepower shootout against the current crop of supersports bikes, let alone with the superbikes from Japan and/or Europe, in a straight line,” Kerr says.

“But riding is not all about straight lines and not everyone needs a 1000cc sportsbike,” he says.

“ The reality is that very few have the ability or opportunity to use the power generated by these bikes anywhere near their full potential.”

For your chance to get a taste of the new Fischer MRX650 contact the crew at Image Motorcycles and Scooters on (02) 4322 7100. n

fischer mrX650 demo available

Radical new SFF forkThe KX250F is the fi rst mass-production Motocrosser to feature the radical new Separate Function front Fork (SFF) with 25% less friction than standard forks.

Radical new SFF fork NEW Digital fuel injectionThe KX250F’s new fuel-injection system delivers immediate throttle response, pin-point tuning and automatically adjusts to suit track and climate conditions.

Making History: 1-2-3-4In 2010 the KX250F won the AMA East and West Supercross Lites titles and fi nishing 1-2-3-4 in the East Vs West SX Lites Final showdown.

NEW

NEW smooth action, low-friction Separate Function Forks NEW digital fuel injection delivers immediate throttle response NEW programmable ECU (via optional calibration kit) Factory-spec engine tuning boosts high-rev performance Updated shock absorber with dual compression adjustability Lighter handling chassis with increased rear wheel traction

Go to www.kawasaki.com.au for the latest Kawasaki motorcycles, news and dealer information Photograph depicts a professional rider under controlled conditions. Kawasaki Motors Pty Ltd endorses safe riding. Always wear an approved helmet and protective riding clothing. Never ride a motorcycle under the infl uence of alcohol or drugs.

12 - AUGUST 2010

NeWstorque

SYDNEY’S Chris Holder has won the first Grand Prix of his career after a breathtaking ride to win the British Speedway Grand Prix at the Millennium Stadium in Cardiff.

The 22-year-old defeated World Champion Jason Crump, new series leader Jarek Hampel and Denmark’s Hans Andersen after powering away from the tapes in the final.

The laid-back Holder admitted he was taken aback by a raucous, record-breaking 44,150 crowd, but showed no sign of nerves on his first appearance in the Welsh capital.

Afterward Holder was struggling for words.

He said: “I’m stoked to be here and I honestly can’t believe it. It was a bit of blur and I can’t remember how I got there, but I did”.

Holder had to be on top of his game to peg a hard-charging Crump behind him in the final, after they were involved in one of the meeting’s flash points in race 14.

Crump made a smart move around the kerb on turn two to dive past Andreas Jonsson. He then surged hard under his fellow countryman going into turn three.

The move incensed Holder, who confronted Crump furiously on the circuit. The pair exchanged words in the pits afterwards, resulting in them both being summoned to a meeting with the referee, but Holder was quick to apologise to the three-time world No.1 at the post-meeting press conference.

He said: “I’ve got to apologise to Jason. I was probably out of order there. It was heat of the moment I guess. I have no hard feelings and I hope he’s the same.”

Hampel now leads the series entering the mid year break, with 92 points, two ahead of his fellow Pole Tomasz Gollob who suffered an engine failure while leading his semi final, and took no further part.

At the previous Grand Prix at the magnificent new facility at Torun in Poland, Gollob raced to an imperious 24 point maximum to win the final from Hampel, with Andreas Jonsson in 3rd and Jason Crump in a big return to form in fourth place. The meeting was held up for quite a while after Holder hit a rut in his fourth ride and was launched skywards. Fortunately experienced American Greg Hancock took major avoiding action behind him, clipping Holder with his footrest. Initial fears of a broken upper arm proved unfounded and Holder was back at the track by meeting’s end.

– Glenn Russell

holder wins GP

hunter ups the anteTHE Hunter Motorcycle Group is leveraging off the success of the last two years effort with the custom 250cc Hunter Spyder to release two new models.

Currently undergoing ADR testing the two new variants, Hunter Daytona and Hunter Bobber, feature 350cc powerplants. The new upsized engine is an upgrade of the existing 250cc liquid cooled vertical twin which also boasts some engineering changes to the engine block and cooling system.

Plans are afoot to have them available with either carburettor or Delphi EFI. The Hunter Daytona is aimed at the more cruiser minded rider with its low slung frame, upside down front forks, flat bars and fuel tank with flush-mounted fuel cap. It will come standard with dual seat and pillion backrest.

The Hunter Bobber will be more ‘old school’ in styling with its retro Peanut fuel tank, rigid frame with hydraulic sprung single seat, black ’bars and bobbed fenders.

The new 350s will be lightweight, easy to ride and suited to riders restricted by LAMS or a tight budget. For more information check out www.huntermotorcyclegroup.com. n

riders against Bureaucracy

A NEW online group of riders has formed Riders Against Bureaucracy and is using the web and social media to fight the restrictions and changes to motorcycling’s freedoms being imposed by government.

More information is available from the FaceBook page –RidersAgainst Bureaucracy– and the website www.rabnsw.lefora.com – don’t be afraid to join both.

The RAB has also said, “We are being squeezed for every cent we earn and this has to stop. The reason the above FaceBook sites were created was to give voice to the thousands of frustrated riders getting stepped on by politics and the Roads and Traffic Authority. n

AUGUST 2010 - 13

NeWstorque16 - AUGUST 2010 www.cycletorque.com.au

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DIRTYTORQUE

THERE are 100s of motocross coaches in Australia, very few make serious money doing it and even fewer are good at it. That said, it is not an easy gig to put together a coaching day for 10, 20 or 50 people and the reality is that it isn’t as much fun as most would think, but it is an important part of the safety of our young riders.

Riding a dirt bike is not as easy as it looks, or as easy as some make it look. From the outside looking in, when you watch a top rider punching out laps it looks reasonably easy, but we all know that a lot of work is going into making the bike do what that rider is asking of it.

And right there is part of the problem, because a pro rider makes it look so easy most new riders think that when they throw a leg over a dirt bike the outcome is going to be something similar. Well here is a staggering fact, a fact ignored until sometimes it is too late, a dirt bike will only react to the rider’s input. I will write that again; a dirt bike will only react to the rider’s input.

Why is that important? A dirt bike is an inanimate product. This means according to the dictionary: not in a physically live state/not active, energetic, or lively. What does this mean to the dirt bike rider?

This means that if a rider hits a log, hits a rock, knocks his mate down, misses a corner and cartwheels through the pits, ips it, slides out, everything that happens on a motorcycle is because of the rider, you can’t blame the bike for anything!

Are you getting my drift? My point is that everyone is in charge of their destiny on a motorcycle and success or failure is all about the rider being 100 per cent accountable.

There are no excuses in motocross, there is nowhere to hide, 99.9 per cent of what happens to a rider, again, be it good or bad is their own fault and the sooner a rider gets that through his

or her head the sooner their riding will improve. So with all of that in mind, every rider must

have their rst ride or race and more often than not it is their dad who is doing the coaching. This is the scary part because be they a good rider or not, most dads are not good coaches.

I was at a trail ride a few years ago, we were all setting up and right next to us was a father and son combo with a brand new Yamaha PW80, the kid must have been eight years old, he had brand new gear so I gured it was his rst ride. I went over to offer my assistance and not surprisingly the dad blew me off and went on getting the fuel in the bike etc.

Not ten minutes later I was watching the kid ying off through the paddock with the throttle wound to the stoppers completely out of control with his dad running at out after him but losing ground by the second. Finally the kid and his PW80 clipped a log in the grass and was ipped over the handlebars in one of the most spectacular crashes I have eye witnessed.

I once coached a young rider who had received a brand new RM85 for his 11th birthday, his dad knew nothing about dirt bikes but his kid had been addicted to the Crusty Demons DVDs for years so he thought it a great idea to buy the RM and obviously the kid was rapt.

Now, here is the scary part, this bloke lives on a small block out back of Brisbane so he pushes up a lump of dirt with his little tractor so that his kid can get some air, sounds fair huh? Well, the kid hadn’t ever ridden a motorcycle let alone jumped one and for his very rst ride the dad starting the RM, pointing it at the jump, let little Johnny get on and take off towards the jump.

Well, you can only imagine the outcome and thankfully little Johnny survived his dad’s stupidity but it took me months of doubling this kid around the track to stop him from crying every time he got on the bike.

Both of these fathers obviously had the idea that the motorcycle was going to help out somehow, they must have, why else would they put a completely unskilled child on a motorcycle? They had expectations, probably from their experience of watching good riders ride, that somehow the motorcycle was going to contribute to their child’s safety. Idiots!

In case you don’t know, there is a set way to ‘coach’ a young rider through their rst ride and it isn’t sitting the kid on the bike, starting it for him or her and pointing them in the general direction or the track and wishing them luck.

Getting a coach for the rst ride seems a little over the top and most dads won’t do it but getting a coach for the racing will, if done properly, minimise the crashes and save rider and parents from making costly mistakes.

Though, in saying that, the coach has to be in it for the riders and not just the money because there has to be a solid relationship between the coach, the rider and the parents. Again, this is not an easy gig, parents are expecting big things from their child and the coach so if the results aren’t there you can bet their child won’t be to blame.

To this day I refuse to do one-on-one coaching

for riders with poor attitudes or abusive parents and boy, has that reduced my market. Sad, I know, but it just isn’t worth the trouble getting involved with that crap.

There is a big responsibility on a coach’s shoulders when teaching young riders. Their safety has to be the key concern, a rider can’t do anything beyond their capabilities without their safety being put in jeopardy.

It’s not a matter of telling a rider to ‘just go faster’. A lot of work has to go into a rider before anything serious can be achieved, short cutting proper coaching processes will endanger a rider, simple as that.

So, to all potential and current parents and riders, have a think about a coach, even just for a brief period to get everyone on track (pardon the pun). And if you already have a coach, remember it’s not as easy as it may seem and is a big responsibility that a ‘good’ coach will take very seriously.

Buying the motorcycle and all of the gear is the easy part. To nd a coach go to www.ma.org.au and follow the links to your local controlling body.

– Darren Smart

THERE are 100s of motocross coaches in or her head the sooner their riding will improve

THE MOTO COACH

major events moves onlineIn an effort to keep our Major Events listings as up-to-date and accurate as possible, we’re moving it online.Just visit www.cycletorque.com.au/events.php and you’ll find all the information you need about all of the biggest and best events happening in Australia. Organisers can click on the link at the bottom of the page to have their event added, free!

2011 australian mX Grand Prix?THE FIM has released a provisional calendar listing Broadford as the venue for the opening MX1/MX2 Grand Prix of the year on May 15.

While this is great news, Motorcycling Victoria has since issued a press release saying the event has not been confirmed, and that negotiations are continuing.

Broadford has hosted a number of World Championship rounds in the past, and they proved to be stepping stones to international success for riders of the calibre of Chad Reed, Andrew McFarlane and Michael Byrne.

feeney drops mvThe Paul Feeney Group

is no longer importing or distributing MV Agusta or

Cagiva in Australia.In a press release just before Cycle Torque went to press PFG announced the change.

A replacement distributor has not been announced.

more at www.cycletorque.com.au• Pedrosa wins, Rossi’s back, Stoner on Podium

• Vermeulen out until knee heals• Biaggi takes control at Brno SWC• Sofuoglu blitzes Brno Supersport

• Marmont takes control and MX Nats• Brookes takes BSB double

• Vespa’s pink scooternews stories added every day!

Weekly motorcycle podcast • Monthly videos • Photo Galleries11 years of road and dirt bike tests

Get Cycle Torque’s emag edition for your computer, iPadmajor events now online: www.cycletorque.com.au/events.php

14 - AUGUST 2010

NeWstorque

YA M A H A ’ S n e w F Z 8 i s r e a d y t o r o l l i n A u s t r a l i a . B u i l d i n g o n t h e s u c c e s s o f t h e F Z 6 a n d F Z 1 , Ya m a h a h a s b u i l t a m o d e l t o c a t e r f o r t h o s e n o t k e e n o n t h e r e v i n e s s o f t h e 6 0 0 c c e n g i n e , o r t h e o u t r i g h t b a l l s y n a t u r e o f t h e F Z 1 .

T w o m o d e l s a r e a v a i l a b l e , t h e n a k e d F Z 8 N , a n d t h e h a l f - f a i r e d F Z 8 S . Ya m a h a s a y s t h e m o r e u s u a l 1 0 0 0 c c a n d 6 0 0 c c e n g i n e s i z e s b u i l t b y m o s t m a n u f a c t u r e r s a r e a p r o d u c t o f r a c i n g r e g u l a t i o n s r a t h e r t h a n w h a t m o s t r i d e r s w a n t o r n e e d f o r r o a d r i d i n g .

T h e f u e l i n j e c t e d 7 7 9 c c e n g i n e p r o d u c e s o v e r 1 0 0 h p a n d a s t r o n g s u r g e o f t o r q u e . G o o d b r a k e s , s h a r p s t y l i n g , a n d a t w o - y e a r u n l i m i t e d k i l o m e t r e w a r r a n t y a r e p a r t o f t h e p a c k a g e .

W e t h i n k t h e F Z 8 s h o u l d b e a g o o d s e l l e r f o r Ya m a h a , a n d w i t h a R R P o f o n l y $ 1 2 , 9 9 0 f o r t h e F Z 8 N , a n d $ 1 3 , 9 9 0 f o r t h e ‘ S ’, i t d e s e r v e s t o b e . n

fZ8 is here!

AUGUST 2010 - 15

NeWstorque

CTP Protest RallyTHE MOTORCYCLE Council of NSW is organising a rally at Parliament House, Macquarie Street in Sydney, for August 31 at noon.

The Rally – not a ride, parking anything outside Parliament House these days is a no-no due to the threat of terrorism – has been scheduled for noon on a Tuesday in order to ensure there will actually be some politicians in the building – so encourage anyone you know with a bike and works in the city to ride to work that day and come out during their lunch break to join the protest.

As Cycle Torque went to press approval for the rally hadn’t been received from the NSW Police, so keep an eye on the MCC website, www.mccofnsw.org.au or www.cycletorque.com.au for more information. Cycle Torque will also be letting people know what’s going on via FaceBook and Twitter, too. n

Greens attack extra CTP expenseMassive increases in the cost of compulsory third party (CTP) insurance for

small motorcycles will act as a disincentive against drivers choosing smaller, less polluting vehicles, warned Greens MP and transport spokesperson Lee Rhiannon.

“The NSW government should be encouraging people to use smaller less polluting vehicles, not creating barriers,” Ms Rhiannon said.

“The effects of climate change and peak oil mean that people will have to prioritise fuel efficient means of transport.

“Small motorcycles are a sustainable means of transport that reduce congestion and allow users to minimise their emissions.

“Transport Minister John Robertson needs to explain why owners of small motorcycles are being disproportionately hit by these huge CTP insurance increases.

“This sends a message to owners of small motorcycles that they might as switch to a larger vehicle.

“This huge increase in the cost of insurance is a disincentive for people to choose smaller and less polluting vehicles,” Ms Rhiannon said. n

mCC advice on how to protestThe Motorcycle Council of NSW has released some great tips on how to get your

message across to government that you’re not impressed with the way the CTP scheme has been restructured and the lack of consultation motorcyclists received before its introduction.

Cycle Torque has reproduced the entire document on its website - www.cycletorque.com.au/ctp - but basically it’s about writing to politicians and your local paper, and asking the right questions.

The upshot is that the NSW CTP scheme has flaws and this recent change in motorcycle classifications has exposed these flaws to view. Let the politicians know these flaws can only be repaired by our elected government, that you know it needs fixing, that you believe we’re being gouged by insurers exploiting the flaws and that if they aren’t speaking out against it they must be in favour of the changes and that you know you’ll be voting next March.

Don’t just whinge to your mate, then roll over. That’s lazy. Stand up, speak out. n

I have been riding bikes for some 40 years, it’s a pleasure that I love and enjoy doing, I currently own a Honda ST1300, with the cost of servicing, fuel and tyres these days, it’s hard enough keeping up with these costs! Now the powers that be want to jack up the cost of CTP green slip through the roof again,

My late brother was always sending off letters to the minister for the then Department of Main Roads back in the 1970’s complaining of the price hikes of them days, and was always involved in protest rides in Sydney, them days don’t seem to exist anymore. I also have vented my fury as well over the years, with protest rides… Canberra, mid 70’s and 1986 and more, when will these assholes ever listen to the people who ride bikes and not the ones who drive desks!

Kim McCloy.

See the stories on this page, and we’ll see you at the protest run…

The proposed CTP changes via new capacity gradings appears to have been designed to be a revenue grab rather than reflection of the underlying risks. I ride a 250 dirt bike purely off road mainly for the financial benefits generated by not chasing larger capacity machines. The proposed recasting of the gradings is I believe cynical. By inserting a 225cc level it has effectively doubled the cost of my CTP. Minister there are really no 151cc to 248cc bikes out there. This action will cost me another $200- 250 a year. This is particularly galling as I, like many, only ever ride in the bush and do not utilise sealed roads. Smart states such as Victoria recognise this with their recreational registration. This allows dirt bikes to be registered for the bush only and typically costs about $150 each year. My CTP alone in NSW with be approximately $450.

I do find it hard not to get personal with you Labor guys in NSW. You do not seem to serve the people, you put your hands out and give nothing back. This latest stunt, and it is exactly that, is really a sad indictment of a government and minister who either do not care, take poor guidance or are not bright enough to know when they are being led by the insurance providers. I know it is too late for you to make any real political kudos out of this situation should you affect a more reasonable outcome. However, with the remaining time you have left please try to discharge your duties in line with your investiture oath. Leaving behind at least one fair enactment should sit well with you when you leave Macquarie Street next year.

Glenn Hilleard

Cycle Torque has received many more letters from angry readers, and it hasn’t gone unnoticed that depite a restructuring of the capacity brackets there was little other reform.

Suggestions have been made that recreational registrations similar to the scheme running in Victoria, and single seat registrations, like in Queensland, have been ignored. There’s also the galling fact that much of the CTP premium is charged to cover pillion passengers and it must be paid even if you ride a bike with only one seat and are legally prevented from carrying a passenger, a situation all new riders find themselves in. n

readers Protest CTP rip-off

16 - AUGUST 2010

NeWstorque

Ducati’s Desmosedici RR set the standard for exclusivity when it was released in 2006.

It was the first true MotoGP replica for the road, with over 200 horsepower and weighing only 171kg it was, and still is, a serious bit of kit.

If that isn’t enough for the average Desmosedici owner, they can trot off to renowned Ducati tuning house NCR, and have them work it over into the NCR M16. NCR has ditched over 20 kg from the standard bike with carbon fibre dripping off it everywhere, including the wheels. NCR has replaced just about everything on the

bike, except the engine. And even that has copped a rework, including a new slipper clutch and lightened gearbox.

There’s a whole lot more to the NCR M16, and there should be because it costs a whopping AUD $200,000.

Check out www.ncrfactory.com to buy one, or maybe just drool a little. n

suPer sliCk

AUGUST 2010 - 17

NeWstorque

Empulse 10.0 – a slick-looking, hard-hitting fully electric streetfighter with a top speed over 100mph and a range in excess of 160 kilometres on a single 2-hour charge. Brammo is the manufacturer of the Empulse and Craig

Bramscher, founder and CEO of Brammo had this to say about the Empulse. “The whole range anxiety thing, we thought, well, the average commute is around 40 kilometres, so a longer range will give you comfort. It turns out

that when it gets to half full, people fill it up. Some people like me take it all the way down to the end. We’re finding with electric vehicles that people are more conservative.”

It’s not likely to be imported into Australia, at least not in any substantial numbers but it is a taste of the future. n

suPer sliCk electro speed

editoriaL

nanny states and lemons

I COULD talk about the rise in CTP prices in NSW, or the fact NSW is catching up to many other rip off states in this country by introducing mobile speed cameras in unmarked vehicles, run by a private company no less. It’s no wonder Macquarie Bank is trying to buy the company contracted to run the cameras. Then I could go on about the ridiculously low tolerance which these so called road safety devices will be operated at.

But, there’s three reasons why I won’t go on about them. One, I would get a headache; two, every other bike mag editor based in NSW will probably do their piece on one of these subjects; and three, none of our readers outside of NSW will give a rat’s backside.

What I want to talk about is the best of the worst - motorcycles that is. No I’m not going to bleat on about the plethora of lemons motorcycle manufacturers have blighted us with over the years, although thankfully the days of buying a bad motorcycle are pretty much a thing of the past. I’ll bleat on about the shit-boxes I’ve been unlucky, or silly enough to own.

I’d like to think I’ve become smarter when it comes to selecting the right bikes in my later years, but in my youth it wasn’t always so cut and dried.

The first two wheeled vehicle of mayhem to give me grief was a Suzuki PE250. It was built around the early ’80s I think, and I can barely remember a day when it was an enjoyable device to own. It was so cantankerous it was a joke. One particular time it wouldn’t start no matter how much kicking or swearing it endured. I was working in Sydney at the time and took it down to a well known bike shop near Parramatta to get it ‘sorted’. The workshop got it going, a minor problem, they said. I picked it up in my 327 Chev-equipped HT Holden ute - which incidentally was totally reliable no matter how much abuse I dished out to it - and took it to work, ready for my trip back home to Newcastle later in the evening. Just to prove to myself it was a goer I ventured out to start it three or four times during the night. Each time it started first kick. I was looking forward to a great day of riding the next day and the trip back up the freeway was a happy one.

The next day my old man saw the bike on the back of the ute and said “I thought you would have burnt that shit-box by now.”

I told him the tale of how it was repaired, how it started easy now, and how I was going to thrash it that day. I then proceeded to jump on the back of the ute and start the

bike to prove him wrong. Of course it wouldn’t start. I sold the bike for a pittance to a mate that very day. He replaced the ignition which had somehow shit itself between starts, and enjoyed the bike for about a week until something else catastrophic went wrong. I last remember the bike sitting in his shed covered in junk.

I think I must have had a lemon because a few years later I rebuilt the engine of a PE175 for a mate and it went like a beauty for years. That it did so after the rebuild, which was performed on a wheelbarrow in his backyard with minimal tools, the later stages under torch-light, is either a testament to my skill as a mechanic or the sturdiness of the engine design. I think the latter explanation is the right one.

Another bike to continually give me migraines was a 1982 Ducati Darmah. The reason I sold a perfectly good Suzuki GSX750 to pursue life with a Ducati was because I followed a Darmah along the Lakes Way towards Forster. It sounded so lovely I just had to have one. It actually broke down while I was following it, which should have been an omen. When I stopped to offer the rider support he started coming up with all sorts of excuses, which I foolishly believed, and which also showed the depths to which he had fallen in love with his unreliable piece of Italian machinery.

I looked around for a short while and bought my own piece of sometimes moving exotica and it broke down on the way home. I even fell off it while I was trying to clutch start it because the battery had gone flat.

After a long list of problems the final straw was a ride to Sydney from Newcastle – I had promised a workmate I would get to work early to replace him, and rode rather than catch the train. I got as far as Ourimbah. I went back through the gears to first for a roundabout. The bike decided it didn’t really want to be in any gear but first, not even neutral. After half an hour of head scratching and cursing I started my return journey home, in first gear, cruising along the breakdown lane. My day was further blighted with a flat tyre, so there I am riding along with a flat rear tyre in first gear. Luckily I was able to stop at a servo and fix the tyre, but when I eventually got home I had covered some 100 kilometres in first gear, a third of it with a flat rear tyre.

It was unlikely my relationship with the black and gold wonder would survive after this, and when I bought a GSX1100 the Ducati was relegated to the back of the shed.

When I did eventually sell the bike the bloke brought it back the next day to get his money back because the shit-box wouldn’t start. Even though it was only five years old at the time some parts were hard to come by and when buyer number two took it away I could feel a wave of euphoria come over me.

I can’t believe people are paying close to ten grand for these things now.

Things change though. Cycle Torque bought a 15-year old Ducati 851 a couple of years ago and that bike has started every time we’ve hit the button.

– Chris Pickett

AUGUST 2010 - 45 www.cycletorque.com.au

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To get another opinion on the Versys we sent it away for a weekend with a friend of ours, Jeffrey Bagshaw. Jeffrey is a Canadian who has spent much of the last decade in Japan, including some time racing in the national superbike championship. Even though much of Jeffrey’s recent riding experience has been centred around 1000cc sportsbikes we thought it would be interesting to see what he though of the Versys.

“To be honest I found it a bit lacking in horsepower on the big straights on Thunderbolt’s Way,” said Jeffrey.

“When we got to the twisty stuff, and backroads it all made sense. Not only does the Versys have a good spread of power, it likes to rev, so you can have lots of fun in the corners. Not only that, it handles very well, much better than I expected a bike like this to handle,” he added.

“It also soaks up the potholes and bumps extremely well. In Japan the roads are generally much better than in Australia, so a bike like this makes perfect sense for your conditions.”

Underslung muffl er lets the engine sing. Adjustment? Preload and rebound.

Parallel twin isn’t shy of revving. Basic front end does an admirable job of keeping the road shocks at bay.

New stacked headlights and adjustable screen.

GuNtrip

Prescribing history

Valentino Rossi and Jeremy Burgess strategy planning.

AS VALENTINO Rossi c loses a decade at the top of grand prix racing, I suppose the truth has to be faced that he really won’t be with us for much longer, i f only because there’s so l i t t le left for him to achieve. True, there’s the mooted switch to red leathers with perhaps a championship to fol low, but what then? Pull on a driving suit and go ral lying?

I ’ve l ived through two golden ages and i t ’ s hardly Rossi ’s faul t that the f i rs t decade of the 21st century doesn’ t qui te qual i fy as a third. I f he’d had more consis tent and/or more able opposi t ion i t might have been a di fferent s tory. I say might , because I think we’ l l get to the end of the Rossi era and st i l l not know what he’s t ruly capable of . Maybe the car boys wil l pul l i t out of him.

One thing’s for certa in , his sheer dominance puts him f irmly in the pantheon. Winning t i t les is one thing, winning them after smoothly swapping teams, and on bikes deemed substandard by your supposed r ivals , a l l adds up to a compel l ing argument for your inclusion among the greats . And that ’s why I think 2004, his f i rs t season and f i rs t t i t le for Yamaha was his f inest to date , to be fol lowed perhaps by 2011, when he’ l l not

only have a new bike to contend with but wi l l have to reach deep within himsel f to f ind the motivat ion to succeed again. There won’t have been too many years l ike that .

1967 – Mike Hai lwood cal ls i t a day af ter an unsuccessful two-year bat t le with his Honda to wrest the 500cc championship from Ago’s MV Agusta , the bike Hai lwood himsel f did so much to develop. Highl ights include the Dutch TT from both years and, in the Is le of Man, the delayed 1966 Senior TT and the unbel ievable 1967 race , when af ter a two-hour bat t le Ago’s chain broke, handing the race to an exhausted Mike the Bike .

1969 – Having withdrawn i ts factory team the year before , Yamaha s ingle-handedly gives grand prix rac ing a br i l l iant future with the re lease of i ts a ir-cooled 350cc TR2. Suddenly people are beat ing Ago’s MV and c lose rac ing returns – i f you can r ide i t , you can win.

1973 – Hai l and farewel l to Jarno Saar inen, who made a habi t of beat ing the dayl ights out of 750cc four-strokes aboard his 350cc Yamahas (see above) , and ushered in a new era of GP competi t ion with Yamaha’s f i rs t 500cc inl ine four. And then comes Monza, bugger i t .

1978 – Europe is shown how to r ide by King

Kenny, who snuffs out the last f l icker ing f lame of Br i t ish r iding dominance at the same t ime. As of 2010, the Br i ts haven’t had a premier c lass GP champion for 33 years .

1983 – The c losest championship in years ends in Freddie Spencer ’s favour, taking the championship from Kenny Roberts by two points af ter each r ider had won s ix of the season’s dozen races . I t might be the end of Roberts ’s career, but i t ’ s the beginning of something even bigger.

1987 – Wayne Gardner muscles his way to the championship af ter Spencer and Eddie Lawson had carved up the preceding three seasons . I t ’ s a f ine tr ibute to a l l Austral ia has contr ibuted to GP racing over the years .

1988 – Austral ia ’s f i rs t world championship road race , the World Supers round at Oran Park. A no-show by Marco Lucchinel l i ’ s

Ducat i , but we’re on the map at last .

1989 – Taking tuning genius Erv Kanemoto with him, Eddie Lawson jumps f rom the Yamaha he’s taken three championships on to Wayne Gardner ’s unruly Honda, and wins the t i t le at his f i rs t a t tempt . Austral ia ’s f i rs t World Championship Grand Prix , a t the subl ime Phi l l ip Is land.

1993 – Half a dozen years of the c losest and best rac ing on record ends with Wayne Rainey’s crash at Misano. Kevin Schwantz col lects a long-deserved t i t le , but hardly in the manner he’d have wished.

1994 – Come on down Mick Doohan. After the disappointment of 1992 when, with one hand on the t i t le af ter barely hal f a season, he fe l l heavi ly in Hol land and watched Rainey race away with the t i t le , Mick receives his just deserts and ends one of the most exci t ing eras in any

form of compet i t ion. Oh yes , and Foggy wins the f i rs t of his four World Supers t i t les .

1999 – Mick chucks i t in af ter fa l l ing down in Spain. 500cc rac ing is unusual ly quiet for a few seasons .

2002 – “Oh, brave new world that hath such wonders in ’ t” . Just as Rossi gets his eye in i t ’ s a l l over for 500cc two-strokes and the big bangers come on board. No one has any idea what the FIM is up to but we’re too enchanted by the prospect of 350km/h racing motorcycles to worry much about i t .

2004 – Rossi does an Eddie Lawson but goes the other way, f rom Honda to Yamaha. And wins , of course .

So there you are , a few of the highl ights of 40 years ’ world-t i t le watching. What ’s next? Dunno, but you can bet the Doctor hasn’ t f inished making headl ines yet .

– Bob Guntrip

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AUGUST 2010 - 45 www.cycletorque.com.au

S P E C I F I C AT I O N S : 2010 KAWASAKI VERSYS



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To get another opinion on the Versys we sent it away for a weekend with a friend of ours, Jeffrey Bagshaw. Jeffrey is a Canadian who has spent much of the last decade in Japan, including some time racing in the national superbike championship. Even though much of Jeffrey’s recent riding experience has been centred around 1000cc sportsbikes we thought it would be interesting to see what he though of the Versys.




Underslung muffl er lets the engine sing. Adjustment? Preload and rebound.

Parallel twin isn’t shy of revving. Basic front end does an admirable job of keeping the road shocks at bay.


THE fall-out from the seismic moves on the MotoGP chess board will last until the first green light goes on at the opening round in 2011. A year ago who would’ve believed that Casey Stoner would sign with Honda and Valentino Rossi for Ducati? After dominating 2007, the Stoner-Ducati combo was a match made in heaven, a match that had all the hallmarks of lasting the distance. And Valentino’s affection for the homely atmosphere at Yamaha after fleeing the bureaucratic air of Honda too would stand the test of time, right? But this is MotoGP where changes of loyalty can happen as quickly as a passing move at 330km/h.

Central to both Stoner and Rossi’s moves is Jorge Lorenzo. The Spaniard was first sought by Ducati last year when the upper echelons of Ducati Corse truly believed that Stoner would not return from his three-race sabbatical in 2009. As we know, Casey dominated the back end of the season

upon his return, and while his Ducati was running straight as an arrowhead his nose was severely out of joint when he learned of the huge offer to Lorenzo.

Lorenzo’s rejection of the Ducati mega-euro deal re-set the inevitable showdown between both he and Rossi at Yamaha. It reached a crescendo at Mugello where reportedly Rossi delivered an ultimatum to Yamaha that it would be either he or Lorenzo for 2010 and beyond. Rossi had been asked to take a €6 million pay cut to ostensibly finance an increase in Lorenzo’s annual salary, which as a nine-time world champion he simply could not accept. A few hours later Rossi was in a gravel trap, holding a boot full of leg fractures. (Crew chief Jeremy Burgess revealed that the latest Bridgestones suffer significant temperature loss if a rider merely slows for several corners in practice in order to get rid of pesky tail-gaters, which is what Rossi did

before his crash. Perhaps this is a result of the control tyre rule that was meant to improve safety, and which Bridgestone technicians said would slow development).

The new reality was that Jorge had become Fiat Yamaha’s number one rider and heir apparent to Rossi’s MotoGP crown in a matter of frightening seconds. Notwithstanding Rossi’s absence, Lorenzo has been fast, calm and consistent in 2010, while Stoner and Dani Pedrosa have been bedevilled by inconsistencies which have relieved any pressure on the Majorcan.

Stoner has picked up three third-places much to his relief after a very torrid opening to the season. Rejoicing anything but victory for Casey suggests how much the Yamaha and Honda have improved, and how much the Ducati’s advantages have gradually diminished. Three years ago, the Ducati GP7 had top-speed, fuel-consumption and tyre (Bridgestone)

Stoner on the podium, 2010.

raCetorque

Case for ChanGe54 - AUGUST 2010 www.cycletorque.com.au

WE HAD the new Kymco in our shed for a couple of weeks and found it to be a stylish and very easy to use little commuter.

The new RS model supersedes Kymco’s Agility 125 and we liked the many handy features that make it a very functional machine.

On the standAt rst glance the Agility has a nice stylish look with

the dual halogen headlight taking up pride of place on the front windshield.

Blinkers are built into the smaller handlebar shield and there is a very study rear rack which offers a pillion grab bar.

The seat looks thick and plush and our various

pillions didn’t complain during testing - always a good sign.

There’s a nice at oor for the rider to place his or her feet and we liked the patterned rubber footboard - very grippy.

On the roadKymco’s new RS 125 scooter comes with an air-

cooled 125cc four-stroke engine which drives the CVT transmission that features a high strength material belt.

The engine is both kick and electric start and doesn’t have a great deal of weight to push around as the whole package weighs in at 107kg.

CYCLE TORQUE TEST - KYMCO AGILITY RS 125

TEST BY DENNIS PENZO PHOTOS BY NIGEL PATERSON

RIDING GEAR: Zeus helmet, WileyX Jake sunglasses, Ixon jacket, gloves by Five Gloves, Draggin oilskins jeans, Spyke Matador boots.

The new Kymco Agility RS is certainly an agile little performer for Australian conditions.

– Continued on page 56

advantages over the Yamaha and Honda. It also had an alleged advantage in its Magneti Marelli electronics, but the ultimate traction control device is the 125cc of grey matter between a rider’s ears, and in this area, Casey is out on his own: no-one else has been able to extract such good results from the red bike.

What we have learned about the Ducati’s loss of top-end is that it’s related to its move from a screamer engine to a big-bang configuration in 2010. It has blunted its acceleration off the turns which means it simply runs out of room to stretch its legs at the end of the straight. In the 800 era, the Ducati had no trouble draughting any other bike down Mugello or Catalunya’s long front chutes. In contrast, Stoner could not get in Dani Pedrosa’s slipstream at Barcelona this year, and explained why after the race.

“Our bike is that much easier to ride than last year at the acceleration point, but it’s just everyone else has taken another huge leap,” said Stoner. “We went backwards with engine power because we went to the big bang, so they just need more time

to develop it, really. We took a step back slightly, the bike’s definitely easier to ride, better off the turns, better traction, but yes, it’s making things a little bit more difficult when we need to pass.”

The reason for moving away from the screamer was to make it more rideable for the other Ducati pilots who have been unable to get anywhere near Stoner’s blinding pace. While it has moved Nicky Hayden, Mika Kallio and Aleix Espargaro up a few places, it has dropped Stoner down a few pegs and the once dominant Ducati is hanging on by its finger nails to keep up.

The move to make the Ducati more like the other bikes goes against the Ducati Corse philosophy of looking for advantage by being different. Ducati worked tirelessly with Bridgestone from 2003 to make it the dominant brand by 2007, virtually pushing all-conquering Michelin out of the GP paddock. And when that happened, Ducati tech guru Filippo Prezisio said he would consider working with Michelin in 2009 if a control tyre was not mandated.

He also championed the screamer engine, but it seemed he and the engineers were listening more to Hayden than Stoner in developing the GP10. This is essentially the bike that Rossi will be riding next year, which is in a relatively stronger position when he took over the Yamaha M1 in 2004.

The interesting thing is that the Honda is not a screamer either, but it has been the fastest thing out there this year. Pedrosa, who is one of the four aliens, has become increasingly inconsistent while his younger nemesis Lorenzo is almost a picture of serenity. Stoner’s presence next year will put even more pressure on the Spaniard who really needs to deliver soon.

Casey was instantly quick on the Honda RC211V in 2006 but a lack of access to the front ‘Sunday-special’ Michelins cruelled his chances, and led to a number of well-documented get-offs. Four years later with 20 MotoGP victories under his belt, it heralds a new chapter in Casey’s career and an opportunity to re-boot his status as the fastest and most formidable rider in the world.

– Darryl Flack

54 - AUGUST 2010 www.cycletorque.com.au



On the standAt rst glance the Agility has a nice stylish look with

the dual halogen headlight taking up pride of place on the front windshield.

Blinkers are built into the smaller handlebar shield and there is a very study rear rack which offers a pillion grab bar.

The seat looks thick and plush and our various

pillions didn’t complain during testing - always a good sign.

There’s a nice at oor for the rider to place his or her feet and we liked the patterned rubber footboard - very grippy.

On the roadKymco’s new RS 125 scooter comes with an air-

cooled 125cc four-stroke engine which drives the CVT transmission that features a high strength material belt.


CYCLE TORQUE TEST - KYMCO AGILITY RS 125

TEST BY DENNIS PENZO PHOTOS BY NIGEL PATERSON

RIDING GEAR: Zeus helmet, WileyX Jake sunglasses, Ixon jacket, gloves by Five Gloves, Draggin oilskins jeans, Spyke Matador boots.

The new Kymco Agility RS is certainly an agile little performer for Australian conditions.

– Continued on page 56

dirtytorque

THERE are 100s of motocross coaches in Australia, very few make serious money doing it and even fewer are good at it. That said, it is not an easy gig to put together a coaching day for 10, 20 or 50 people and the reality is that it isn’t as much fun as most would think, but it is an important part of the safety of our young riders.

Riding a dirt bike is not as easy as it looks, or as easy as some make it look. From the outside looking in, when you watch a top rider punching out laps it looks reasonably easy, but we all know that a lot of work is going into making the bike do what that rider is asking of it.

And right there is part of the problem, because a pro rider makes it look so easy most new riders think that when they throw a leg over a dirt bike the outcome is going to be something similar. Well here is a staggering fact, a fact ignored until sometimes it is too late, a dirt bike will only react to the rider’s input. I will write that again; a dirt bike will only react to the rider’s input.

Why is that important? A dirt bike is an

inanimate product. This means according to the dictionary: not in a physically live state/not active, energetic, or lively. What does this mean to the dirt bike rider?

This means that if a rider hits a log, hits a rock, knocks his mate down, misses a corner and cartwheels through the pits, flips it, slides out, everything that happens on a motorcycle is because of the rider, you can’t blame the bike for anything!

Are you getting my drift? My point is that everyone is in charge of their destiny on a motorcycle and success or failure is all about the rider being 100 per cent accountable.

There are no excuses in motocross, there is nowhere to hide, 99.9 per cent of what happens to a rider, again, be it good or bad is their own fault and the sooner a rider gets that through his or her head the sooner their riding will improve.

So with all of that in mind, every rider must have their first ride or race and more often than not it is their dad who is doing the coaching. This is the scary part because be they a good rider or not, most dads are not good coaches.

I was at a trail ride a few years ago, we were all setting up and right next to us was a father and son combo with a brand new Yamaha PW80, the kid must have been eight years old, he had brand new gear so I figured it was his first ride. I went over to offer my assistance and not surprisingly the dad blew me off and went on getting the fuel in the bike etc.

Not ten minutes later I was watching the kid flying off through the paddock with the throttle wound to the stoppers completely out of control with his dad running flat out after him but losing ground by the second. Finally the kid and his PW80 clipped a log in the grass and was flipped over the handlebars in one of the most spectacular crashes I have eye witnessed.

I once coached a young rider who had received a brand new RM85 for his 11th birthday, his dad knew nothing about dirt bikes but his kid had been addicted to the Crusty Demons DVDs for years so he thought it a great idea to buy the RM and obviously the kid was rapt.

Now, here is the scary part, this bloke

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with 21”front wheel - wide 16” alloy rear wheel - fuel tank centre mounted ignition switch & speedo / instrument console panel - “Bates” style headlamp - Alloy custom forward controls - Dual front discs & rear disc with twin

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lives on a small block out back of Brisbane so he pushes up a lump of dirt with his little tractor so that his kid can get some air, sounds fair huh? Well, the kid hadn’t ever ridden a motorcycle let alone jumped one and for his very first ride the dad starting the RM, pointing it at the jump, let little Johnny get on and take off towards the jump.

Well, you can only imagine the outcome and thankfully little Johnny survived his dad’s stupidity but it took me months of doubling this kid around the track to stop him from crying every time he got on the bike.

Both of these fathers obviously had the idea that the motorcycle was going to help out somehow, they must have, why else would they put a completely unskilled child on a motorcycle? They had expectations, probably from their experience of watching good riders ride, that somehow the motorcycle was going to contribute to their child’s safety. Idiots!

In case you don’t know, there is a set way to ‘coach’ a young rider through

their first ride and it isn’t sitting the kid on the bike, starting it for him or her and pointing them in the general direction or the track and wishing them luck.

Getting a coach for the first ride seems a little over the top and most dads won’t do it but getting a coach for the racing will, if done properly, minimise the crashes and save rider and parents from making costly mistakes.

Though, in saying that, the coach has to be in it for the riders and not just the money because there has to be a solid relationship between the coach, the rider and the parents. Again, this is not an easy gig, parents are expecting big things from their child and the coach so if the results aren’t there you can bet their child won’t be to blame.

To this day I refuse to do one-on-one coaching for riders with poor attitudes or abusive parents and boy, has that reduced my market. Sad, I know, but it just isn’t worth the trouble getting involved with that crap.

There is a big responsibility on a

coach’s shoulders when teaching young riders. Their safety has to be the key concern, a rider can’t do anything beyond their capabilities without their safety being put in jeopardy.

It’s not a matter of telling a rider to ‘just go faster’. A lot of work has to go into a rider before anything serious can be achieved, short cutting proper coaching processes will endanger a rider, simple as that.

So, to all potential and current parents and riders, have a think about a coach, even just for a brief period to get everyone on track (pardon the pun). And if you already have a coach, remember it’s not as easy as it may seem and is a big responsibility that a ‘good’ coach will take very seriously.

Buying the motorcycle and all of the gear is the easy part. To find a coach go to www.ma.org.au and follow the links to your local controlling body.

– Darren Smart

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More custom FEATURES than any Japper :- Classic “California Old School” slim chopper style - absolute quality throughout with outstanding attention to every detail - adjustable 21 / 24 inch ride height - Raked front end

with 21”front wheel - wide 16” alloy rear wheel - fuel tank centre mounted ignition switch & speedo / instrument console panel - “Bates” style headlamp - Alloy custom forward controls - Dual front discs & rear disc with twin

piston calipers - Drag bars with hidden wiring - OHC Vertical Twin cylinder Liquid Cooled, twin carby performance 4 stroke electric start engine - 5 speed, Slash cut exhaust pipes

e-torque

Protest by social media

BRYAN Gosney from Victoria is the first winner of a prize via our podcasts. He simply sent an email to us when we asked for entries and was the lucky winner, picking up a copy of Charley Boorman’s By Any Means book.

Our podcasts are a motorcycle radio show you can listen to on a computer or MP3 player (many phones will actually play podcasts); I listen to heaps of news, technology and lifestyle podcasts from the ABC, American companies and small organisations when I’m stuck in a car.

Just search iTunes or Google for more information, but podcasts keep me sane on long drives and rides these days: I can’t stand the drivel on radio anymore.

The Cycle Torque podcasts are a weekly show, with panellists discussing everything motorcycling and giving each other a bit of stick along the way.

In last month’s E-Torque I mentioned how you can read Cycle Torque’s eMag on the iPad: after that was published I received an email from Tony Smithies in Tasmania, which read ... being a nerd I now have an iPad. Loaded up iBook Reader and lo and behold the first thing that appeared (from my Podcast subscriptions) was Cycle Torque.

It looked brilliant on the iPad - far better than the old scrolling in a pdf reader. I reckon it will go “gangbusters” with the iPad (an opportunity to increase advertising rates maybe?)

The only problem was the Lauren Vickers article (which really must have been hard work but I guess someone had to do it!). That was the page I left open when I finished reading

it, and when I decided to show Alison how good the iPad was that was the first thing she saw!!! Maybe it should have been in the centre pages!

The only thing is, I haven’t been able to repeat Tony’s experience. Yep, the latest version of the App Books supports PDF and it’s easy to drag issues of Cycle Torque into the library section and view them, but I can’t get it to happen automatically: in fact, my iPad doesn’t seem to support PDF podcasts. Anyway, if you want to read Cycle Torque on a computer or iPad and are having trouble, email me at [email protected] and I’ll do my best to help.

It’s also interesting to see the web and social media starting to affect motorcycle lobbying.

The way the NSW Government has slipped in hefty increases to the Compulsory Third Party (Greenslip) scheme has angered many riders, and it’s great to see some fighting back.

Check out http://rabnsw.lefora.com - it’s the Riders Against Bureaucracy.

The Motorcyle Council of NSW is organising a protest rally on August 31 - a Tuesday - with the aim being to protest when there’s actually going to be some politicians in the building. That’s going to reduce numbers, but hopefully word will get out and there will be plenty of people there. There’s also FaceBook and Twitter feeds for RAB, and Cycle Torque will be reminding all its followers about what’s going on, too.

– Nigel Paterson

CyCle Torque online

www.cycletorque.com.au

>> E-MAG>> AUDIo & VIDEo>> BooK CATAloGUE>> NEWSlETTER

LetterstorquiNG BaCKSuspension set upsI’ve just read the letter from John Rayson in the July 2010 issue of CT and I believe that I can assist with some books on understanding and setting up suspension. I recently bought Sportsbike Suspension Tuning by Andrew Trevitt and found it to be an excellent step-by-step guide to understanding and setting up the suspension on your road bike. I also bought Performance Riding Techniques Second Edition: The MotoGP Manual of Track Riding Skills (Moto GP) by Andy Ibbott which contains a very useful chapter on setting up suspension.Of the two, I would recommend the Andrew Trevitt book first as it contains more details and I found it very easy to understand and apply to my own bike. I have set up my suspension by following the methods described in the book and my bike (a 2000 model Yamaha R1) now handles brilliantly (not that it was too bad to start with!). Anyway, I have been very pleased with both books and I’m sure that any CT readers who are interested in finding out more about setting up their bike’s suspension will not be disappointed with either. I can certainly vouch from my own experience that properly setting up your bike’s suspension makes a huge difference to the riding pleasure you experience, whether you’re scratching through the twisties or going on longer touring rides. Keep up the good work publishing a great motorcycle mag - I look forward to reading it from cover to cover every

month.Greg Camilos

Sportbike Suspension Tuning is now available from the Cycle Torque Book Shop $39.99. We’re still trying to source Performance Riding Techniques but we think we’ll have it soon - check the online store (www.cycletorque.com.au) or call the lovely Bec on 02 4956 9820.Data DotI was just reading the July edition and noticed a letter re DataDot in the letters section.To answer briefly the letter from David Walters we do have a central register where the Police can check a DataDot, and or enter a VIN.I personally do a lot of work with the Police and know that they will search a bike for DataDots, even if it is a model that doesn’t have them as standard due to the fact it makes their job a lot easier and quicker.

Kind Regards,Brett Nipperess

Which tyre?Thanks for the great article in Cycle Torque June 2010 regarding BMW R 1200 GS.Could you please advise what knobby tyres you had fitted front and back?As per your article all went well in the dirt, how did they handle on the tar?Question two, I have a 2006 R 1200 GS and currently running a Michelin AnaKee on the front and a Metzeler Tourance Exp on rear as recommended by my last BMW service guy, why I

don’t know, but based on your experience can you recommend suitable tyres, front and back for 80 per cent road and 20 per cent dirt roads only.If and when we go full dirt riding, I can then change to the knobby tyres as above.Thanks for assistance, look forward to your reply.

Mike Hockley

Hi MikeOn our long term R 1200 GS we ran the

Pirelli Scorpion tyres, which are more

suited to road than outright dirt. They

handle extremely well on the tar and offer

more grip than you would expect from this type of tyre. We also ran them on

our KTM 990 Adventure with no complaints.

Prior to this we used a set of the

Michelin Anakee road/trail tyres on our R

1150 GS hack bike. Once again these are

more suited to tar than dirt but they

were also highly rated by us for grip

and wear.In the dirt, either of these tyres will

work well unless you are taking your off

road riding very serious.

Continental’s TKC80 tyres have bigger

knobs and are great off-

road.Ed.

A good causeI am an avid reader of your magazine and use it as an excuse to duck into the bike shop to pick up the latest copy. I thought you may be interested in a ride that we are doing this October to celebrate the 10th anniversary of the Snowy Ride but more importantly try and raise some big dollars for the Steven Walter Foundation (www.stevenwalterfoundation.org.au) and their partner the Children’s Cancer Institute of Australia (www.ccia.org.au). The ride starts in Tenterfield on the 5th of October 2010 and culminates on 5th of November 2010 in Thredbo joining up with the other participants of the 2010 Snowy Ride. Basically we are riding from Tenterfield to the start of the 2010 Snowy Ride by a 15,000km detour via QLD, NT, WA, SA and Vic! I was hoping that you may be able to help us get the word out so we can raise as much money as possible for this very worthy cause. More info can be found at www.twowheelsforacause.org.Donations can be made via the everyday hero website, www.everydayhero.com.au, with all donations over $2 tax deductible.

Anthony van Gastel

Write a Letter! Win a great PriZeThis month Greg Camilos has won a Copy of Charley Boorman’s Sydney to Tokyo By Any Means DVD. Available wherever great videos are sold.Send your letters (and/or great bike pictures) to The Editor, Cycle Torque, PO Box 687 Warners Bay, NSW 2282 or email [email protected].

CyCle Torque TesT – DuCaTi 796 HypermoTarD

TesT By ‘aunTy’ mal CHerlin pHoTos By nigel paTerson

RIDING GEAR: AGV helmet, Spyke jacket, gloves by Five Gloves, Thomas Cook ‘Calibre’ boots.

The 796 Ducati hypermotard is about fun.

Passion play

THE third Ducati Hypermotard, the 796, is a smaller capacity machine which many will find is more fun and less intimidating than bigger brother 1100 and EVO SP.

Both larger bikes can easily loft the front end and pull your arms out of their sockets, if provoked.

The 796 is a little more circumspect where outright stomp is concerned, but makes up for it in sheer user friendliness. The first characteristics making themselves apparent to me were the light weight overall, combined with the lightest clutch action I’ve ever experienced on a Ducati.

This augers well for a ‘balanced outfit’, something real-world riders can confidently exploit on their favourite bit of backroad bliss. Combined with the handy nature of the 796 is another key element in the enjoymentscape, the comfort. This bike has a truly comfortable riding position, and the

seat, whilst minimalist enables easy on-bike movement in spirited riding and reasonable comfort in the transport sections. The ‘bars are wide and include foldable mirrors, and the instrument panel is borrowed from the Streetfighter model.

One would expect the steering to be light, no surprises here. All the elements of this motorcycle complement one another to such a high degree it’s difficult to imagine a more responsive, integrated, punchy yet manageable funster. We haven’t mentioned the brakes, four piston radial tackle offering great feel and incredible power.

motorvationThe engine is the familiar 803cc injected two-valver,

however it’s an upgrade on all those prior to this

Passion play

incarnation. It makes more power (81hp vs 74hp) and torque. In horsepower terms around a 10 per cent increase. Us mere mortals are said to ‘notice’ five per cent, it’s certainly there, as is the pleasant exhaust rumbles, and Ducati offers optional louder pipes, too.

More compression (11.1 vs 10.7), an 848-style flywheel and narrower crankcases all add to the result.

A larger air box and new ECU do their bit and all of a sudden I’m wondering why I think a light, 80-plus horsepower bike with more than 800cc is ‘little’ or lacks anything at all? 12 kilos lighter than its big brother, with Ducati’s new wet slipper clutch, denotes the 796 as a serious mount in its own right.

The engine liked a nice warm-up before being asked to respond immediately like many air-cooled Dukes but once warm however was

very responsive. Ordinary riding achieves this in five or 10 minutes but it was the middle of winter.

I found the suspension to my liking, probably as my 110kg preloaded everything nicely, my co-tester liked the set up on the 1100 more, and we worked out we’d swapped bikes at a point where our riding had changed from ‘sensible cruising’, to a sportier version of that. He indicated a preference for a firmer set up, while I favoured the 796’s softer settings. Just as well, there is little adjustment available except preload on the rear spring. In this day and age, it would be nice if all motorcycles had a turn-handle adjustment for the rear shock. Saves skinning your knuckles and giving up just when you shouldn’t! This is a general comment however, and it’s fair to say I could have taken the 796HM home just as she was.

S p e c i f i c at i o n S : DUCATI 796 HYPERMoTARD

Engine Type: Air-cooled V-twin Capacity: 803cc Transmission: Six speed/chain drive Fuel Capacity: 12.4 Litres Frame Type: Tubular trellis Seat Height: 825mm Wet Weight: 167kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston calipers front,

single twin-piston rear. Tyres: 120/70-ZR17, 180/55-ZR17 Price (RRP): $15,990

www.ducati.com.au

call for a quoTe1800 24 34 64

We’ll BeaT aNY PrIce GuaraNTeeD*

Continued over>

CyCle Torque TesT - DuCaTi 796 HypermoTarD

10 per cent more power!

Space-age instruments…

Handguards integrate mirrors and indicators.

Twists and turnsDuring my time with the Hypermotard I tackled a number of different

types of road. On expressways it’s easy to stay within legal-ish limits, there is no bodywork to protect you from the wind blast and 110/120kmh is a reasonable compromise. Try harder and the format of the bike forces you into that elbows out, head down, supermoto position. Very obvious to other road users you are perhaps offending the provisions of the Act (speeding), but enormous fun nonetheless.

Get onto the bumpy backroads and it’s clear she feels at home. Change direction, late brake, and charge through the hills and it’s very tempting to apply for a road closure and get out the stop watch. If there is a factory ‘hill climber’ or ‘road crosser’, this is it.

All the time the integrated balance of the design smiles at you, and shrugs, “...well, what did you expect?” Finally on dirt, awesome fun at slower speeds, makes me wonder about the potential for a 21-inch front wheeled version, and Ducati’s recent Pikes Peak hillclimb successes (with the 1100, but check this out: http://www.youtube.com/watch?v=5le-azyOB98). The Hypermotard extends sportsriding on a Ducati.

The passionThe 796 makes it accessible/affordable, and user friendly, without

seriously compromising the end product in order to achieve the result. I feel the whole HM model range is capable of calling for a better rider, but the 796 is closer to most real world riders than the 1100s which feel as if they are on serious amounts of steroids!

I am reminded of the footage of the HM launch (http://tinyurl.com/35ks5v6) at Sardinia a while back, where Ruben Xaus tortured and twisted the new bike, and that famous photo was taken (see www.cycletorque.com.au/galleryPic.php). One hand off the bars, saying ‘hi’ to the camera, knee down, rear wheel trying to overtake the front, which is seriously opposite locked… Wow! (he did it repeatedly)… and the audio revealing the shrieking screams of protest from the tyre package, heard above the velvet boom of the down changing engine.

Like all Ducatis the Hypermotard is about passion, the passion for riding, the whole visceral experience. Now, I can’t ride ‘em like Ruben Xaus, but this bike is one hell of a lot of fun, and would be an excellent starting point for such a journey.

With a new knockdown price of $15,990, the 796 Hypermotard is good buying, especially if you are after a fun bit of gear. n

Over page: The 1100>

While we are mainly looking at the 796 in this test, I also had a run on the $19,990 1100 Hypermotard, and not that long ago spent some extended time with it. In my opinion most people would probably dismiss the HM as a hoon bike,

something for short runs and insanity type fun. That would be a mistake however. Sure, the 1100 has enough horsepower to be great fun and blur scenery pronto,

but its very design allows it to lope along without fuss, eating mile after mile. The riding position might look more trail bike than tourer but once again, it’s quite a

comfortable machine to spend a day in the saddle on. Proof in the pudding for me was a trip last year down to Bright and back. I travelled around 3000 kilometres

or so in four days, including one 1000 kilometre run on the last day. The bike was equipped with factory tank panniers which looked very cool and held enough

gear to get us through the trip. The set up had the panniers sit either side of the tank and even worked well enough to keep some of the cool air off my lower

regions.Overall a very nice, and usable machine. The 1100 Evo SP is currently on sale

for $20,990.

CyCle Torque TesT - DuCaTi 796 HypermoTarD

The 1100

Great Books for Fathers DayBook review

motorcycle Camping made easyTHIS is the second edition of Bob Woofter’s publication and it covers a lot of ground as far as the basics of

camping a la motorcycle.As many people have discovered over the years, motorcycle camping offers an inexpensive, relaxing way to see

the country, enjoy nature to the point where many people see camping as the ultimate motorcycle experience.Despite the fact this book is written for an American audience it still contains a lot of useful information and

covers a huge range of checklists on packing, kitchen utensils, emergency repair kits and much more.There are sections on personal safety, balancing your load on the bike and various aspects of preparation

as far as clothing choices and camp equipment preparation. This kind of stuff is universal and a lot of it is commonsense, irrespective of what continent your are on.

As an American publication you won’t get much value out of the bibliography which contains long lists of contact details for equipment suppliers and mainland American travel bureaux.

If you’re planning a motorcycle trip in America we’d go as far to suggest this book is invaluable especially if you’ve never had any encounters with Poison Ivy and Poison Oak (“leaves of three, leave it be”). Very informative, and scary, reading.

And, of course, the ever present threat of bears inviting themselves to your campsite is something to be aware of for the mainland USA traveller.

We found it great reading even from a novelty perspective, but, leaving that aside, there is much that you can take from it that can be applied anywhere, especially some of the handy hints on packing for your trip. There are even some interesting camp recipes.

Other sections deal with motorcycle trailers in general and there’s even a chapter devoted to post trip chores covering all the equipment you’ve used and how to properly look after it.

– Motorcycle Camping Made Easy is now available from the Cycle Torque Book Shop, $34.95.

– Dennis Penzo

Great Books for Fathers Day1 legendary MotorcyclesSome bikes become legends, from Burt Munro’s Indian to the Easy Rider choppers to anything owned by Steve McQueen or Elvis. This book tells their stories. Lots of modern and old photographs, hardcover, forward by Jay Leno.was $49.99 now $34.95

2 Motorcycle Dream GaragesFantastic Spaces. Outrageous Bikes. Motorcycles live in luxurious palaces, lavishly outfitted warehouses, and gritty shops. ‘Motorcycle Dream Garages’ takes you inside these private enclaves for a sneak peak into the homes of some of the world’s coolest motorcycles. You’ll tour a secret 10,000-square-foot warehouse in New York…a private collection housed in southern California that includes more than 25 one-off customs and highly modified sportbikes-not to mention a jet-powered motorcycle.$59.95

3 Pro Motocross off-Road TechniqueIn addition to pro tips and step-by-step photos on jumping, cornering, braking, starting, training, and more, this popular dirt rider’s bible has been fully updated to include the very latest techniques in full-color photos. All-new information features data on four-stroke bikes, as well as updated information on the latest body positions, bar set-ups, and jumping techniques that reflect the current emphasis on front-wheel landings. Up-to-date advice makes this an essential guide for today’s off-road racers and riders. The author is Jeremy McGrath’s personal trainer.$44.99

4 Sport Riding TechniquesTo get the best out of modern motorcycles you need to develop your own performance. This book, written specifically for sportsbike riders, provides you with the tools and techniques to ride faster, safer. Whatever your current riding ability, this book will help you improve.Forward by Kenny Roberts, softcover, 130pages.$44.99

5 one good run-legend of Burt MunroNow a motion picture starring Sir Anthony Hopkins, The World’s Fastest Indian was released in Australia in April 2006. One Good Run is the amazing story of Kiwi motorcycling legend, backyard engineering genius and land speed record holder Burt Munro. He broke several international speed records with a motorbike he modified in his Christchurch shed and still holds several records in the US. With Sir Anthony Hopkins playing Burt, this true-life, little guy beats the odds story is bound to renew interest in one of the legends of land speed racing.$29.95

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Great Books for Fathers Day6 Dreaming of JupiterTed Simon is the author of the classic travel book JUPITER’S TRAVELS. It documents his four-year journey round the world by motorbike, travelling through Europe, Africa, South and North America, and Asia. A number one bestseller in the late 1970s, it is still regarded as one of the greatest motorcycle books - indeed, one of the greatest travel books - ever written. DREAMING OF JUPITER is a hugely inspiring read with a positive message at its heart - that even at the age of 70 you can still set off on an adventure, and be surprised and excited by what life throws at you along the way.Dreaming of Jupiter – $27.99

7 Jupiter’s TravelsFor 25 years this book has been a favourite for travellers of all kinds, but in the world of motorcycle travel it has been a true phenomenon.Jupiter’s Travels – $27.99

8 Geoff Duke and Bob McIntyre special buy one get one free $59.95 Geoff Duke-The stylish championThe winner of six world titles on British and Italian machinery, Geoff Duke was the first post-war superstar.Geoff Duke: The Stylish Champion is a hardcover book running to over 250 pages documenting the riding life of the handsome Brit. Featuring many images of Duke in action, statistics of Duke’s results and lots more, this is the definitive guide to one of the most successful racers motorcycling has ever seen.Bob McIntyr “Bob McIntyre - The Flying Scot” tells the story of the man who never actually won a world championship - but certainly deserved to. This in-depth account of his career focuses on the bikes and the races, but also provides an insight in Bob’s life away from the track. Geoff Duke and Bob McIntyre special buy one get one free $59.95

9 Motocourse 2009/2010Now in its 34th year, Motocourse goes from strength to strength as the fortunes of MotoGP worldwide continue to flourish. Motocourse is not simply a lavish document of the MotoGP and Superbike seasons, it is a highly collectable resource that has sold out for each of the past four years. It is widely recognised as the leading annual in this exciting sport.Motocourse 2009/2010 – $119.95

10 The Harley-Davidson Motor Co.This massive coffee-table book - over 400 pages, large format – depicts Harley-Davidson’s own collection of bikes, having kept one of every model it has ever produced. Quality studio photography and excellent background information tells the story of Harley-Davidson through its many and varied models. Includes prototype motorcycles which never made it to production. Hardcover.The Harley-Davidson Motor Co. – $69.99

11 Right to the Edge Charley Boorman returns with a brand-new adventure, travelling from Australia, Papua New Guinea, Indonesia, Philippines, Taiwan and Japan… by any means! Using quad bikes, hovercrafts, wooden scooters, canoes, paragliders and of course his favourite mode of transport - motorbike - Charley travels through some of the most exotic and exciting countries in the world. Along the way he encounters fascinating people and tests his endurance to the limit.Right to the Edge – $35.00

12 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

13Sportbike Suspension TuningSportbike Suspension Tuning’ covers the basics—setting static sag for your weight—as well as more subtle and advanced adjustments, such as how to optimize rear-end squat. A comprehensive discussion on chassis geometry, suspension technology, and the many interactions among adjustments helps demystify suspension tuning. Andrew also explains how to analyze various handling symptoms and make adjustments to correct them. Plus, he offers specific setup techniques for both the street and the track.Sportbike Suspension Tuning – $39.95

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eaCh

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signaTure_________________________cheques or money orders should be made out to motorcycle Publishing Pty ltd.

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

Great Books for Fathers Day

iNFoRmatioN FRom ouR aDveRtiseRs1 Thermal Jeans, now you’re CookinG!

Thomas Cook’s wind and waterproof jeans have a high quality outer denim layer and thermal polar fleece lining with deep thermal pockets. The wind and waterproof Resistex membrane features twin needle stitching and is breathable. Jeans feature rust-proof metal rivets and premium YKK metal zippers.P r i C e : $119.95 (black and indigo)ava i l a B l e f r o m : All good bike stores, online or find a stockist (03) 8872 7272m o r e i n f o : www.thomascook.com.au

2 BelT me uPBRAD the Bike Boy can supply the timing belt you need for most models of Ducati. Quality production from California Cycleworks means your belts will fit exactly and the price won’t make you scream.P r i C e : From $67.50ava i l a B l e f r o m : (03) 9563 2004 and dealersm o r e i n f o : www.bikeboy.org

3 hoT sounDs from remusREMUS Exhaust Australia has released a complete range of slip-on mufflers and full systems, including headers, for the 2009 BMW R 1200 GS. The range comes with a connection pipe that fits the OE header available in the modern Hexacone shape in either stainless, carbon or titanium skins. All have trick looking carbon end caps and removable baffle. Manufactured to the highest quality.P r i C e : Slip-ons from $1035, full systems from $2250.ava i l a B l e f r o m : Remus Australia Pty Ltdm o r e i n f o : (03) 9702 9200, tech queries 0400 982 211

4 laro Goes reTroTHIS great new Retro jacket from Laro is made from A grade leather and has a comfy zip-out winter lining and quality YKK zippers. External and internal pockets have plenty of room and there is CE approved armour on shoulders, elbows and back.P r i C e : $299ava i l a B l e f r o m : Laro Motorcycles and Accessoriesm o r e i n f o : www.laro.com.au

5 GoGGle-eyeDEKS brand GOX goggles have three new designs (Concussion, XXXX and Ingognito) all with iridium lens and a lightweight urethane blend frame for a firm, pliable feel. Top quality Polycarbonate shatter-resistant, anti-scratch and anti-fog coated lens is available. Various lenses as well as light-sensitive available.P r i C e : From $49.95ava i l a B l e f r o m : All good bike shops.m o r e i n f o : www.ficeda.com.au

6 Tyre ChanGer To make life easyNOMAR Classic Model Tyre Changers are the safe and easy way to change your own tyres. The NoMar Tyre Changers are designed not to scratch your expensive rims, it’s even safe to use on carbon rims. This is the ultimate set up for the home mechanic, track day rider or racers needing quick, safe and easy tyre changes.P r i C e : $889ava i l a B l e f r o m : Direct from MSO Motorsportsm o r e i n f o : 0413 927 155 www.msomotorsports.com.au

she’ll Be Jake maTeWE’VE been wearing our WileyX Jake sunnies around for a while now and they’re great for keeping your eyes free of

grit and dust as well as keeping your peepers safe. The removable gasket does all the work keeping

dust and assorted hazards out of your eyes so you can focus on where you’re going. Functional and comfortable.P r i C e : $169.95ava i l a B l e f r o m : All good bike shopsm o r e i n f o : www.wileyx.com.au

wiPe The Blues awayWE’VE been using a product called Blue Job to great effect to clean up our header pipes. Blue Job removes the exhaust pipe blues, burnt-on

shoe rubber and assorted marks and stains. It is formulated for chrome and stainless steel only and

it won’t scratch or dull your chrome. This easy to use super concentrated powder will help you to

wipe those exhaust pipe blues away.P r i C e : $17.95

ava i l a B l e f r o m : ZPower Australiam o r e i n f o : (02) 4229 8228 www.zpower.com.au

24 - AUGUST 2010 www.cycletorque.com.au

Storm range in store July www.horneejeans.com

CYCLE TORQUE TEST - DUCATI 796 HYPERMOTARD– Continued from previous page

10 per cent more power!

Space-age instruments…

Handguards integrate mirrors and indicators.

While we are mainly looking at the 796 in this test, I also had a run on the $19,990 1100 Hypermotard, and not that long ago spent some extended time with it. In my opinion most people would probably dismiss the HM as a hoon bike, something for short runs and insanity type fun. That would be a mistake however. Sure, the 1100 has enough horsepower to be great fun and blur scenery pronto, but its very design allows it to lope along without fuss, eating mile after mile. The riding position might look more trail bike than tourer but once again, it’s quite a comfortable machine to spend a day in the saddle on. Proof in the pudding for me was a trip last year down to Bright and back. I travelled around 3000 kilometres or so in four days, including one 1000 kilometre run on the last day. The bike was equipped with factory tank panniers which looked very cool and held enough gear to get us through the trip. The set up had the panniers sit either side of the tank and even worked well enough to keep some of the cool air off my lower regions.Overall a very nice, and usable machine. The 1100 Evo SP is currently on sale for $20,990.

Twists and turnsDuring my time with the Hypermotard I tackled a number

of different types of road. On expressways it’s easy to stay within legal-ish limits, there is no bodywork to protect you from the wind blast and 110/120kmh is a reasonable compromise. Try harder and the format of the bike forces you into that elbows out, head down, supermoto position. Very obvious to other road users you are perhaps offending the provisions of the Act (speeding), but enormous fun nonetheless.

Get onto the bumpy backroads and it’s clear she feels at home. Change direction, late brake, and charge through the hills and it’s very tempting to apply for a road closure and get out the stop watch. If there is a factory ‘hill climber’ or ‘road crosser’, this is it.

All the time the integrated balance of the design smiles at you, and shrugs, “...well, what did you expect?” Finally on dirt, awesome fun at slower speeds, makes me wonder about the potential for a 21-inch front wheeled version, and Ducati’s recent Pikes Peak hillclimb successes (with the 1100, but check this out: http://www.youtube.com/watch?v=5le-azyOB98). The Hypermotard extends sportsriding on a Ducati.

The passionThe 796 makes it accessible/affordable, and user friendly,

without seriously compromising the end product in order to achieve the result. I feel the whole HM model range is capable of calling for a better rider, but the 796 is closer to most real world riders than the 1100s which feel as if they are on serious amounts of steroids!

I am reminded of the footage of the HM launch (http://tinyurl.com/35ks5v6) at Sardinia a while back, where Ruben Xaus tortured and twisted the new bike, and that famous photo was taken (see www.cycletorque.com.au/galleryPic.php). One hand off the bars, saying ‘hi’ to the camera, knee down, rear wheel trying to overtake the front, which is seriously opposite locked… Wow! (he did it repeatedly)… and the audio revealing the shrieking screams of protest from the tyre package, heard above the velvet boom of the down changing engine.

Like all Ducatis the Hypermotard is about passion, the passion for riding, the whole visceral experience. Now, I can’t ride ‘em like Ruben Xaus, but this bike is one hell of a lot of fun, and would be an excellent starting point for such a journey.

With a new knockdown price of $15,990, the 796 Hypermotard is good buying, especially if you are after a fun bit of gear. ■

S P E C I F I C AT I O N S : DUCATI 796 HYPERMOTARD

Engine Type: Air-cooled V-twin Capacity: 803cc Transmission: Six speed/chain drive Fuel Capacity: 12.4 Litres Frame Type: Tubular trellis Seat Height: 825mm Wet Weight: 167kg Front Suspension: 43mm USD Rear Suspension: Monoshock Brakes: Twin 4-piston calipers front,

single twin-piston rear. Tyres: 120/70-ZR17, 180/55-ZR17 Price (RRP): $15,990

www.ducati.com.au



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ANDREA DOVIZIOSO

Moto National Accessories PH : 1300 885 355

www.motonational.com.au

Five australie v2.indd 1 6/07/10 11:27:48

Versatile VersysCyCle Torque TesT - 2010 KawasaKi Versys

TesT & pHoTos By CHris piCKeTT

RIDING GEAR: Suomy helmet, Spyke jacket and pants.

Adventure machine or supersize motard? The Versys can be both.

KAWASAKI’S Versys adventure machine has been overlooked by many riders in the middleweight adventure market but it shouldn’t be. With a flexible and grunty 650 twin providing power, and suspension designed to cope for exactly the roads that proliferate in Australia, the $11,999 Versys is a real rider’s machine, and one which should be on your short list if you are looking into that segment of the market, or even if you just want a versatile street bike.

on the standMost people would describe

the looks as being somewhat ‘quirky’, but then again so is every other bike the Versys is in competition with. New for 2010 on the styling front is a stacked dual headlight arrangement, a larger three-position screen, a redesigned front fender radiator shroud and a new-look muffler. Overall it looks much the same as the outgoing model, with a few updates.

The heart of the bike is of course the 650cc parallel twin cylinder engine, taken from Kawasaki’s popular ER6-n. With 64hp it’s no rocket ship but weighing only 209kg with a full tank it doesn’t need mega horsepower to perform

well.Liquid-cooling makes sure

the engine keeps a cool head, and ensuring fuel delivery is spot on no matter how high you are is the Keihin fuel injection system with twin 38mm throttle bodies. A six-speed gearbox and chain drive complete the fairly basic package.

One of the strong points of the Versys is its long travel suspension. With 41mm forks which have rebound and preload adjustment, and a side-mounted rear shock which also has rebound damping (13 steps) and preload adjustment.

The brakes are simple enough: twin 300mm petal discs and dual-piston calipers do duty at the front, while a single-piston caliper does likewise down the back.

There’s no trick alloy chassis here, a steel semi-double cradle is used to attach everything to.

on the roadWhen you first climb on

board the Versys you will notice the tall seat height. For us it wasn’t a problem but we can see it being an issue for those vertically challenged. Kawasaki probably thinks it must be a prerequisite for this class but it doesn’t have to be. That’s no reason to strike the

Versys from your list though, it’s easy enough to get the seat scalloped out.

It has a very comfy riding position and controls fall straight to hand. The three position adjustable screen is in direct response to criticisms of wind buffeting, as is the redesigned rubber engine mounts to counter complaints of excess vibration from the engine. We can’t specifically remember the previous model being bad in those areas but it certainly doesn’t look as though Kawasaki’s engineers have gone backwards on those two fronts.

Firing up the engine releases a throaty note from the exhaust, and even though the engine might ‘only’ produce 64 ponies, they are free range ponies. There’s no denying this engine likes to rev, and if sportsbike hunting on a windy bumpy road is high on your list of priorities then the Versys won’t disappoint.

If you are serious about checking out adventure roads on the Versys you will be pleasantly surprised. The bike’s main competition is the Suzuki 650 Vstrom, which is a very popular bike and rightly so. In our opinion it is popular mainly for its V-twin engine and comfortable riding position rather than its off

road prowess. Sure, it’s fine on fire trails and the like but when the going gets really tough it is out of its depth. So is the Versys, it’s in many ways more adventure in style than real ability, but it will cope very well with dirt roads, fire trails and of course the bumpy crap roads we live with. For that it is excellent, in more of a sporty package than its competition, feels nimbler and lighter, and as said before has an engine which likes to rev.

If open road adventure touring is your bag and you want to sit on 140 plus, with some dirt stuff thrown in, you may be better served looking at bigger capacity machines, but in the tighter stuff the Versys is awesome fun.

our verdictIt’s hard not to like the

Versys. True it is a basic machine if you look at the specs sheet only, but in the real world it is a very well rounded bike. The looks will polarize people, as do many bikes, and it did so in our office too. Whether you like the styling or not, an exciting and adventurous machine lurks beneath the fairing panels. It’s cracking good value too. n

Continued over>

Parallel twin isn’t shy of revving.Basic front end does an admirable job of keeping the road shocks at bay.


second opinionTo get another opinion on the Versys we sent it away for a weekend with a friend of ours, Jeffrey Bagshaw. Jeffrey is a Canadian who has spent much of the last decade in Japan, including some time racing in the national superbike championship. Even though much of Jeffrey’s recent riding experience has been centred around 1000cc sportsbikes we thought it would be interesting to see what he though of the Versys.




S p e c i f i c at i o n S : 2010 KAWASAKI VERSYS



www.kawasaki.com.au

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THE new 2010 EC 450 FSR looks fast standing still in its black livery. You can feel competition running through its veins from the moment you sit on it. A quick look around the bike and it doesn’t take long to see all the lightweight trick quality parts that make this machine race ready out of the box. From the lightweight alloy muffler to the battery-less fuel injection and hydraulic actuated clutch it’s every bit performance thoroughbred. If it’s a serious enduro race bike you want the EC 450 FSR Gas Gas has the goods.

a quick once overThe 450 Gas Gas engine in the FSR has always used fuel

injection. Last year it was changed from the Magneti Marelli injection to the Kokusan battery-less EFI so the bike will run without a battery. If that happens you will have to kick start it but it will run. Unlike the earlier version and other fuel injected dirt bikes out there the Kokusan system uses a sensor in the air intake and so will adjust the mapping to allow for different exhausts and intake modifications so it runs more efficiently.

The black plastic 7.5 litre fuel tank is slim and great to manoeuvre around but the range it offers is a little less impressive. The fuel injected engine is very fuel efficient so it doesn’t need as big a fuel tank as a carburettor-fed donk. Once the fuel level gets below full the design of the tank makes it very difficult to see how much fuel you have left and you can easily be surprised when the low fuel light

comes on, leaving you around 1.5 to 1.8 litres to find more fuel. We had the low fuel light come on after about 70km of tight single tracks. Between 90 and 100 km will probably pull this bike up on a good trail ride. Years ago enduro bikes came with long range tanks. What happened to that? But it is light and very slim and should be big enough to get you between fuel dumps on race days. For those who want a longer ride between fuel stops I believe Safari Tanks in Victoria offer a replacement with almost double the capacity of the standard tank.

There are two holes in the top of the triple clamps so there is plenty of adjustment allowing you to get the handlebar mounts where you feel comfortable. Sitting centre stage of the tapered alloy handlebars the multipurpose digital readout looks and works the part. It is backlit, functional and easy to read. There is no keyed ignition but there is a steering lock to make things a little less easy for thieves. I didn’t ride in the dark but the quartz halogen headlight looks like it should do a pretty good job.

The 48mm forks are USD Sachs with 290mm travel. The Sachs rear shock has a 320mm stroke. All have fully adjustable compression and rebound with high and low speed compression on the rear and as we found when you get them right the front in particular makes a huge difference to the way this bike comes together. Each click of the adjustment on the Sachs forks makes quite a difference to the way the suspension reacts in comparison to the Marzocchi’s used on the little brother EC 250 FSR.

Continued over>

The front upright tube of the chrome-moly perimeter frame also acts as the oil reservoir for the dry sump engine, using an alloy rear sub-frame. Plastic covers protect the frame from your boots to stop them wearing the paint off your new baby. At the rear of the seat a single bolt allows access the foam air filter. A finger-operated cam lock would have been a nice touch here to make a filter change a tool free easy operation. The alloy gear change lever has a flexible tip and the foot brake lever has an adjustable and replaceable tip. Everything is lightweight and built strong and it is a joy to run your eye over.

The rideSwinging a leg over the EC450 you notice the height of the

grippy seat. It feels tall but comfortable and commanding. The footpegs are a decent size and feel nice and high without making you feel cramped. Clutch travel felt light and progressive but needed to be pulled almost in all the way to the handlebar and tended to drag a little occasionally.

Nissin brakes felt very good both front and back and never had an issue pulling the bike up effectively and providing good feel when you need it. Like the clutch these were hydraulically operated with nice steel braided hoses to keep the fluid pressure under control. The lightweight brush-guards proved surprisingly more durable than they first appeared and successfully kept the greenery off the levers. Of course they

S p e c i f i c at i o n S : GAS GAS EC 450 FSR

Engine Type: Liquid-cooled single

Capacity: 449cc Transmission: Six speed/chain

drive Fuel Capacity: 7.5 Litres Frame Type: Deltabox Seat Height: 940mm Dry Weight: 118kg Front Suspension: 48mm USD Rear Suspension: Monoshock Brakes: Single 2-piston caliper

front, single piston rear. Tyres: 90/90-21, 140/80-18 Price (RRP): $11,950

www.gasgasaustralia.com.au

won’t save your levers if you stuff them into the ground.

When we first took the bike out the suspension felt noticeably firm and the compression damping felt harsh on any bumps. Any good jolts made the steering a bit of a handful, causing forearm pump even kicking the handlebar out of my left hand coming down a quick rocky stepped section. This result left me riding one handed like a rodeo rider and lucky not to come off. The steering was sharp, light and fast which was great in tight single track, but hard hits on the front suspension made it very tiring to control.

Chasing a fix we backed the compression screw on the bottom of the forks almost all the way out leaving the rebound and rear suspension adjusters set at mid setting. The transformation was amazing with my forearm pump disappearing straight away. Suddenly the front had manners, response and felt great. After that it just all came together. If you set the suspension up right it will reward you in spades, get it wrong and you will hate it, so take the time to get it right.

The engine is a star. The magic button fires it into life with a nice deep and muffled note through a very great lightweight alloy silencer that lets all its horses run free. The bottom end of the power range pulls away easily and gives the engine great breadth, maybe not as strong as some low down, but the power progresses to a very strong midrange and hard hitting top end with great legs. It’s a very flexible engine born to race. The harder this engine revs the more this

bike rewards you. Powering through six well-spaced gears you can find corners arriving faster than your mind so make sure you pay attention. There always seemed to be a gear for the job. Top gear has long legs and will sit comfortably at 110km/h on the open road.

A great feature of fuel injection is even after the bike falls over it will fire back into life without a problemm with no fuel leaks, no fuel taps, no flooding, no problems. The twin radiators keep the water cooled engine happy but if the going gets real tough and you move so slow the wind don’t blow there’s a thermo fan on the right side to keep things cool.

Some riders’ boots tend to catch on the side cover over the airbox which can be a little irritating at times. It really depends what boots you are wearing as it is the plastic armour patches sewn on them that can cause the problem. It can be an irritation but not a deal breaker. Considering this bike had only done 1000km and about 20hours I was disappointed to see those great looking stickers starting to come off in several places. Another annoyance was the nice alloy sidestand which only has a very small foot and seemed to sink into almost anything that resembled anything less than rock hard dirt allowing the bike fall if you don’t watch it. It does tuck nicely out of the way when up so it won’t come down when you bottom out.

verdictThis bike definitely feels fast and has

been built to ride hard and at 117kg

feels very light and manoeuvrable. The engine just wants to go racing and once the suspension has been sorted out everything else will fall into place. At $11,950.00 (inc GST, + ORC) and with a 12 month warranty this is a bike to take seriously. The 2010 EC 450 FSR will again prove the pedigree that has won the brand so much respect in the trials bike world. It bristles with quality and has looks to kill. Always a forerunner in the technology and performance I’d expect to be seeing this bike at the pointy end of the field come race day. n

Gas Gas 450 engine is not short on mumbo.

Forks are on the firm side. Likewise for the Sachs shock.

Spoilt for choiceCyCle Torque TesT – yamaHa wr250F & 450F

TesT By sHaun moloney pHoTos By nigel paTerson

RIDING GEAR: Fox helmet, Scott nylons, Alpinestars boots

Yamaha offers nimbleness and mumbo in both of its enduro four strokes.

Continued over>

Spoilt for choice

YAMAHA’S WR250F and WR450F have been class leaders since they were first released, but they certainly suit different needs and riders, so taking the opportunity to take both into the bush to find the differences was an opportunity we couldn’t pass up.

It’s a terrible thing to be spoilt for choice when it comes to choosing the right machine for your off road needs, but with the two bikes available from Yamaha the division between the two is not as clear cut as you may think. Apart from the engine capacity of one being 250cc and the other being 449cc, the WRs have a great deal in common.

Both bikes have a power delivery that is very usable, without being intimidating, and this equates to a less fatigued rider, who is able to keep on the throttle for longer periods. This smooth power also becomes your best ally when the terrain gets ugly, as either bike can tractor along with a minimum of fuss. Don’t think for a moment that Yamaha has dulled down either of these motors as we at Cycle Torque can certainly testify to the fact both of these

engines love to rev, especially the smaller 250cc machine. no fuel injection?

Motors for both the WR250F and 450F still retain the five valve, double overhead cam engine, dry sump lubrication, five-speed transmission and electric start, with a kick for back up. It may come as a shock to some, but Yamaha has retained carburation on both bikes instead of fuel injection which is seen as almost commonplace on current enduro bikes. The WR250F uses the FCR MX37, while the WR450F keeps the FCR MX39 carbie, both of which are fed via the eight litre fuel tank. Whether the GFC has been the reason for Yamaha to not follow the fuel injection path or they are simply planning to release an entirely new WR model with EFI in the future, it remains to be seen, but it certainly leads to plenty of discussion around the office and out on the trail.mini thumper

On the trail is where both these bikes shine, and for different reasons. On one hand the WR250F feels light and nimble, tipping the scales at 118kg with fuel, steers like a

gem and feels very sure footed. The motor, as mentioned, loves to rev and this is truly a high point of this bike, but due to its very forgiving nature a less experienced rider can throw a leg straight over it and not feel overawed by it. Much of the positive feel and handling manners derives from the frame and suspension, which on the WR250F feels very good. The adjustable 48mm Kayaba USD forks have a smooth action and provide plenty of travel from the 300mm on offer and will tackle without complaint almost any obstacle an off road rider is likely to encounter. At the rear a Kayaba shock keeps the back end tracking in the right direction and is completely adjustable for high and low speed compression damping and rebound, offers 310mm of travel, while the large piggy back reservoir aids fade resistance.The big girl

The WR450F on the other hand has gob loads of usable grunt, with a motor that will tractor you out of just about any predicament, but with a twist of the throttle the wick lights up and cracks

you through the trees with gusto and this is where you realise that you are in big-bore country. Weight is certainly a noticeable difference between the two bikes, but it is fair to say that the WR450F is far from a heavyweight tipping the scales at 123kg with eight litres of fuel on board. A very broad power spread allows the rider to get the most from the 450 and with the Kayaba suspension package akin to its sibling the whole package works very well from a trail rider’s perspective. Minor tweaks to the front or rear end suspension is all we would prescribe to set the bike up for the terrain and rider’s skill level, which is certainly available through the 20 way adjustment for compression and rebound on the front end.

Noise levels from the lightweight exhaust on both the WR250F and WR450F are very pleasing and certainly don’t show any restriction to the power spread of either motor and unless you intend on using either bike for competition use, you would not rush out and waste your hard earned dollars on an aftermarket exhaust system.

Continued over>

Common bitsKeeping with a common theme of these

bikes is the braking system, where wave rotors feature prominently; both front and rear and equipment are Nissin aluminium calipers. Up front a 250mm floating disc handles the duties, while a 245mm disc handles things out back, thanks to the integrated rear master cylinder and reservoir unit. We have always liked the feel of the front brake system on the WR models and nothing has changed on the 2010 models, with the front end offering a firm and positive feel to the rider. The rear end has equally good feel and because it works so well, can go unnoticed.

Front brake levers on both bikes are nice and short, with two fingers all that’s generally needed to apply the right amount of stopping pressure. Looking across the bars ’to the clutch lever, Yamaha has managed to stick with cable actuation, with on the fly adjustment and a rather long and outdated lever.

Hydraulic actuation is better, but admittedly more expensive and probably a few grams heavier.

Pro Taper bars are a nice inclusion and make the cockpit area feel quite roomy. A small on/off button beside the digital speedo enables the electric start to be activated, while on the flip side a kill button on the clutch side stops all engine activities. There are plenty of options and modes within the digital speedo, such as a clock, trip meter, and with the push of a button the ‘race’ function is activated, which delivers a timer, distance compensating tripmeter

and average speed to all assist those cutting times on a loop.which one?

It could be fair to say that the Yamaha WR250F and 450F are your typical ‘meat and three veg’ machines, they are as reliable as the day is long. They are a hard machine to overlook when it comes to value for money and they are a proven favourite for both trail riders and racers alike. Sure there may be more exotic machines available, but can they boast what these machines offer in terms of rider comfort and rider experience, and of course both bikes are LAMS approved which certainly adds to their appeal.

It’s certainly not hard to see why the Yamaha WR450F and the WR250F are some of the best selling bikes in Australia as they are bikes which can be ridden by a novice rider all the way to an expert. They have race proven heritage and bang for buck that are hard to beat.

Until this occurs we will just have to cope with being spoilt for the choice of deciding which bike is best suited to you. Our recommendation is to find a friend, take both bikes out for a test ride and the one your mate doesn’t choose to buy, is the one you go home with. Problem solved.

But seriously, if you’re not sure if you really, really need the power of the 450, buy the 250. One day, when you know you need more grunt, trade it in.

Yamaha is also running a promo with a cash back on both bikes, free jet washers and pit tents too. The promo runs until August 24. n

250cc donk is one of the best in its class.

450cc engine might be a powerhouse but it’s also very user friendly.

You don’t need any more than this to pull up.

Plastic bash plate is surprisingly sturdy, although many will want to change it for an alloy unit.

S p e c i f i c at i o n S : YAMAHA WR250 (450F)

Engine Type: Liquid-cooled single

Capacity: 250cc (450cc) Transmission: Five speed/

chain drive Fuel Capacity: 8 Litres Frame Type: Alloy twin spar Seat Height: 990mm Wet Weight: 118kg Front Suspension: USD Rear Suspension: Monoshock Brakes: 2-piston caliper front,

single piston rear. Tyres: 90/90-21, 130/90-18 Price (RRP): $11,999 ($12,999)

www.yamaha-motor.com.au

CyCle Torque TesT - KymCo agiliTy rs 125

TesT By Dennis penzo pHoTos By nigel paTerson

Commuting in style

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RIDING GEAR: Zeus helmet, WileyX Jake sunglasses, Ixon jacket, gloves by Five Gloves, Draggin oilskins jeans, Spyke Matador boots.Commuting

in style



on the standAt first glance the Agility has a nice stylish look with the dual

halogen headlight taking up pride of place on the front windshield.Blinkers are built into the smaller handlebar shield and there is a

very study rear rack which offers a pillion grab bar.The seat looks thick and plush and our various pillions didn’t

complain during testing - always a good sign.There’s a nice flat floor for the rider to place his or her feet and we

liked the patterned rubber footboard - very grippy.

on the roadKymco’s new RS 125 scooter comes with an air-cooled 125cc four-

stroke engine which drives the CVT transmission that features a high strength material belt.


I even doubled the boss around while he was trying to shoot some tracking video for one of Cycle Torque’s many new video projects and the RS 125 didn’t suffer too much. Far be it for me to describe my boss as “big” but he’s certainly heavier than me and the Kymco survived both of us.

Easy access to carb should make maintenance cheaper.

Lift seat to put fuel in. Kymco’s own brakes look flash and do a reasonable job.

Continued over>

The 12-inch alloy wheels are a good size, even for around town commuting, because if you live in NSW you know what kind of potholes you are going to encounter on a lot of our roads. Having a decent wheel diameter makes a big difference to rider confidence, not to mention safety.

Hydraulic forks up front and a single-shock at the rear do their job and, even with the boss’s weight on the back, we didn’t bottom out the travel.

The front brake is a petal style disc brake which does its job, with a drum brake on the rear, again it’s enough to cope with the pressures you will put this little commuter under. Interestingly they are Kymco branded brakes.

There’s plenty of carrying capacity and storage space on this machine including very roomy underseat storage which also gives access to your carby via a pop-up lid.

Easy to read instruments include all the regulars you’d expect like warning lights, fuel gauge, analogue speedo and even a digital clock.

The fuel tank has a capacity of five litres and is accessed under the seat. Doesn’t sound like much but we ran this thing around town for a fortnight and didn’t fill it up once!

Kymco has been around for a while and been building a variety of motorcycles, quads and general commuter and domestic machines.

They run their factories with a ‘minimum parts construct’ philosophy, the end result of which is to reduce the purchase cost of the scooter and minimise the energy source needed to run it which in turn aims to reduce running costs overall.

The company is certainly doing something right in Australia because results from the Federal Chamber of Automotive Industries (FCAI) show that Kymco while still in its early stages in Australia, owns an impressive 2.4 per cent of the motorcycle market. It is one of the few scooter manufacturers to post growth over the same period last year with 22.5 per cent sales growth in a market that has contracted.

on the walletScooters of this capacity are built for a specific purpose, and that’s to be as safe, reliable and cheap to run as possible. And

the Agility RS 125 certainly fits that bill.The recommended retail price for the is $2490 + ORC so it’s certainly not going to be a big drain on the old hip pocket and

all Kymco scooters and motorcycles come with two-year factory warranty so there’s peace of mind in there as well.For more information contact Kymco on (03) 9580 0788 or check out www.kymco.com.au. n

CyCle Torque FeaTure

Festival of Thump IT STARTED off as just a ride to Sydney to visit the Deus Ex Machina temple of enthusiasm for their Festival of Thump last month.

But it ended up so much more than that. Ostensibly it was an excuse for a ride to Sydney to clear the cobwebs out of my T100 Bonneville, as well as an excuse to enter it into the Deus owners Show ‘n’ Shine competition.

But my son Shayne, having the day off, decided to join me on his new Suzuki GSX-R750. I can still remember the first time I put him on an old 350 single dirtbike on the abandoned airstrip near Ebor, out past Dorrigo.

He hadn’t reached his teens yet. I sat behind him, reaching over with my hands on the controls to show him how they worked and after a few minutes I jumped off the back and let him go.

At the end of the day the only thing that would make him get off was when it ran out of fuel.

He still has that attraction to the dirt and also maintains a 250 Kawasaki for that purpose.

We got up early for the ride to Sydney from Lake Macquarie - I had to be there early to enter the Show ‘n’ Shine - and it was a great morning for a long ride that covered everything from suburbs, city and freeway.

The Festival of Thump of course is inspired by the SR single-cylinder engine which Deus uses in so many of its custom bikes, so it was inevitable that prizes in the Show ‘n’ Shine would cover Best Custom, Most Original SR and a trophy for Boundless Enthusiasm, inspired by SR parts.

My Bonnie was parked next to a 1953 Speed Twin which was owned by Scott and looked fantastic, so I was in fine company. I

even bumped into Carl Batey from Cafe Racer who is an engine tuner extraordinaire.

Veteran dirtbike champion Geoff Ballard was there too, even winning the tyre changing contest. How could anyone even think about going up against Geoff in a tyre-changing contest? That guy has changed more tyres than I’ve had breakfasts - and I’m a hearty eater!

It’s interesting to see how the Deus philosophy has spread and there was a selection of stall holders for products, designs and designers, accessories, secondhand bits and pieces - a little bit of everything.

There was live music and lucky door prizes. Proceeds from the small donations at the gate went to the youth homeless charity Light House Foundation.

And then we got to spend several hours in the saddle to get home again on a glorious winter day. Father and son days don’t get much better than that.

There’s a photo gallery of the Festival of Thump available on the Deus website, www.deus.com.au/gallery then go to Events.

– Dennis Penzo

Translyvania liveTouring FeaTure – riDing THrougH romania – parT 1

TRANSYLVANIA’S touring charms include amazing scenery, ancient architecture, crumbling soviet-era infrastructure and great food, Oh, yeah, there’s also some great riding roads and driving a stake through the undead to make them dead, too…

My wife Kerrie and I were there as guests of tour company Transylvania Live, having accepted their offer of a seven-day tour: I’d had to convince Kerrie the place was not fictional first though: Transylvania is a region of Northern Romania.

Once I told her we would be staying in Count Dracula’s castle for a night she became a definite starter. She’s watched too many Twilight movies I think. Organising it all was easy via email, and although I’ll have to admit I was a bit sceptical about it all being kosher I was prepared to give it a go and book flights etc. Plus, when I mentioned the trip to my good mate Glen, he invited himself and his wife Sue along for the journey, and if Glen got ripped off I knew I’d never hear the end of it. Glen and Sue headed off two weeks before us for a

bit of a European holiday and we met in Munich the day before our Transylvanian tour.

Day one When we arrived in Cluj Napoca in Romania, and right in the

heartland of Transylvania, our tour guide Alin Todea was there to greet us, which to be honest was a wonderful thing to see. We got to meet the other member of the tour, Geoff Thomas, a freelance journo’ representing The Rider’s Digest from the UK, so it was to be six people on four bikes, including Alin. He told us he likes to keep the groups small so they are easy to guide, but he can, and has, catered for much larger groups.

Travelling in the backup van from the airport into Cluj Napoca was an experience. I’d never been to an Eastern European country before and in Cluj Napoca you can see the remnants of communist rule, what Alin called, ‘Stalinist Architecture’, row after row of identical concrete

Cycle Torque’s Chris Pickett took off to deepest, darkest Transylvania, and when he came back he

could still stand daylight.

Outside the salt mine, ready for a week of riding.

Translyvania liveTouring FeaTure – riDing THrougH romania – parT 1

The former salt mine, just outside Turda, is now a tourist attraction. Check out the row boats at the bottom of the shaft.

housing blocks. I’d seen it on television before but to see it in the flesh is something else. It was almost as if you expected to be seeing it in black and white, at least that’s how I remember it on TV. The weather was a balmy 30 degrees or so, and the beautiful young ladies walking around the city competed with the architecture for my, and Glen’s, attention.

We arrived at a house in the city where Alin informed me one of us would have to ride the BMW F 650 GS to our first overnight stay at Turda, some 30 kilometres away. Negotiating with drivers who don’t worry about lanes was another ‘first’ experience. Another thing I did notice was the difference in wealth: Audis and flash BMWs sharing road space with Dacias and old Renaults.

When we arrived at Turda we booked into a nice hotel and shortly after Alin took us on a short ride to a massive gorge on the outskirts of town, funnily enough called the Turda Gorge. This was an eye opener and a taste of roads outside of the major city. Much

of the housing and infrastructure is in a very rundown state, sort of like your next door neighbour who’s been owner-building his house for the last 20 years and hasn’t done a very good job. But to be honest this was part of the whole experience I was looking for, and I really enjoyed it. We were to find out later that home owners don’t pay tax for their house if it’s incomplete, so houses tend to stay that way for many years, if not forever. It then absolutely pissed down and hailed on us but the gorge was a special visual treat.

To cap off day one we had a great meal supplied by Transylvania Live, met the rest of the crew for the first time and were treated to a traditional ceremony where the undead are made dead by driving a stake through the heart. Don’t worry, no vampires were killed during the ceremony. I was excited about learning more of the Romanian culture and fellow riders and hosts. Over a few beers, and Vampire Punch, I learned that Geoff basically sold everything he owned, bought a Triumph

Tiger and did the ‘Long Way Round’ trip, inspired by well known travellers Ted Simon, Charley Boorman and Ewan McGregor. As part of the grieving process when both his parents died he placed their ashes on the bike and took them as well. He’d only recently got back from spending three months living on next to nothing in Asia, something he continued to do on our trip.

Footnote 1: The Romanian drivers aren’t as bad as the Internet bloggers said they were.

Footnote 2: Romanian people are very friendly.

Day TwoWe left our hotel at Turda, and on the

outskirts of town we visited an old salt mine which has been turned into a tourist attraction, complete with a number of amazing structures which look like alien spaceships. It was here you really notice the different levels of occupational health and safety, with dodgy steps and so on through the salt mine. Once again I think this is part of the

Continued over>

The infamous Trans fagarasului hwy

beauty of Transylvania, it is almost like one or two steps behind more developed countries and it takes you back to a time when things were simpler and people took responsibility for their own actions.

On from there we travelled towards the city of Medias via Ludus and Iernut visiting a World War II memorial. In Medias we met an 80-year-old former engineer turned artist/sculptor who showed us his works and took us to see a fortified church, where in medieval times the occupants could hole up if they were attacked. It’s hard not to find the history overwhelming. Mr Emil Muresan

is an amazing man and had so many ideas of future technology. He was very interested in our culture and what we thought of Romania. He is also a famous artist in Romania, and especially his own city. We got another torrential storm while in Medias and enjoyed a traditional meal in a restaurant while we waited out the storm.

From there we continued on to the Medieval city of Sibiu which has homes dating back to the 13th Century. We arrived there in the evening while still light, it doesn’t get dark until 9pm or thereabouts in summer. Sibiu is known as the City of Culture and it’s not

hard to see why. It’s hard to describe in words how beautiful Sibiu is, and being a Saturday evening it was packed with people enjoying the town square. We also visited a monument which took pride of place in the town square until 1945 when the Communists were going to destroy it. Overnight the Saxons (what Romanians call people of German extraction) removed the statue, which is about three storeys high, through some small doorways into the square in the middle of a block of apartments. No-one really knows how it was done, and not many people even know where it is now because it sits on private property.

The medieval town of Sibiu. A communist style apartment block dominates the skyline.

This is another reason why having a guide with so much knowledge is a major bonus on a trip like this.

It was hard to leave the historic Sibiu but we put on our waterproofs and headed out into the darkness towards Sibiel, about 30 minutes ride away, where we stayed at the Sibiel Hotel which was at the end of this stone road. I thought we were heading into the unknown and we came upon this fantastic hotel where we enjoyed some local beer and food - fantastic. Our rooms were like a scene out of Hansel and Gretel. Glen finally calmed down after his heart rate went through the roof on the slippery cobbled road we negotiated in the dark and rain.

Footnote: I think Romanian drivers are a little crazy, well at least some of them are, especially on weekends.

Day ThreeWe left Sibiel and headed back towards

Sibiu where we filled up the bikes. I’ll go back a step here and tell you why my wife Kerrie and I were on a BMW R 1200 GS, and not the F 650 GS machines the rest of the group were on. Back on our first night Alin held a lottery draw where you drew a number and selected whichever bike you wanted, depending on which number you picked. I got number four so that meant I had last choice. Geoff went for a yellow F 650, Alin for his personal red 650

and Glen for the 1200. Of course that meant I had the remaining 650. A few well placed words cured that though. Glen usually rides a cruiser and has no experience on the big adventure bikes, so I started talking about the tall seat being hard work in tight and dodgy conditions, especially two-up, how you have to be careful with ABS in the dirt and so on. Of course this isn’t exactly true but his wife Sue let him know in no uncertain terms they would be riding the 650. So day three again saw us riding the 1200 – mission accomplished.

This was the day we experienced the Trans Fagarasului Highway, made famous in recent times by the British Top Gear program which saw the three presenters drive exotic sports cars through Transylvania and along the Trans Fagarasului. The road heads up into the mountains and was built back in the early ‘70s by the Romanian Army as a way of getting troops and machinery across the mountain range. It was feared Russia would invade Romania as it had done Czechoslovakia, and the then leader Nikolai Ceaucescu - incidentally shot on Christmas Day 1989 during the revolution - had the road built. Hundreds of troops were killed during construction of the road and it stands as a permanent monument to them. Because of Top Gear you will find many Romanian families and tourists trying out the highway

as a Sunday drive, heading up to the highest point at the top of the snow covered mountain. The view is breathtaking, the road itself is a rider’s paradise, and although the surface is a little rough in spots it is OK where it matters. On the way up I must have been shaking my head, as my wife asked me was I disappointed? It was the complete opposite. I was amazed. Once again it is hard to find the words to describe such beauty. A coffee at the top of the mountain topped off a great ride up. The girls then went in the car with Alin’s lovely wife Hertha, and the boys got to play racer on the way back down.

From there we headed to the city of Brazov, again another city steeped in history. A lovely evening in the Medieval town square with local beer and food topped off this incredible day. At this stage we are all loving Romania. It was here we said goodbye to Alin and Hertha who had been our hosts so far. They both own the company and wanted us to experience other guides who work for them. It was sad to see them go, they are both extremely lovely and gracious people.

Footnote: Felt like experiencing a little road rage with one Romanian driver in a BMW wagon. Mostly the drivers are fine, but you do get some who are very impatient.

Next month we get closer to Count Dracula.

Don’t wait until next month, read it all now: www.cycletorque.com.au/transylvaniaTour info: http://www.romania-tour.com/motorcycle.html

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Cycle Torque August 2010