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KIWI RIDER 5

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COVER STORY KTM RC8 R 18KTM ups the ante in the Superbike sector with a new, improved RC8, the higher-spec R.

ROAD FEATURESAPRILIA RSV4 25Hot on the heels of Max Biaggis rst SBK race win comes our rst ride on Aprilias all-new RSV4.

VICTORY 8-BALL 31In which Big Dave comes across all portentious after sampling Victorys 8-Ball custom

ROAD BIKE BUYERS GUIDE 36On occasion of two-wheelers joining their four-wheel counterparts at Aucklands Speedshow we put together a sampler of our favourite sporty road bikes

TECH TALK 49Ducati comes under the Michael Esdaile spotlight this time in the second to last look at this seasons World Superbike Championship contenders

BIG SKY, BIG COUNTRY - 57Wellingtonian Alan Doak sees the South Island through fresh eyes on his return after way too many years on two wheels.

SCOOTER SAFARI 63Racing Dave and a group of friends got together to give a mate a bit of a hand.

STH CANTY 100 YEARS PT 5 67Last look at the South Canterbury Motorcycle Club as the build-up to its 100th anniversary celebrations reaches its zenith.

DIRT FEATURESRED ALERT 112Hondas CRF450X is one of the most popular large capacity off-roaders on sale here. Dirt tester Ollie S. discovers why it is so popular with recreational riders.

ACROSS THE GREAT DIVIDEAND BACK - 119In which pro mountain biker Mark Cabin Leishman (winner of this years Karapoti Challenge) comes over to the dark side for a months powered competition on a Kawasaki KX-F250

DIRT BIKE BUYERS GUIDE 36Some of our favourite sporty dirt bikes

BRIGHT LIGHTS, BIG CITY 131This time its intrepid reporter Steven Croad chronicling local enduro star Rory Meads trip to the annual Endurocross in Las Vegas

ROADCRAFT WORLD JUNIOR MX CHAMPS 135They came, the saw and American Eli Tomac and Aussie Jay Wilson conquered at the 2009 RoadCraft World Junior MX Championships at Taupo

ROUND THE (EAST) CAPE AND BACK 147This time its of ce manager Linda Glasswell who writes up a recent ride from Auckland to the North Islands East Cape region and back

KR KIDS 161Eli Tomac interview and the usual words from our regular columnists (and top-rated NZ racers) Courtney Duncan and Hamish Dobbyn

REGULARS ROADROAD NEWS .................................... 8

RIDDEN ............................................ 45BMW K 1300 S

LETTERS .......................................... 73to the editor

MORONEY ...................................... 75What you ear in the air

NASH ............................................... 77Each to his own

BORN AGAIN BIKER...................... 79Keeping close company

BRONZ ............................................. 81Forewarned is forearmed

CLASSICS ....................................... 83Yamahas XS1100

GASTROM RIDER .......................... 87Matakana House bar & bistro

ROAD COMPETITION.................... 89

ROAD PRODUCTS ........................ 92See it, want it, must have it

REGULARS DIRT DIRT NEWS .................................. 107Chris Birch second in Romania

DIRT COMPETITION .................... 135

LONG TERMER ............................ 145Ollies Yamaha YZ450F

TRAIL TIPS .................................... 153Tread pattern & tyre presure

DIRT PRODUCTS ........................ 154Need it, want it, must have it

JOSH COPPINS ............................ 158

HANDY ANDY ............................... 159We live in interesting times

LOOKING BACK ......................... 165It was ve, ten and fteen yearsago today!

BIKE MART ................................. 169

Contributions: Kiwi Rider wel-comes editorial contributions from its readers. If you would like to write something up for KR e-mail a prcis to the Editor at editor@kiwirider.co.nz. Electronic trans-mission of words (Microsoft word.doc) and pictures (hi-res jpgs) preferred.

Advertising: Got a hot product or service and want some real bang for your advertising buck? KR offers a complete in-house advertising design and production service. To nd out more talk to Pete (pete@kiwirider.co.nz) or Ian (ian@kiwirider.co.nz)

PAGE 25

6 KIWI RIDER

SUMMER?BRING IT ON!

Its been an epic couple of months alright. But if any-thing, it looks like the ridings going to be even better in the next six!

PUBLISHED BY: McStannic Publishing LtdPOSTAL ADDRESS: P.O. Box 299, Kumeu, Auckland COURIER ADDRESS: 127 Moire Rd, West Harbour, Auckland

PHONE: 09 416 5307 Fax: 09 416 5308PUBLISHER: Pete McPhee Of ce: 09 416 5307 Email: pete@kiwirider.co.nz

SALES AND MARKETING Ian Ferguson Of ce: 09 416 5307 Mobile 021 446 164ian@kiwirider.co.nz

BIKE MART ADVERTISING: Todd Suther-land: 021 709 989 or Alan Duff: 027 264 3383

EXECUTIVE EDITOR: Ross MacKay editor@kiwirider.co.nz

DESIGN/LAYOUT: design@kiwirider.co.nz or set.up@clear.net.nz

PHOTOGRAPHER: Geoff Osborne Ph 415 2555 ospics1@xtra.co.nz

REGULAR CONTRIBUTORS: Roger Moroney, Andy McGechan, Mike Nash, Ben Townley, Josh Coppins, Michael Esdaile, Big Dave, Racing Dave, Ollie Sharp and Andy Lyver

DIRT EDITOR: Ollie SharpON-LINE EDITOR: David Cohen

PROOFREADING: Linda GlasswellPRINTERS: GEON GROUP, AucklandDISTRIBUTION: Gordon & Gotch Ltd, McStannic Publishing Ltd.

OPINIONS: Opinions expressed in Kiwi Rider are not necessarily those of the editor or publisher. While every effort is made to ensure accuracy, the publishers accept no liability for any error or omissions contained herein. COPYRIGHT: This magazine is copyright in its entirety. Material may not be printed without the written permission of the publishers.ISSN 1177-0023

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What a couple of months eh?

In KR this month we cover the RoadCraft Junior World Championship meeting in Taupo, feature a rst ride impression (sort of thing) about Aprilias stunning new RSV4 sportsbike and lead the magazine with a test of KTMs much improved RC8 R.

In the dirt section Ollie nds lots to like about Hondas CRF450X enduro bike and guest rider/writer Mark Cabin Leishman looks at three different off-road events (which he rode on a Kawasaki KX-F250) from the perspective of a pro mountain biker.

In between weve got all sorts of inspirational stories, one about getting back on a bike after a long break and using an epic ride to reacquaint yourself with some of the best parts of our beautiful country, another about how a group of bike riding workmates got together to raise money for an ailing colleague.

In each case the link is a motorcycle, or in the case of Racing Dave and his cohorts at Air New Zealand a bunch of scooters.

Thats the great thing about bikes and bike people. While theres a strong individual streak in all of us we like nothing better than getting together to share our passion.

Yes I know you can say the same to a point about any group with a

shared interest. But by their very nature and availability bikes transcend all sorts of seen and unseen social boundaries and barriers.

Weve got a rich heritage of activity and achievement in this country as well, as Robert Cochrane has been uncovering in his series building up to the South Canterbury Motorcycle Clubs 100 year anniversary.

Road, off-road, MX, Speedway, Trials, Road-Racing, it doesnt seem to matter. If there are two wheels and an engine involved Kiwis will be in the thick of it, here or overseas.

Spring, of course, is a great time of the year if youre involved in bikes with year-rounders nally able to zip out those thermal liners and pack away those winter gloves, and their fair-weather brethren returning to our roads and our tracks/events/bike parks, often with a new bike either underneath them or on the trailer theyre towing behind the SUV.

Here at KR were gearing up for the summer Adventure Riding season with plans for staff members to do the Yamaha Safari and KTM Big Sky Adventure.

Between now and then there will of course be some recce and general getting-ready-for- it rides, which could include Publisher Pete and Stretch on Petes recently purchased two-wheel-

drive (ponder that for a second!) Ural sidecar!

Speaking of other big events on the horizon, S & M (thats sales & marketing) man Ian Ferguson is off to the USA (literally as I write this) to check out Can-Ams new Spyder touring model (complete with trailer!), Big Dave and columnist Nash have already cordoned off the last weekend in November to attend this years Burt Munro Rally down Invercargill way and Racing Dave has alerted me to the fact that early in the New Year there will be a story coming from him on the 2010 Dusty Butt endurance/adventure ride.

Its been an epic couple of months alright. But if anything it looks like the ridings going to be even better in the next six!

To which all I can say is; bring it on! KR

www.planit.org.nz

Proudly brought to you by Honda and One Industries

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8 KIWI RIDER

CHCH BIKE SHOPS CELEBRATE SPRING Five years ago this October Harley-Davidson dealers Eric Woods Motorcycles, now Rolling Thunder Motor Company, invited their customers and friends to Biketoberfest, a celebration of motorcycling at their shop in Manchester

St, Christchurch. The event was a major success and became a key feature of the

South Island H-D motorcycling calendar. This year will be the fth anniversary of

Biketoberfest, and Chris Elles, Dealer Principal of Rolling Thunder has made the decision to invite all of the other motorcycle dealers in Manchester St to participate. Motorcycling is about community, breaking barriers and having fun, so we want to share the event with fellow bike shops said Elles. Manchester St has become Christchurchs motorcycle alley, and bikers can enjoy the best of British, European, Japanese and American bikes in one small area. Were all working together to make this the biggest and best urban bike event in New Zealand. The event starts on Friday night with rider training at Ruapuna Raceway, followed by a party in Poplar Lane. On Saturday all the dealers will be open and have specials, demo rides and entertainment, before a number of rides set off to explore the region. There will be something for everyone before the centerpiece of the event, the annual Bikers Ball. On Sunday the bottom of Manchester St will be closed and there will be entertainment, a bike show and rid-ing demonstrations. For more information about Biketoberfest contact any of the participating dealers: Rolling Thunder Motor Company, Harley Davidson: ph 03 366 0129 Street and Sport Motorcycles, Triumph: Ph 03 366 2201 Casbolts, Ducati and Honda: ph 03 366 4401 Sportzone Suzuki: Ph 366 0893. Or visit www.biketoberfest.co.nz

CHARITY RIDE WITH A DIFFERENCE In 1959 missionary Frank Carter purchased a DOT motorcycle. Some 50 years later he is riding the very same bike from Cape Reinga to Bluff, arriving at the Burt Munroe Challenge in Invercargill in November. Frank owned the bike till 1968 and said farewell to it for good, or so he thought when he left the bike in Papua New Guinea, where he and his wife Ruth had been missionaries since 1961. While in PNG the bike was the familys only means of transport. Frank aims to fund raise to purchase a relief plane for MAF (Mission Aviation Fellowship). Every three minutes a MAF plane is taking off somewhere in the world because World Vision, Tear Fund, Unicef, Medair, the UN, the WFP, Samari-tans etc rely on MAF getting supplies and aid to them. For more information and/or the opportunity to help go to The Redeemed Motorcycle Ministry at

www.theredeemed.org.

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VEALE IS LATEST KIWI RECORD SETTER

Aucklander Dean Veale is the latest Kiwi two-wheel record setter following in the footsteps of Invercargills late, great Burt Munro at the Bonneville Salt Flats in the United States.

At Speed Week on the Bonneville Salt Flats this year, Veale, from Kau-kapakapa on the Queen Citys north-western fringe, rode his cut-down Suzuki Hayabusa-based sports bike (nick-named The White Elephant) to a new world speed record in the 1650cc A-G class of 311.2 km/h, a good six km/h faster than the existing mark.

Veale was one of a number of Kiwis campaigning on the Salt Flats this year and needed just two runs to create the new average record speed.

NOT SO LUCKY

Fellow Kiwi Alan Thoresen was not so lucky despite setting a new personal best speed on the salt ats of 317.92 km/h (198.702mph). Riding Black Thunder, his well-used Kawasaki ZX-14, Hamiltonian Thoresen, remained shy of the 324.4 km/h (214 mph) he needed to break the existing speed record in his class.

Wheelspin at high speed remains Black Thunders Achilles heel, observers noting that they could still hear the bikes

Dean Veale (top three pics) returned home with a new World Land Speed Record after this years Speed Week event on the Bonneville Salt Flats in August. Compatriot Alan Thoresen found it harder in his class, com-ing up shy of the exist-ing record courtesy a number of issues.

back wheel spinning beyond the two mile marker at these high speeds.

A recall on his calibrated electronic speedometer after the run con rmed the big Kawasaki was indeed wheel spinning with the rear wheel rotation being beyond 220mph.

Gearing issues, traction issues, and unexpected electronic problems added to the frustration as Thoresens Kawasaki was knocking on the door of the magic 320 km/h (200mph) mark.

BACK NEXT YEAR?

But enthusiastic as ever he is eyeing a return to the salt ats in 2010 to try again.

We have to take what we have gained this year at Bonneville, a personal best of 198.702mph plus the additional seat time and experience we have all gained to try and increase the speed by almost 28 km/h (17mph) over last year, he told KR.

Bonneville Speed Week 2010 will be held in August and Thoresen and his team are already contemplating this challenge on the Salt Flats and the Land Speed Record. KR

WORDS: Staff PICS: Dave Ayres/MotorSport Media

KIWI RIDER 9

HUNDRED THOU HYOSUNG Take a look at the speedo, more particularly the odometer. Thats correct, it reads a whisker short of 100,000 km. How many of us have racked up that sort of distance on one bike? Not many is our guess. How many will have done that on one bike in a little over three years? Very few, most probably. And how many will have done that on a GT250 Hyosung? Well, this is where Wellingtons Greg Wilkinson differs from the average Kiwi rider. He has achieved all of the above, and more. Not bad for a bloke who took up motorcycling about four years ago to save on the cost of running his Nissan Mis-tral 4WD diesel to and from his Petone-based printing business! Commuting more than 400 km a week gave Greg the bug to go further a eld. Quite a lot further actually, which is how he has managed to clock up the equivalent of two and a half times around the earths equator on his Korean V-twin. Or if youd like a comparison closer to home, seven and a half laps of that wide brown land next door. Greg is no stranger to logging big distances on his vehicles. A former Mini enthusiast, he clocked up almost half a million miles (800,000 km) in one of the seven that he owned. But he loves his Hyosung and reckons the change of distributorship last year was the best thing to have happened to the brand. Since the changeover, spare parts prices have dropped and availability has improved BIG time! I am amazed at the amount of spares Hyosung New Zealand has in stock. So whats the secret to Gregs pretty much trouble-free run on the GT250 Hyosung? Warm the engine up before you go and change the oil, oil lter and air lter at the recommended intervals. For the record, Greg had the engine apart recently to replace a bearing, and says the cyl-inder bore still had the original honing marks on them. Now hes on his way to his second hundred thou-sand kays

CASTROL SUPPORT TO CONTINUE Castrols sponsorship of the annual Road Race Championships is set to continue, the ve-round 2009/10 series to be known as the Castrol Power 1 New Zealand Superbike Championships. The series is set to kick off at Christchurchs Ruapuna circuit on January 16-17, with rounds to follow at Teretonga on January 23-24; Levels Raceway on January 30-31; Manfeild Raceway on February 27-28 and, nally, at the new Hampton Downs circuit, near Meremere, on March 27-28. Mo-torcycling New Zealand is delighted the Castrol Power 1 sponsorship will continue, as it gives us the ability to maintain our momentum in road racing, said Motorcycling New Zealand president Jim Tuckerman, Auckland.

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WORDS & PICS: Big Dave

I have to admit it was a phone call Id been anticipating for about 18 months or more. It was from Sales Manager Leigh Beckhaus at Triumph importer Triumph NZ telling me that she had new Tbird demonstrators that needed shaking down.

Bed the brakes - vary the throttle - get the skin off the tyres, make sure they are good to go to the general press and dealer demos. And you, Big Dave, are the man to do it!

Actually make that you.and Stretch!

There were two demonstrators to run in you see, one by me, the other by that other KR roustabout, Stretch. And true to form I met the bugger at TNZ about three minutes after getting the call.

WHAT AN ENGINE!

We hit the Freeway and headed west. Wow. What an engine. I was instantly impressed by how strong and hownice it felt. Not a particularly creative adjective I know. There are demos at selected Triumph dealers now. Take one for a ride and Ill be surprised if somewhere along the way you dont think niiiice!.

Stretch had a stop off at Henderson Film Studios and the Showbiz folk had a very big drool over the machines while we were there.

From the glamour we headed out to Bethells Beach and a bit of twisty back road, up to Scenic drive for a portrait shot and back to base via the Western Freeway.

VERY TIDY

The bikes handling is very tidy, the brakes really impressed, the gearbox is

THUNDERBIRDS AREHERE

Triumphs Thunderbird demos parked up for a quick scenic static (top) and Stretch putting in the hard yards running in his! Its a dirty job, yaknow, but someones got to do it!

crisp and it throws around nicely. Cornering clearance seemed good for a cruiser, but still a cruiser. But cruise it does very, very nicely.

We returned with the bikes shooken and us smiling.

There were quite a few Tbirds in crates being shifted around the warehouse for dispatch when we arrived.

So we can happily report that The Thunderbirds are here and they are fabulous.

Well have an opportunity for a longer test and better impressions after the of cial launch so keep an eye out in next months KR for a fuller report.

If you are one of the folks with your deposit down lucky you! KR

10 KIWI RIDER

WORDS: StaffPIC: BMW Motorrad

Australia and New Zealand BMW importer BMW Motorrad is pleased

to announce the appointment of a new dealer in Wellington, Lower

Hutts Motomart.

With a state-of-the-art facility, Motomart has room for over 200 new and used motorcycles, including a 450sqm service area complete with specially trained BMW technicians to ensure BMW customers, and their motorcycles, receive the very best in care.

Motomart was originally founded in 1995 by Pat and Carol McLoughlin and is now recognized as one of the countrys leading motorcycle retailers. A testament to this is the fact that Motomart was voted as Ducatis number one New Zealand dealer and is also one of New Zealands largest Honda dealers.

Since the announcement we have received overwhelming support and interest in the BMW brand from new and existing customers. We welcome this opportunity to be able to expand our business and the Motomart team are looking forward to working with the BMW Group, says Pat.

The of cial opening of BMW Motorrad at Motomart was held on Saturday 22

NEW BMW MOTORRAD DEALERS

Overseas models shown with optional accessories.

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August, 2009. Motomarts superstore is located at 7 Rutherford Street, Lower Hutt Wellington.

For more information please visit www.motomart.co.nz/.

The appointment of Motomart is not the only change in the BMW Motorrad lineup in New Zealand either. With the closure of Christchurch business Canterbury Rides, BMW motorcycles look set to be sold out of the Garden Citys BMW car dealership, Jeff Grey BMW Christchurch.

More on that move next month. KR

Motomart founders Pat and Carol McLoughlin outside the BMW Motorrad part of their Rutherford St, Lower Hutt business, Motomart

After stringent quality control, two witnesses and some delicate nger work Linda Glasswell (KR of ce manager) pulled two very lucky buggers names from the entry box. Congratulations to Mark Cunningham of Christchurch (top photo) and Graeme Hurring of Napier for entering the Olympic Bonneville Watch Competition and winning themselves a very smart looking time piece each. They have already been noti ed over the copper

BONNEVILLE WINNERS DR

KIWI RIDER 11

The 2.8km circuit shows a lot of promise, with some exciting elevation changes and complex blind turns, not to mention the at out sweeping front straight.

Hampton Downs Ride Days (info@hamptondownsridedays.co.nz) and the California Superbike School (info@californiasuperbikeschool.co.nz) will be operating at the venue, so please contact them on (09) 412 6266 or via email to cement your place in history. The ride days will start in October, with the Superbike School starting in November. KR

0508 842 867 | www.victorymotorcycles.co.nz

VICTORY MOTORCYCLES @ VICTORY AUCKLANDUNIT 1, 180 GREAT SOUTH ROAD, TAKANINI. PHONE 09 299 1006.

A N E W S T A N D A R D . A N E W E X P E C T A T I O N . T H E N E W A M E R I C A N M O T O R C Y C L E .D E F Y I N G C O N V E N T I O N A R O U N D E V E R Y C O R N E R .

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Youve seen the California Superbike School ads in KR for the past six months and if youve been as keen as us youve been a regular visitor to the Hampton Downs website.

But when is the track ACTUALLY going to be open? And more importantly, when can you join one of the local branch of the world-renowned California Superbike Schools Ride Days at the new north-Waikato circuit?

The answer, according to Darren Sweetman of the local branch of the School, is October which is when you will be able to leave your knobby tyres at home and put your favourite road tyres on your bike with the opening of the rst of the two internationally certi ed tracks at the venue.

John Hanna and Darren Sweetman of the California Superbike School haggle over suitable tyres as they wait for sealing work to be completed at the Hampton Downs circuit.

WORDS: StaffPIC: CSBS

and by all accounts it made their days - good on you guys!

The Bonneville range is available in six different colours, uses the nest materials and starts from a very well priced SRP of $325.

Kiwi Rider would like to thank everyone that entered the competition and Olympic Swiss NZ for providing the watches. More information regarding the entire Olympic Swiss range available in New Zealand can be found by popping over to www.olympicwatch.com or by phoning Olympic Swiss Auckland 09 271 0357.

WATCH AWN!

RIDE DAY UPDATE HAMPTON DOWNS

12 KIWI RIDER

Capitalising on the markets renewed interest in under 250cc road models Yamaha Motor NZ has added a 125cc model to its YZF-R range

The trick little fuel-injected 125 is the work of the same engineers who created the companys YZF-R1 and YZF-R6 supersport bikes and is powered by a liquid-cooled, 4-stroke, 4-valve, single cylin-der, SOHC engine tuned to deliver free-revving performance right through to maximum power at 9000rpm.

The chassis features a Deltabox frame and aluminium swinging arm for outstanding handling performance, and 5-spoke wheels help to minimise uns-prung weight.

A large diameter 292mm front disc with a 230mm diameter rear disc make for effective stopping power, and the aggressive R-series bodywork lets eve-rybody know exactly where this bike is coming from.

The YZF-R125 is targeted at the dis-cerning buyer who demands best-in-class engine and handling performance as well as winning R-series style.

One of the most signi cant features of the new R125 is that it has been con-structed with a full-sized chassis, which is unique in its segment. For example,

the wheelbase on the new Yamaha R-series is 1353mm, over 58mm greater than a typical sports 125, which helps to enhance stability.

The larger physical size of the ma-chine also allowed Yamahas designers more freedom in creating a sporty yet comfortable riding position. And nally, the larger chassis gives the machine far greater presence on the street.

Complementing the race-bred Delt-abox frame is a cast aluminium swinging arm. By keeping unsprung weight low, this high quality swinging arm allows the link-type rear suspension system to operate more ef ciently and deliver more responsive handling qualities.

The YZF-R125 is expected in Yamaha dealer showrooms in September. It will be available in two colour options, red and blue, and will carry a recommended retail price of $8,999. KR

BMW SURPRISE WITH S 1000 RR PRICING Sportsbike fans are still going to have to pay a price premium for BMWs new S 1000 RR but not as great a one as many in the market suspected. In fact, when announcing local pricing for the companys rst ever production Superbike, Australia-based New Zealand importer

BMW Motorrad Australia added (no, this is not a typo) to their press release. The basic

NZ price will be $27,325 though that will not include the companys much-vaunted elec-

tronic ABS and traction control system (which will be available as an option for $NZ3,119). BMW dealers here are currently taking orders for delivery in the rst quarter next year of produc-tion road-going versions of the bike which is taking on the Japanese at their own game on the World Superbike Championship circuit this year. Based round a beam-type aluminium frame and 999cc four cylinder engine the S 1000 RR is said to weigh just 184kg dry and produce 143 kW (193 hp) of peak power at 13,000rpm

TRIP DOWN MEMORY LANE KRs recent series of articles on the South Canterbury Motor-cycle Club and its upcoming 100th anniversary has proved wildly popular with many a rider and/or fan delving into their own archives for pictures of themselves with long hair, ares and early Japanese performance bikes. Former production racing star Ian Dawson is one and he sent us a great pic of himself on his way to winning the 250 proddie race (in lap record-setting pace) at Levels in 1981. Ian tells us; Behind me is Kerry Chapman and behind him is Greg Bramwell. We were all on the rst LC 250 Yamahas raced in New Zealand. There were only ve of these pre-production models. One for me (which I had to buy) one for Greg Bramwell (whos dad bought it for him), and the others for Kerry Chapman, Iain Pero and Joanne Meiklejohn. Kerry Chapman went on to win the championship, Iain Pero would nish second and I was third overall as I failed to nish the last race of the season. That said I won the 250 TT that year at Ruapuna. Thanks Ian, and if anyone else has some nice sharp period pics like Ians which have been scanned and are e-mailable, wed love to see them. Who knows, they might even spark a new column.

SMALL BIKES TO USE PUSHBIKE LANES? On to more serious topics and a recent study conducted across the Tasman con rms what most of us already know - when it comes to road crashes, motorcyclists and scooter riders are vulnerable. What spiked our interest in the story from Motorcycling Australia however was

the fact that the organisation believes that vulnerability should encourage authorities

to open bicycle lanes to smaller capacity

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Kawasaki has a reputation for building fast, exciting motorcycles. Motorcycles, however, are only one of the products the diversi ed industrial conglomerate makes and sells.

For instance, Kawasaki has a key role in developing products for the new International Space Station.

Japans portion of the station has been under construction for about a year now as the station orbits nearly 40kms above the earths surface.

Kawasakis role is in developing the Japanese Experiment Module (JEM) also known as kibo, the Japanese word for hope.

Two NASA space shuttle ights in early 2008 ferried Kibo components to the ISS. And on March 15 this year a third shuttle ight was launched carrying Koichi Wakata, the rst Japanese astronaut to spend an extended time on the ISS where he prepared for the

WORDS: Staff PIC: Yamaha

KAWASAKI LAUNCHES NEW MODEL

No its not the latest Ninja, rather this is a shot of the ISS which Kawasaki is contributing parts to.

YAMAHA ADDS 125 TO YZF-R RANGE

nal assembly of the Japan Aerospace Exploration Agencys (JAXA) Kibo module.

The ISS is a research facility funded and used by 15 countries including Japan, the US, Holland, Italy, Sweden, Switzerland and Russia.

The station can accommodate a crew of three astronauts who continually operate it to maintain a constant human presence in space. KR

WORDS: Staff PIC: Kawasaki

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motorcycles and scooters There has been an enormous investment in creating safer lanes for bicycles in capitals and major cities across the country, said Motorcy-cling Australias Dan Rotman, but riders of scooters and Powered Two Wheelers [PTWs] - are locked out of them because of legislation and regulation. He said that

there had rightly been an effort to protect bicycle riders from other traf c, but that

legislators and road constructors seemed to have forgotten that riders of PTWs were even

more vulnerable than bicyclists. While injury trends for bicycle riders and car occupants are in decline, riders of PTWs remain highly vulner-able, and part of the solution could be extending the use of bicycle lanes in selected locations, Rotman said. Bicycle and PTW riders have a lot in common- a similar exposure to risk, size and footprint- and much of the new bicycle lane infrastructure could safely and easily accom-modate both user groups. Not every bicycle lane would be appropriate, Rotman said, but theres a great opportunity to conduct a trial to establish how, and where the protection of these exclusive lanes could be extended to all vulnerable road users. Motorcycling Australia said that it would like to work with bicycle user groups, the MRA, car user groups and Government to work out how this could be best achieved.

AGE LIMIT FOR SUPERBIKES IN CANADA In other, related, safety issue news, Canadian state Quebecs automobile insurance board is hoping strict rules on motorbike ownership will cut road accident rates. The Societe de lassurance automobile du Quebec, or the SAAQ, will restrict access to high-powered sports bikes to riders over 25 or with more than ve years experience. The board hopes it will protect sports bike a cionados who they contend are over represented in accident statistics. Because their data suggests the risk of accidents is directly linked to cylinder size and the type of motorcy-cle, its divided motorbikes into two categories: high-risk sports bikes designed for speed and performance, and regular motorbikes. The SAAQs president, John Harbour, says the tighter restriction will allow riders to work their way up to driving the faster, more powerful models. The status quo will remain for those who already ride those motorbikes but the new wave of riders will have gradual access, he said. Its not only novice riders wholl face restrictions. Even bikers who hit the age and experience benchmark could be forced off the high-powered models if they have a poor driving record. Its like being a good fa-ther, Harbour said. Its about knowing at what point someone is ready to drive such-and-such a model. But the provinces motorcyclists have so far been unimpressed. Theyve been holding regular weekend protests - dubbed Operation Snail - by driving en masse along Quebec high-ways at minimum speeds. The bikers are upset over registration-fee increases that started last year. Riders with the most powerful models have been the hardest hit, seeing annual fees spiking from $667 in 2008 to $1,030 this year. But the province contends the bikers should pay more

because they have a higher rate of accidents and are a bigger drain on public insurance.

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THIS MONTH ON THE WEBSITE

WORDS: Staff PICS: Big Dave

Our web poll last month asked How many motorcycles do you own and it pro-duced an interesting result. Two was the most popular response in the early going, but over the course of the month one proved the most popular response.One 36% Two 22% Three 17% Four 8% Five 9% Six to ten 5% Ten + 2% Other 1%

Which adds up to 63% of respond-ents own more than one motorcycle.

LOOK AND LISTEN!

We have ride impressions and quick icks, some with short video grabs (mainly so you can hear what they sound like) on a variety of bikes. Triumph Thunderbird, RSV4 Aprilia, Guzzi Bellagio, Dorsoduro and others that we are working on as the mag goes to press.

As part of our event sponsorship package weve uploaded Geoff Osbornes full photo set of riders in the Dead Toad and Dead Tadpole Cross-Country races. We tried to get as many of the eld as possible and can email you a high res le if youd like one to print out.

Our Cool Gear and Hot Products site

is also live. Were featuring product re-views and news in a separate section and will build the content monthly. Well keep it up to date with our impressions of the gear were using and bike product news.

There are excellent reports from Jim in Wellington and his trip to the Mods & Rockers run in Christchurch and the news pages feature items weve plucked from the net and newswires.

IM A KIWI RIDER(AND IM OK!)

Our new music player opens in a pop up window that you can send to the back and listen while you browse. First up is Fatt Max and our new theme Jingle Im a Kiwi Rider see if you dont hum that ditty to yourself when sitting at the next set of traf c lights.

The B side The Two Stroke Cowboy is also a bit of a laugh. Max has some more rocky songs under production now.

Our You Tune channel has a great bunch of vids that weve found around the net and is updated regularly too.

Plus there are all the regular features, cartoon, event calendar, downloads and games.

Log on and check us out www.kiwirider.co.nz KR

Hey, hey, check Neil and Alison Waugh on holiday in Vietnam but keeping up with the play with a copy of their favourite magazine. Neil tells us; We had a great time observing the loads the locals managed to put on scooters, often getting them to market. Got some postcards showing live pigs, poultry, and even one showing a live water buffalo calf, all tied up on the back. Also (for anyone out there who wears a tie to work) if youre planning a trip to Vietnam, take a photo of your

THEYRE READING OUR MAG WHERE?

bike, or a bike you like and they will have it on a silk tie the next day!

Thanks Neil...for the words, pics...and idea! KR

WORDS: Staff PIC: Neil and Alison Waugh

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WORDS: StaffPICS: Todd S.

Aucklands North Shore now boasts a new motorcycle Superstore with the recent opening of the relocated Cy-clespot Honda at 63 Barrys Point Road.

Proprietor Grant Wool-ford went all out with a big opening night on Friday September 4 and a heap of in-store prizes. It certainly looked to be well received with liter-ally hundreds of people checking the new store on the Friday night and hundreds more on the Saturday.

Road race and moto-cross superstars Aaron Slight and Shayne King (respectively) joined in the celebrations, as did Wayne and Dale

Painter. The pair won a trip for two to the 2009 MotoGP at Phillip Island!

In what are seen as tighter nancial times, its heartening to see the likes of Cyclespot, Motomart in Wellington and Sportzone in Christchurch, raising the bar and giving customers a better shopping experience.

Roll on summer we say. KR

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Its been a while since we checked progress on Wellington chopper man Ferdinand Valks radical Suzuki Intruder, Mr Wolf.

A quick call to Ferdinand revealed a couple of changes and a CD of updated pics arrived a couple of days later.

Since we last pro led the much-mod-i ed bike, Ferdinand has gone to work on the exhaust pipes (imported from the US) shortening the top pipe and ling a couple of cms off the slash cut end to give it a much more aggressive look.

Since tting the extended forks and hav-ing the bike painted in its Mr Wolf livery, Fer-dinand and partner Karen have been thinking about the next stage, which involves some even more ambitious mods.

After checking through various maga-zines and websites weve decided that the look we want means changing the frame to make the bike even more streamlined. We have had a look around and found the frame we want in Germany. Its the only one weve found which will allow us to change the existing 170 back tyre on a 15 inch wheel to a 200 section tyre on a 17 inch mag. When we get it we will also drop the carrier but do a new back seat and sissy bar.

At that stage we will also get our tal-ented artist friend Dean Lawrence who did

the stunning Mr Wolf graphics on the petrol tank to do some more work on the front and rear fenders and the side covers.

Ferdinand and Karen agree that the project is taking a lot longer than they rst envisioned but say that it is very much a labour of love, and that wherever they go they get a fantastic response, meaning they are by no means the only chopper fans in the Wellington area. KR

Mr Wolf in all his extended fork glory and the modded slash-cut exhausts.

MR WOLF UPDATE

WORDS: Staff PICS: Ferdinand Valk

CYCLESPOT HONDAS NEW SUPERSTORE

Meanwhile, just up the road, Holeshot Motorcycles unveiled the new Triumph Thunderbird a few days earlier.

The team decked the showroom out as an all Triumph affair with the usual suspects attending.

Everyone seemed im-

pressed when Jamie red the Thunderbird up. Comments were made on the low seat height and comfort of the rid-ing position.

The consensus on the 1.6 litre parallel twin?

A nice little bike, and when can we ride it? KR

WORDS: Staff PICS: Todd S.

THUNDERBIRD LAUNCH

Centre of attention. Triumphs new Thunderbird took centre stage at the Holeshot Motorcycles function in Auckland.

Cyclesport Honda proprietor Grant Woolford (right) with opening function special guests Aaron Slight and Shayne King.

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With the paint barely dry on the original RC8, Austrian manufacturer KTM has added a new big-bore R version to its road bike line-up. KR Editor Ross MacKay has the story.

WORDS: Ross MacKay PICS: Geoff Osborne

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RReal progress, or so they say, is about steps. Small steps. A good example is KTMs new RC8 R.

Sure, bar a new graphics package, it LOOKS just like the RC8 which spawned it (and which by the way still sells alongside it). But progress has been made. BIG progress at that. And its all a result of a host of small steps.

In theory the main one is an increase in engine capacity from 1148cc to 1198cc and with it a worthwhile increase of 14 kW in peak power. But the increase is only one of a myriad of similarly small steps (see sidebar story) which has made an interesting if not quite fully developed rst attempt (the RC8) into a bone de Superbike shootout contender.

Where to start?

The world launch of the original RC8, KTMs rst V-twin Superbike, is as good a place as any. Kiwi Rider was represented by Bike Mart man Todd S. Road-racer Todd was in his element at the Ascari circuit in Spain, reporting back that the new KTM combined a lusty V-twin engine with a sharp-steering yet impressively stable trellis-style frame and excellent real-world ergonomics.

The only y-in-the-ointment appeared to be issues, mentioned by some, ignored by others and generally down-played by KTM, about gear change action.

Fast forward to a bitterly cold and wet Powerbuilt Tools International Raceway (pause for breath) at Ruapuna Park in Christchurch for the low-key local launch several months later and it was me in the seat.

My rst impressions were of a bike that only KTM could have built, its sharp, angular looks and snappy, impatient power delivery the tarmac equivalent of a 450EXC off-roader.

Ride, handling and ergos were just as Todd had told us, though the gearing was way too high for all Ruapunas frustratingly slow-entry corners and, yep, the gear lever action was closer to that of an old-skool Harley-Davidson than a contemporary Japanese or Italian sportsbike

A year on and the R model arrives at Kastle KR looking like it has been dipped in matt black paint. Personally, I much prefer the deep, lustrous metallic

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orange of the original bike but theres no doubting the intent of the R with its strong mix of orange trellis frame, white belly pan, matt black tank and fairing sides, with contrasting orange and white number boards on each side of the nose.

FIRST THINGS FIRST

Why add a second, more expensive model to your edgling Superbike line-up so soon after the rst one?

The obvious answer is that the R is a more tightly targeted sports model better suited to Track Day use.

That said, I de nitely dont want to characterise the R as some sort of rip-snorting, narrowly-focused Ducati 916-esque sportster which requires total commitment from your brain and body. Because bar the extra capacity and higher spec, the R is identical, ergonomically, to the base model, which set new standards in all-round rider comfort (for a sportsbike) on its release.

As delivered, for instance, the test bike had its clip-on handlebars mounted approx 15mm below the line of the top triple clamp meaning they could have come up that much had I thought too much of my torso weight was being supported by my wrists.

The RC8 and RC8 R are bikes you sit down into rather than on top of and while

ground clearance is not an issue theres still plenty of room for your ankles and knees.

A MAJOR PLUS-POINT

This is a major plus-point if you are considering using a high performance Superbike-style bike every day and its something both the RC8 and R do so much better than for instance Aprilias tall and quite cramped RSV Mille (the original twin, not the new V4), that youll wonder what the Italians were thinking about at the time.

Climb on, settle in, plunge your gloved hand down in front of the triple clamp to locate the (almost hidden) key, thumb the starter and the larger capacity, higher compression (from 12.5 to 13.5:1) engine erupts into lusty life before settling into a hard-edged rat-a-tat idle.

Squeeze the light, springy hydraulic clutch lever, select rst gear and..hello, they HAVE xed the problem with the selectors (or whatever it was).

Ease the clutch out and two things strike you (well at least they did me). For local use the steering lock is a tad restrictive (not by much but you notice it every time you climb on and try to ride away in anything but a straight line), and the gearing is still too high.

While Im pointing out the negatives

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Distinctive RC8 silhouette gets matt black mix to make sure up-spec R model stands out from the crowd. Gearbox upgrade transforms basic bike and new, higher R spec (which includes bigger bore and extra peak power and torque) means KTMs distinctive V-twin now has the function to match its hard-edged and serious form.

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The key difference between the RC8 R and RC8 is in the new, slightly larger capacity engine and with it an extra 14kW of peak power.

Like Ducatis the move made sense once the FIM allowed manufacturers of twin cylinder machines the extra leeway (up to 1200cc) to continue to be competitive with the 1000cc four cylinder on the World Superbike championship stage.

In KTMs case the extra capacity has come via an increase in bore size from 103mm to 105mm and with it a slight change in cam timing and downstream upgrades to the water pump allowing for the greater heat produced by the larger capacity, more powerful engine.

There are a hundred and one other differences of course, the main one (if youve ridden an 08 RC8) being a wholesale re-design of the gearchange mechanism.

On the original RC8 there was a rolling keerunch as the countershaft wrestled the drive chain into submission when you selected rst and the changes were long-wind-ed, awkward, and often false, reminding many who rode the bike of pre-upgrade Harley-Davidson gearboxes.

Though most journos seemed to pussy-foot round the issue, KTM correctly identi ed it had a problem and quite literally went back to the drawing board to create a new, smoother-operating shift drum and build in greater free play between the gears themselves.

The result is in a word stunning, with RC8R action the equal of any other top- ight sportsbike on the market. Pull in the clutch, select rst gear and it now snicks rather than crunches into place and changes from gear to gear are absolutely seamless, whether youre going up or down, and/or using the clutch or quick-shifting.

Some achievement in just one model year and the good news is if you already own an RC8 your KTM dealer can retro t the new parts.

Handling-wise there was nothing really wrong with the original RC8 though the R feels at once lighter and even more nimble than the original thanks, no doubt, to the reduction in unsprung weight brought about by the move from standard cast aluminium alloys to lighter, freer-spinning forged Marchesinis.

There have also been some subtle geometry changes though and these, Im thinking, have settled the front end (which was a little ighty). The main one is an increase in trail (from a scant 92mm to 97mm) which comes cour-tesy a change in fork offset to 34mm meaning the rake of23.3 remains the same.

Suspension-wise there arent the changes between standard and sport upgrade youd see with a Ducati (who swap Showa units for Ohlins) but thats as much because KTM owns WP who supplies all their spec equipment.

According to the factory, the RC8 Rs forks and shock are optimised for the more speci c requirements of Track Day work rather than the broader requirements of everyday road riding.

R-RATED RC8

Id also like to add my voice to those critics of digital block rev counters. The RC8s engine revs smoothly and fairly evenly from idle to its nominal redline (and beyond in fact) of ten-and-bit thousand rpm. But as a rider you seem strangely isolated from what the engine is doing, an old-skool analogue dial and needle a much more user-friendly way to keep an eye on what the engine is doing.

ON THE ROAD.AGAIN!

That said I dont think I got near the soft rev limiter in a week riding the RC8 R on the road around Auckland. With no Track Days through the worst part of the winter and Pukekohe booked out most Fridays I had to content myself with the odd touge (Japanese word for canyon) run north-west of the city.

Not exactly the ideal way to test a track-ready Superbike but, as Im often told by distributors and various other industry people, you bloody journalists expect everything handed to you on a plate!

Be that as it may I can tell you that once your right hand and wrist get used to the typical V-twin vibes through the hand grips (it takes a ride or two for the pins & needles to go away), the R turned out to be quite a handy weapon, surprising me with the compliance of the upgraded WP forks and rear shock and the unique mix of quick, nimble steering and

peerless side-on stability.

Climbing on and off it into and out of corners isnt as easy as it could be, with the tank (really a plastic shroud surrounding the airbox) feeling just a tad too wide where your knees clamp it, and your body positioned a lot further back than it is on a typical (particularly forward-inclined engine) four cylinder machine.

I tried sitting as far forward as I feasibly could (see pics) but when you do that the combination of lusty V-twin acceleration and engine braking, and a snappy throttle means your private parts are in the ring line.

Get your head around sitting more in the middle of the bike though and the result is an almost eerie calm, particularly when youre on the side of the lovely, sticky Pirelli Diablo Supercorsa tyres.

Add in typically brilliant power and truly sublime modulation from the radially-mounted Brembo monobloc caliper front brakes and youve got a chassis package distinctively different yet as dynamic and con dence-inspiring as any from Ducati or Japan Inc with enough adjustment to further ne-tune it to your particular preferences.

TO SUM UP

The RC8 R arrives on our mar-ket at an interesting time and at $37,995 sits neatly price-wise between its four cylinder rivals

2010 KTM 1190cc RC8 - R

ULTRA EXCLUSIVE ONLY 2 IN NZ AND WE HAVE ONE OF THEM

KIWI RIDER 23

SPECIFICATIONSKTM RC8 RENGINEType: Liquid-cooled fuel-injected DOHC 75 V-twin 4-strokeDisplacement: 1195ccCompression ratio: 13.5.01Peak power: 125 kW @10,250rpmPeak torque: 123Nm @ 8000rpmBore x stroke: 105 x 69mmStarting system: ElectricEngine management system: CDIFuel system: Keihin fuel-injection w/52mm throttle bodyClutch: Wet multiplateTransmission: 6-speedFinal drive: Chain

FRAMEType: Chromolybdenum trellisSwingarm: AluminiumSuspension: Front: WP USD43mm w/adj preload, high/low speed compression & rebound damping. Rear: single WP shock w/adj spring preload, high/low speed compression & rebound dampingBrakes: 2 x 320mm rotor discs w/4-piston radially-mounted Brembo calipers front; single 220mm rotor disc w/2-piston caliper rearWheels: Marchesini forged aluminium 17 in. dia front & rearTyres: Pirelli Diablo Supercrosa 120/70-ZR17 front & 1990/55-ZR17 rear

DIMENSIONSWheelbase: 1425mmRake: 23.3Trail: 97mmSeat height: 805-825mm (adjustable)Dry weight: 182kgFuel tank capacity: 16.5lRRP: $37,995Test bike: KTM NZ Ltd

GEARHelmet: Arai RX7 GPLeathers, gloves and boots: Teknic

from Japan and now Germany (BMWs S 1000 RR) and Italian exotica like MV-Agustas F4 312 and Ducatis limited edi-tion 1098 R homologation special.

While cynics might look at the trellis-style tubular chromoly frame and V-twin engine and dismiss it as a Ducati wan-nabe, theres enough unique DNA in the RC8 and now the RC8 R to more than justify its place in the Superbike scheme of things.

Last year I felt that, in its original form, the RC8 was not quite there, the gearch-ange action colouring my overall opin-ion. This year the R, and with it I would imagine the base RC8, is the complete package.

And if you like to stand out from the crowd its a compelling one, a very com-pelling one indeed! KR

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Like its dirt bike cousins KTMs RC8 R Superbike combines a hard, con dent styling and marketing edge with bullet-proof basics. Chassis ticks all the boxes with sharp, incisive steering yet peerless side-on stability while ergos are road-trip comfortable yet also adjustable. Same goes for up-spec WP suspension. As delivered theres more than enough com-pliance but ne-tuning (which can include rear ride height) will improve ride and/or handling depending on whether the bike is used on road or track.

KIWI RIDER 25

Weve had new twins from Ducati and KTM and new fours from Yamaha and BMW. Now Aprilia completes the Production Superbike category picture with an all-new V4. KR Editor Ross MacKay has the story.

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((RSRS))VVFORFOR VICTORYVICTORYWORDS: Ross MacKay PICS: Geoff Osborne

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can only describe as the gorgeous Italian at-tention to engineering and display detail (the machining of the top triple clamp, simple, practical mix of analogue rev counter and digital speedo) and to marvel at the fact that the sleek, wind-cheating mirrors actually provided me with a reasonable view of what was disappearing behind me.

With such a short test ride in such controlled conditions I cant in all honesty tell you much else, bar the fact that I was as impressed with the integration of all the various dynamic functions (throttle, brakes, suspension etc) as I was the overall look and ergonomics.

How the RSV4 compares with other more run-of-the-mill 1000cc Superbikes I can only imagine, though I can tell you that of the current crop it has an overall feel closer to Yamahas distinctive new R1 than it does say Ducatis 1198 S or even the V-twin KTM RC8 R thats on the cover this month.

In fact thats probably as good a way as any to sign off this rst impression ride. Like the original RSV1000 the RSV4 has ar-rived on the market fully-formed and ready to take on existing key players Ducati and Japans Big Four at their own game.

TECH TALK

You cant talk about Aprilias new RSV4 without mentioning the World Superbike Championship.

You cant because there simply wouldnt be an RSV4 if there wasnt a production-based World Championship series for the company to contest.

That said, while the dynamic Italian company is probably better known by race fans as the manufacturer of the best and most numerous 125 and 250cc Grand Prix two-strokes in recent years, its rst forays into Superbikes (with the RSV 1000 V-twin in 1999) and MotoGP (with the ill-fated RS3 Cube between 2002 and 2004) yielding little but hard-won experience.

It is perhaps for that reason that the company didnt exactly rush into its V4 pro-gramme, instead starting with the clichd fresh sheet of paper and an open mind as to engine con guration.

As KR Tech guru Michael Esdaile reported in the June issue, the engineers settled on a 65 V4 engine as the best

And so the time has come..after months of waiting, the KR crew gathers at Maraetai on Aucklands south-east coast for the of cial New Zea-land launch of Aprilias RSV4.

There are just the two bikes, one on a race stand to look at, the other, freshly run for us to ride.

Tech-wise the RSV4 is a tour-de-force. It doesnt look half bad either.

Where to start?

In the saddles the best place. Though the RSV4 looks tiny hunkered down on its side stand I was pleasantly surprised at how much room there was for the rider with a nice, narrow tank unit, roomy, tapered seat squab and the easy reach to the clip-in handlebars. While the steering lock is quick to remind you the RSV4 is a sportsbike, the bikes light overall weight and low-ish seat height makes skwiggling it in and out of parking spaces easier than youd think from

the way it looks, and the broad suite of gear ratios, crisp fueling and bountiful low down torque makes easing away from a stop almost stress-free.

With an eye to the, er, variable riding skills displayed by members of the local press pack, the test bike was electronically locked in S mode which, considering we were riding a Track Day-ready sportsbike on public roads, turned out to be a good choice.

Easing the throttle open brought with it a smooth, surge of torque-infused power which was more than enough to get the juices owing.

Ride-wise the Ohlins forks and shock absorber exhibited typical premier prod-uct compliance at legal road speeds with a con dence-inspiring rming up as the speeds (and bumps on the rough and ready Maraetai-to-Whitford road) increased.

Settling in I had time to take in what I

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Here at last.Aprilias RS4 cuts a mean dash at the local launch.not so sure about the Ed who makes it look like an RS125!Big surprise with sleek, race-ready RSV4 is how ready it is to play Monday-to-Friday commuter and weekend warrior. Despite its looks the RSV4 is a real all-rounder.

RSV4 Q & AQ: Why is it called RSV4?

A: The Racing Sport (RS) series, pow-ered by a narrow angle V engine, has been the agship of the Aprilia range for over a decade. The series has now evolved even further, gaining two more cylinders.

Q: Why World Superbikes and not MotoGP?

A: To bring the brand closer to the clien-tele. To offer the end user state-of-the-art technological content in a track-ready motorcycle, the development of which in only possible in the SBK champion-ship. And nally, to exploit the increased popularity of this championship, which

has many avid followers among the typi-cal users of this type of motorcycle.

Q: Why a 65 V-4?

A: To achieve a chassis architecture that takes full advantage of the engines high performance at both low and high engine speeds.

Q: Why no traction control?

A: The bike does have an engine torque control system managed electronically by the Ride-by-Wire (RBW) system which inhibits full power delivery at low engine speeds with the S and R maps selected. That said we can tell you that we are working on both a performance-based traction control system for the SBK bike as well as a safety-biased system for use on road bikes which will be available in the future.

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technical choice for a powerful, light, ultra-compact and agile production superbike, a bike created for the track that embodies everything a rider desires to dominate the circuit, but which can be just as much fun to ride on the road.

FRAME

That bike is based round a beam-type aluminium alloy frame and twin-arm bridge-style aluminium swingarm to which is attached a set of fully adjustable 43mm USD-type Ohlins forks at the front and a (again fully-adjustable) piggy-back reservoir Ohlins coil-over shock absorber at the rear.

Brakes front and rear (up front are twin 320mm rotors with radially-mounted Serie Oro monobloc four-piston calipers) are courtesy Brembo and the wheels are forged aluminium.

At 1420mm the wheelbase is actu-ally longer than that of Yamahas new R1 (1415mm) and Hondas CBR1000RR (1410mm) but youd never guess that looking at the RS4.which has the same slim, low-slung silhouette as a CBR600RR Honda.

What the CBR600RR (or any other pro-duction bike for that matter) doesnt have is an adjustable steering head (interchangea-ble bushings mean you can change the rake of the RSV4s forks), an adjustable swin-garm pivot height and even the potential to move the engine around in the frame all rsts for a production bike.

ENGINE

Bolted to the frame which acts as a stressed member of the frame is the 65 V4 engine created by the company. There are four main advantages of the con gura-tion according to Aprilia; the engine snug-gled perfectly into the frame; it is as slim as a twin; which in turn allows optimum

chassis architecture; and with a counter-balancer shaft produces less vibration than an equivalent twin or transverse-frame four.

To keep the size of the cylinders as compact as possible, the cam chains spin the intake camshaft directly with a central-ly-mounted gear transferring drive to the exhaust cam. The result is a considerable saving of space at the top of the engine, space which has been used to house the Ram Air-fed pressurised airbox and twin 48mm throttle body Weber-Marelli fuel injection system.

The system incorporates electronical-ly-controlled variable length intake tracts and two injectors per cylinder with no direct (cable) link to the throttle.

Instead the throttle valves are controlled by the latest generation dual-processor Marelli control unit (ECU) with each bank of cylinders getting a dedicated servo unit.

While the system has been proven on the race track, the RSV4 is the rst production bike so equipped, with Aprilia claiming better, more precise throttle re-sponse courtesy of the individual cylinder bank control of the various air, fuel and throttle position parameters.

The system has also facilitated the in-clusion of a three-stage power mode sys-tem selectable by the rider via a switch on the right-hand clip-on switchblock. For everyday use the R mode offers 104 kW (140hp) with peak power and torque reined in in all six gears.

If you want a little more power up top without compromising round-town rideability you can choose S mode (which also reins in peak power and torque in the rst three gears). And if youre at a Track Day and you want a full pack of cards to play with you select T mode which gives you free rein of all 134kW (180hp).

FAMOUS V4SBy Ross MacKay

Arguably the V4 race fans remember with the most affection is Hondas RC30, which, in the capable hands of adopted Kiwi Fred Merkel won the inaugural World Championship title in 1988 as well as the second one in 1989.

Riders at the time characterised the RC30 as a light, nimble, torquey little beast which could run rings around the Ducati twins and transverse-frame four cylinder machines of the time.

Honda invested heavily in the V4 engine con guration for scant reward as it turned out as Ducatis 916 and 996 V-twins dominated the championship through the 90s in the hands of Doug Polen, Carl Fogarty and eventually Aus-sie Troy Bayliss.

American John Kocinski did win the title on an RC45 in 1997 but that was the only other time a V4 rider managed the feat.

Even transverse-frame fours struggle in comparison to the ubiquitous V-twin, Scott Russell winning the title on a Ka-wasaki four in 1993, Troy Bayliss win-ning it in 2005 on a Suzuki GSX-R1000 and Briton James Toseland in 2007 on a Honda CBR1000RR.

Having tried both a V-twin the RS-V and a triple (the ill-fated RS2 Cube) in MotoGP, its not hard to understand Aprilias decision to re-visit the V4 con- guration, and with Italian Max Biaggi immediately competitive and claiming his rst SBK win on the RSV4 at Brno youd have to say that the company is off to a good start...

28 KIWI RIDER

In this day and age of increasingly complex emission solutions its inter-esting to note Aprilias use of reed valves in the exhaust ports to recircu-late a portion of the exhaust gases back into the combustion chamber thereby reducing HC and CO emis-

sions while at the same time, or so the company claims, improving power

delivery at low speeds.

Theres also a butter y valve in the exhaust system (after the header and before the muf er) controlled by the ECU which (like Hondas similar system) enables the use of a lower back pressure silencer while still meeting all relevant noise emission standards.

Finally, the prodigious power and ful-some torque the engine produces is trans-ferred to the rear wheel via a wet, multiplate slipper clutch, quick-change cassette-type six-speed gearbox and O-ring chain.

DESIGN

Theres a strong family resemblance to more recent Aprilias courtesy the RSV4s celebrated designer, ex Ducati penman Miguel Galluzzi. Argentine-born Galluzzi was the designer responsible for the distinc-tive looks of Ducatis original Monster as well as Cagivas Raptor, and his signature clean, angular style has spread quickly through the ranks of the various contem-porary Aprilias including the RSV4 and Dorsoduro.

With its narrow, low-slung nose and short, truncated tailpiece, compact is by far the best word to describe the look and feel of the RSV4, its nal, angular form very much dictated by function.

Not just of the bike itself either, the rid-ing position is optimised for track work but far from uncomfortable on the road. KR

SPECIFICATIONSAPRILIA RSV4ENGINEType: Liquid-cooled DOHC 4-valve-per-cylinder 65 V4 4-strokeDisplacement: 998.9ccCompression ratio: 12.8:1Peak power: 132 kW (180bhp) @12,500rpmPeak torque: 115Nm @10,000rpmBore x stroke: 78 x 52.3mmStarting system: ElectricEngine management system: Magneti Marelli digital electronic ignitionFuel system: Weber-Marelli fuel injection w/48mm throttle bodies and ride-by-wire throttleClutch: Wet multiplateTransmission: 6-speed (cassette-style)Final drive: Chain

FRAMEType: Beam-type twin-spar aluminium with pressed and cast elementsSwingarm: AluminiumFront suspension: Ohlins Racing USD fork w/43mm stanchions adjustable for spring preload and compression and rebound dampingRear suspension: Ohlins single coil-over shock absorber with APS progressive linkage mounting adjustment for spring preload, wheelbase and compression & rebound dampingBrakes: Twin 320mm rotor oating stainless steel discs w/ radially-mounted Brembo monobloc four-piston calipers front & single 220mm rotor disc with oating 2-piston Brembo caliperWheels: Forged and machined cast aluminium alloy 3.5 x 17 front & 6 x 17 rearTyres: 120/70-ZR17 front & 190/55 or 50-ZR17 rear

DIMENSIONSWheelbase: 1420mmRake: 24.5Trail: 105mmLxWxH: 2040 x 735 x 1120mmSeat height: 845mmDry weight: 179kgFuel tank capacity: 17lRRP: $42,990Test bike: Aprilia NZ

GEAR:Helmet: Airoh (RM), Arai (Todd)Jacket: M2R (RM)Pants: Teknic (RM) Draggin Jeans (Todd)Boots: Teknic (RM)

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All-new. Bar Hondas valiant attempts in the late 1980s and through the 1990s to single-handedly champion the V4 cause, the RSV4 is the only V4 model on the current production Superbike landscape. Combination of smooth, torquey bottom end and higher revving top end means V4 pro-vides serious riders with a compelling half-way house between Japan Incs transverse frame fours and Ducati (and now KTMs) V-twins. Experience at the coalface (racing) has provided Aprilia with the con dence to combine proven mechanical theory with the latest electronic trickery for a combi-nation of cutting edge power, handling and dynamics. Good news for punters is that comfort has not been sacri ced in the interests of lap times with plenty of room for wrists and ankles.

KIWI RIDER 29

Your heart can have a thousand (or more) reasons to own a Ducati, whether its class-leading performance, unique style or the exhilarating feel of a Desmo L-twin engine.

So your head will be happy to learn that the scheduled maintenance cost of every new Ducati has been reduced by up to 50% since 2007.

Is this some new, cold-blooded accountancy overcoming the worlds most emotional motorcycle maker?

Never. Its simply that our quest to be faster, safer and consistantly reliable on the racetrack, yields more efficient design and manufacturing processes that have been carried over to every new Ducati model.

One example: Vacural die-casting, developed in MotoGP and WSBK, now also reduces weight and parts-count from our Superbike and Streetfighter engines at the same time, improving structural strength.

Superior quality and fewer parts add up to reduced labour costs and longer service intervals (see the chart).

Add to that, a two-year, Unlimited Kilometre Warranty and renowned resale values, and your head will just have to admit that owning a Ducati can be just as rewarding as riding one.

Your head and heart, in perfect balance. See your authorised Ducati dealer today.

Sync Passion with Reason

ServiceMonthsKm

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32424,000

43636,000

54848,000

66060,000

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KIWI RIDER 31

Shakespeare was big on portents. The Oxford says a portent is a sign or warning that something, especially something momentous or calamitous, is likely to happen

In The Scottish Play for example, an apparition of a dagger and the sound of a bell are clear messages to the main character that he must kill the King.

The bell invites me, hear it not, Duncan, for it is a knell that summons thee to heaven or to hell. And remember what happened to Caesar when he blew the Ides of March gig?

What has this to do with a motorcycle test you ask?

Well, the portents for this one struck me as altogether Shakespearian.

The last three minutes of the journey to Silver Fern Imports, in fabulous

downtown Takinini, en route to collect the 2009 Victory 8 Ball motorcycle, were to the strains of Elvin Bishops rock classic Fooled Around and Fell in Love emanating from my iPod at force eleven.

Most portentious indeed.

Since I met you Baby.

If you have been following the story, you know that the Ed metaphorically beats me up every time I come up with a black bike. Black ink, black ink on my pages he muses.

But I just love em and this one is extra, extra black. More portents. Look at him grin said the gang at Silver Fern as I was introduced to the bike.

Lots of the parts that would normally be chrome or bright steel nish are a deep lustrous blaaaaaack.

From that moment I found it very

easy to look at and to photograph, as I do with most Arlen Ness-inspired designs actually. For me there is an element of t and correctness to vehicles that are in uenced by his lines. Its a pretty bike.

BLACK HEART

At its black heart beats a fty degree, 4-stroke vee-twin displacing 1643cc. or as the badge on the air lter proclaims 100 of them cooobic inches.

Bore and stroke are a squarish 101mm x 102mm and it runs an 8.7:1 compression ratio for a claimed peak output of 85 horsepower at 4,750rpm and a healthy 106ft lb of torque at 2500rpm.

If those numbers say comfortable cruiser to you then the on road performance will only con rm your read.

In which Big Dave comes across all portentious after riding Victorys funky Vegas 8-ball!

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WORDS & PICS: Big Dave

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This is a strong, solid, punchy motor that trundles along in cruising mode with a lovely heavy metal feel. Trs, trs cruisey.

The single overhead camshaft mill has 4 valves per cylinder and is very smooth at promenade speeds, while it develops a more noticeable hum out on the open road.

I wouldnt describe it as vibey, its more the standard pulse of a large v-twin and like every motorcycle Ive ridden with a car-size engine, it pulses very rewardingly.

Its also an attractive engine to look at with a degree of smoothness to the nish of its sculpted looking ns.

Its fed by electronic fuel injection, with 45mm throttle bodies, and its all nicely mapped and stumble-free. The range from the 17litre tank was shorter than Id hoped, judging by its appearance, but the fuel light appeared at around the 220km mark 1600+ccs and lugging my two-small-folks-worth of weight, I guess that is reasonably good.

Ollie, who jumped aboard for the city photo shoot, would no doubt get better mileage.

The off set is the grunty, low-down torque, enhanced by the feel and

directness of the Kevlar belt drive and 5-speed gearbox.

The box is solid and reliable and a fortnight of cruising round town and country day rides produced no false neutrals or signs of cantankerousness commendable for a big-bore bike that had 35km on the clock when I collected it.

It only needs ve speeds. In fact, like a lot of large cruisers, it could get away with three or four speeds, but those gears that it has engage nicely and directly from the forward mounted controls.

Primary drive is by gear with a torque compensator and it is a lovely drive train to employ.

WEIGHTS & MEASURES

My time in the saddle on different Victory Motorcycles has made me rethink some things Id regarded as truisms in motorcycle design.

The Hammer introduced a different perspective and how much fun a bike that handles unconventionally can be.

The sweet turning, mid-engine Vision somehow refutes the thinking that more weight over the front wheel is best for handling, and now the 8-Ball squarely

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This and header page.lithe, clean lines give Vegas 8-ball a distinctive look to match its unique nimble, easy riding feel.

challenges what I had ponti cated about 21 front wheels.

Its absolutely lovely on the road. It turns and tips to the limits of the ground clearances, which are cruiser standard, with con dence-inspiring ease.

The 8 Ball doesnt tip over far enough for any large front wheel vagueness to come into play. It just feels solid, planted and very stable. The front tyre is a 90/90 21 Dunlop Elite 3 and the rear is a real world 180 55-B18 Dunlop D417.

The whole back end of the bike (as it was set up, sans passenger seat) is simply a great looking bum and while it doesnt have the phatness of the Hammer for example, it corners and handles very nicely while still looking a million bucks.

The front suspension is conventional telescopic fork with 43mm tubes and 130mm travel with a single linkage-mounted shock at the back offering preload adjustment and 100mm of travel which makes for a comfortable ride for such a low-slung machine (seat height is just 673mm).

KIWI RIDER 33

Actually, make that long and low-slung...machine. The wheelbase is 1684mm and the overall length is 2439mm while it tips the scales as a light-heavyweight at 296kg.

Brake-wise there are single oating 300mm disc rotors front and back with four-piston calipers up front and a twin-piston jobbie at the back. Both sets are capable, with good feel and the stopping power was strong and fade-free throughout the test, which included a few reasonably spirited runs around my standard test loops.

ARMCHAIR RIDE

The handlebars are wide and swept well back, and when coupled with the forward controls, give an armchair sort of sitting position. The single saddle is wide and comfortable and ts nicely with the narrow waist of the bike.

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The controls come to hand particularly nicely too. Its not something Id normally comment on but the ease of operation of the vehicle with two x two ngers and the way the controls all worked was good enough for stand out mention.

Its uid curves and glistening black gloss paint were a joy look at. I really like the wheels, the balance and the overall lines of the bike. Particularly from the curb side.

At which point its worth going back to that song...I must have been through about a million (bikes), Id ride em and return em right away, but then I fooled around with the 8 Ball and for a fortnight I fell in love.

Whos it for?

Check your portents. Then manipulate them so they say: You should test ride one.

At $24,000 the Vegas 8 Ball would also suit someone looking for a bike that is a little different, while offering similar performance characteristics and manners to a range of metric cruisers of comparable capacity.

It has a real heavy-metal cruiser ride without feeling ponderous or bulky just very cool.

With its low saddle height and good low-speed balance it will suit competent male or female riders looking for an all-round nice ride.

In best Stretch tradition dirt guy Ollie gets into character for the Vegas 8-Ball shoot.

34 KIWI RIDER

Its a delight around town and is pleasant to roll away the country kmsat mostly legal speed limit pace. Itscomfortable enough and the suspensionworks well enough to spend a long dayin the saddle in relative comfort too.

Im quite a Victory fan now. There areplans to take the brand to the other NewZealand centres in the short term. Forthe moment Takanini in Auckland is the place for a test ride.

And to sum up? To paraphrase Elvin;loving the 8 Ball is easy, the leavin it and the tearin out that page proved the hard part. KR

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SPECIFICATIONSVICTORY VEGAS 8-BALLCRUISERENGINEType: Air-cooled SOHC 4-valve-per-cylinder 50 V-Twin 4-strokeDisplacement: 1634cc (100 cu. in.)Compression ratio: 8.7:1Bore x stroke: 101x102mmStarting system: ElectricEngine management system: CDIFuel system: Electronic fuel injectionwith 45mm throttle bodiesClutch: Wet, multi-plateTransmission: 5-speedFinal drive: Carbon bre reinforced belt

FRAMEType: Double cradle steelSwingarm: Double-sidedFront suspension: Conventionaltelescopic fork 43mm diameterRear suspension: Single preloadadjustable mono-tube gas shock absorberwith cast aluminium, rising rate linkageBrakes: 300mm oating rotor with4-piston caliper front & 300mm oatingrotor with 2-piston caliper rearWheels: 21 2.15 inch front and 18 x 5.5inch rearTyres: Dunlop Elite 3 90/90x21 front &180 55-B18 D417 rear

DIMENSIONS

Wheelbase: 1684mmRake & Trail: 32.9/126mmLength: 2439mmSeat height: 673mmDry weight: 296kgFuel tank capacity: 17lRRP: $24,500Test bike: Victory

GEARHelmet: AraiJacket: IxonPants: Draggin JeansBoots: TCX

Solid engineering credentials provideVictory with an excellent base fromwhich to build a bone de bike brand.Theres plenty of punch from that 100cu.in. engine yet feel at the throttleis light and sensitive, quite unlikethat of the obvious US competition.Unlike many metric cruiser models,which shamelessly ape particular H-Dmodels, Victorys models owe moreof a debt to the custom chopperand/or cruiser scene, combining theeye-catching look of limited editionor one-off models with full factorywarranties and major manufacturerpeace of mind.

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KIWI RIDER 45

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Some of the best motorcycle touring Ive done has been following K series BMWs around New Zealand, mate Zedman having owned a few different Ks.

Tucking in behind them led to some memorable laps of East Cape and the Naki. Which meant that when Henry Plowright, at Auckland dealer Experience BMW, offered a choice of test bikes I pointed hopefully at the latest big K.

How long do you need it for? he smiled knowingly.

The BMW Motorrad website had already told me: The new K 1300 S is the most powerful and fastest BMW the world has ever seen. With an engine output of 129 kW (175 hp), combined with a kerbside weight of 254 kg, this supreme motorcycle offers the utmost in dynamic performance and sports riding.

So it was with some anticipation I headed promptly to the nearest on-ramp. What an enjoyable surge that turned out to be!

COMPETITION FOR?

Dare I utter the words Hayabusa or Ninja and 14? I think I might, while

After reading Toddies launch report Big Dave was itching to nd out for himself just how good BMWs new, larger-capacity K 1300 S was.It didnt take him long

WORDS & PICS: Big Dave

BMWs big gun. K 1300 S is the real deal with performance potential to take on Japans nest litre-plus sporting leviathans. Chassis is aluminium using engine as stressed member with Duolever front and Paralever rear suspension systems and shaft drive

noting the Japanese acceleration heavyweights are fighting out of the same weight division as the K 13000 S too.

It certainly runs out of ramp well before any real conclusions could be drawn, but the big Beemer would appear to have more than enough mumbo to justify a place on the startline in any direct

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