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THIS IS WHERE YOU START
RIDDEN / TESTED
026
TRAIL BLAZER
030
MIDSIZED SPORTY
036
042 FOUR IN HAND
TWINNING!
050
HALF-TONNE TWIN-SHARE
026
Harley’s big Road Glide Limited rules the highway
Blasting around on Triumph’s TF 250-X dirt demon
Suzuki’s GSX-8R ticks a lot of boxes
Screaming good fun on Kawasaki’s Ninja ZX-4RR
Aprilia’s baby RS 457 is a scaled-down superbike
FEATURES
060
‘YOU DON’T WIN BY FALLING’
070
MORE THAN FOUR
V5s, V6s, even V8s. How much is too much?
Steady Eddie Lawson explains first world title
030
RACING
098
WORLDSBK RD4, MISANO
102
ISLE OF MAN TT, PART 2
Dunlop powers on into record books
Toprak takes three from three in dominant display
REGULARS
8 News / 16 Headcheck / 18 Where Are They Now? / 21 Access / 24 Quiz
58 Poster / 78 Rides / 80 Events / 82 Tested / 84 Top Gear
88 Buyer’s Guide / 93 Schmick / 94 Revolving Racer / 97 In Pit Lane
106 Sport / 112 Grid Talk / 114 Rear View
WEB HOT!
Check out the website
for more action at
amcn.com.au
036
COVER STORY
SCREAMER!
Road testing Kawasaki’s potent
399cc road-going race-replica
84
050
042
060
070
098
112
amcn.com.au
5
ED’S DESK. DEAN MELLOR
“EVS MIGHT BE ON
THE WAY, BUT INTERNAL
COMBUSTION AIN’T
DEAD YET!”
TALK ABOUT a mix of fortunes! It
was great to see Remy Gardner get
the holeshot from third on the grid in
WorldSBK’s Race 1 at Misano, and then
hang on to the lead for the first three
laps before Toprak Razgatlioglu made
his way through for an emphatic win.
And then in the Superpole race Remy got
caught up with Garret Gerloff and went
down, which meant a 10th-place start on
the grid for Race 2.
Gardner finished the weekend with
sixth in Race 1 and eighth in Race 2,
which might not have been what he was
hoping for at his team’s home track, but
was still a decent result nonetheless.
We all had high hopes for Tayla Relph
last weekend too after her impressive
speed in the first test of the Womens’
Circuit Racing World Championship a
couple of weeks ago.
After a not-so-great qualifying, Relph
started Race 1 from 16th on the grid but
went down on the first lap for a DNF and
stretched a ligament in her left shoulder.
For a while there it looked like Relph
might miss Race 2, but she made the
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start and finished a credible 12th place.
There were mixed results for the
other Aussies – Oli Bayliss, Luke Power
and Tom Edwards – at Misano. For full
details and words from all of the Aussie
contingent, check out the race report in
this issue from page 102.
And now on to something completely
different. In Ben Purvis’ feature on
bikes with more than four cylinders
(page 60) you might wonder why the
Chevy V8-powered Boss Hoss didn’t
score a mention. Well, I did…
There will no doubt be some other
omissions, too, but rather than a guide
to every more-than-four-cylinders bike
ever produced, Ben takes a look at some
of the most groundbreaking machines
that have been produced since the
Curtiss V-8 almost 120 years ago.
Of course, Ben’s story was prompted by
GWM’s announcement that it will build
a flat-eight luxury touring motorcycle
called the Souo S2000 to take on the sixcylinder Honda Goldwing and BMW
K 1600. EVs might be on the way, but ICE
ain’t dead yet! Bring it on…
EDITORIAL
Editor Dean Mellor
Deputy Editor Kel Buckley
Sub Editor Hamish Cooper
Founding Editor George Lynn
DESIGN
Art Director Brendon Wise
CONTRIBUTORS
Sir Alan Cathcart, Michael Scott,
Ben Purvis, Mat Oxley, Neil Morrison,
Adam Child, Gold&Goose, Gordon Ritchie,
Paul Young, Peter Whitaker, Don Cox,
David Watt, Sean Mooney and Damien Pelletier
AND NOT FORGETTING
John Rooth, Mick Matheson, Simon O’Leary, Peter Baker,
Mark Watson, Josh Evans and Mark Dadswell
ADVERTISING
National Sales Manager Todd Anderson
todd@motormedia.com.au
0409 630 733
MANAGEMENT
Citrus Media
Publisher Jim Flynn
0449 801 899 jim@citrusmedia.com.au
Accounts accounts@citrusmedia.com.au
CONTACT AMCN
Australian Motorcycle News
PO Box 222, Earlwood, NSW, 2206
amcn@amcn.com.au
ISSN 2653-3065
Website amcn.com.au
Facebook facebook.com/aumotorcyclenews
Instagram @ amcn_mag
*Recommended and maximum price only including GST.
All motorcycle prices listed are recommended
retail only unless otherwise stated.
Published by Citrus Media Digital ABN 44 140 352 254
© 2024 All rights reserved.
The trade mark Australian Motorcycle News ( AMCN )
is owned by Citrus Media Australia Holdings
and is used under licence.
Printed in Australia by IVE.
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Material contained in AMCN is protected under the Commonwealth
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6
amcn.com.au
MEET CFMOTO’S
NEW 675SR-S
One-off Aspar model previews showroom version
FMoto will take
another big step
towards its goal
of rivalling the
big Japanese and
European bike
manufacturers this
year when it unveils its threecylinder 675SR-S sportsbike to
compete in the middleweight
race-replica class.
This model has been
something of an open secret
for more than a year now
as we first saw patents for
CFMoto’s triple in early 2023.
Then in September last year a
disguised prototype 675SR-S
was demonstrated at a track in
China before the engine was
revealed at the huge EICMA
show in Milan.
Now a complete,
undisguised bike has been
unveiled, but in Aspar racereplica colours and with some
bolt-on race components to
differentiate it from the full
I N T H I S I S S U E
WHY EDDIE HAD TO
LEARN TO BE STEADY
Lawson's first world title became a game of bluff
70
production model that will be
shown later this year.
CFMoto has said that
the 675cc triple puts out
more than 75kW (100hp)
at 12,300rpm and weighs
around 10 percent less than
comparable engines at 55kg.
The new images
confirm for the first time
the 675SR-S sportsbike it’s
designed for will have an
aluminium frame with a
cast-alloy swingarm pivot
section welded to extruded
main spars.
While a disguised prototype
has been seen already, it was
covered in a shrink-wrapped
camouflage layer that hid
all the bodywork details and
the chassis. We can now see
new elements, including the
vents in the fairing sides,
and CFMoto has bolted on
additional winglets that
weren’t there on the earlier
test mule.
S P E C I A L F E AT U R E
WHEN TOO MUCH IS
BARELY ENOUGH!
Motorcycles that pack more than four cylinders
80
The headlights, which
were hidden on the previous
prototype, feature the same
signature CFMoto style as
the 450SR and 300SR models,
but with a slimmer overall
profile. The main visible
elements are actually LED
running lights, and it looks
like the main headlamps are
just below them.
A typical TFT screen
faces the rider. No doubt it
will include all the usual
connectivity functions.
The fork appears to be a
fully-adjustable KYB unit,
similar to that on the 800NK,
with compression adjustment
on the left leg and rebound
adjustment on the right.
The brakes are four-pot
radial calipers from J.Juan and
retain the cooling ducts first
seen on last year’s prototype.
The seat unit is intriguing
as it looks like it’s selfsupporting rather than
having a subframe
underneath. Given CFMoto’s
close relationship with KTM,
it’s possible the bike uses a
lightweight cast-alloy seat
unit – something that the
Austrian company employs
on several of its models to
reduce weight.
The paint on this oneoff, as well as its race-spec
rearsets and foot controls,
is a tribute to the CFMotosponsored Aspar Moto2
and Moto3 bikes, but the
production version may
well have similar colours
as the combination of teal,
black and white is a CFMoto
favourite already used on
several existing models.
BEN PURVIS
I N P I T L A N E C O L U M N
DYNAMIC DUCATI DUO
COULD END UP A DUEL
97
Marquez-Bagnaia isn't a marriage made in heaven
THERE’S NO question Yamaha’s Ténéré
700 has been a huge success for the
company since its launch – spawning
an array of spin-off variants since – but
the base model’s styling has been
unchanged since its 2019 release and is
in need of a tweak. That’s exactly what
it’s getting after five years of production
and a disguised prototype for next
year’s bike has been caught on camera
during tests.
The Ténéré’s popularity and
versatility are demonstrated by a range
that’s grown every year since its launch.
What started as a single model has
now evolved into the Ténéré 700 World
Rally, the Ténéré 700 World Raid, the
Ténéré 700 Rally Edition, the Ténéré 700
Extreme and the Ténéré 700 Explore, all
offered in some markets alongside the
original version. By tweaking the Ténéré
for 2025, Yamaha will be able to follow
up with revisions to those additional
models, giving a substantial upgrade to
its line-up with minimal expense.
The prototype spotted on test is
covered in a thick rubber sheet that
disguises the detail of the new fairing,
but elements of the redesign can still
be seen. Most notably there’s a new
headlight, with repositioned lamps
behind a clear plastic lens that provides
an updated look while retaining a family
resemblance to the original version.
Above it, the screen is redesigned and
the fairing appears to be broader on
either side of the light to provide more
wind protection.
The new fairing also extends down
farther on each side, nearly meeting
a restyled engine guard that also
gives more coverage than the original.
However other elements – like the seat
unit and even the fuel tank – appear
to carry over the same shapes as the
previous model. The front mudguard
is also a carry-over part but there are
redesigned handguards on display.
The technical changes are minimal,
at least as far as the spy camera’s lens
can reveal. The frame, fork, brakes and
swingarm all look the same as before,
as does the CP2 parallel-twin engine.
One alteration that can be seen is a
redesigned linkage for the rear shock’s
rising-rate geometry. It appears to
be a handmade prototype component
on this test bike, hinting that Yamaha
is experimenting with a variety of
different linkages.
Given the cosmetic nature of
the upgrades and the state of this
prototype, we’d expect the revised
Ténéré 700 to be ready for the 2025
model year, and to be officially launched
towards the end of this year – probably
around the time of the EICMA show
in November. BP
S P O RT S TA RT S PA G E 98
FULL INSIDE STORY OF
A HISTORY-MAKING TT
Plus WorldSBK and all the MotoGP controversy
98
DIRTY DEED
Two-time world enduro
champion Johnny Aubert fanged
the prototype up part of the
Erzbergrodeo course. Rather
than a clutch lever, the semiauto had up-and-down triggers
on the handlebar.
T
he idea of selfshifting motorcycle
transmissions – or
at least those that
eliminate a clutch lever
– has been around for
decades but it’s suddenly
coming of age as both BMW
and now KTM will be joining
the semi-automatic fray with
their 2025 adventure bike
ranges within a year.
We’ve already seen BMW’s
ASA semi-auto design but
now KTM has thrown its hat
into the ring by previewing
a semi-auto version of the
upcoming 2025 1390 Super
Adventure. It also says it will
be released this September.
This follows confirmation
that BMW will debut its
semi-auto system on the
R 1300 GS and upcoming 2025
R 1300 GS Adventure.
A prototype for the new
bike made its first public
10
amcn.com.au
appearance at the
Erzbergrodeo in Austria,
covered in a distractioncamo wrap with the
letters ‘AMT’ to indicate
its Automated Manual
Transmission. The lack
of a clutch lever and the
presence of ‘up’ and ‘down’
triggers on the left-hand
handlebar confirmed the
new set-up.
We knew KTM was working
on such a transmission after
patents were filed more than
a year ago. Unlike BMW’s
ASA, which has electromechanical actuators to
operate both the clutch and
the gear shift, KTM’s patent
described a system that
uses a servo-operated shift,
controlled automatically
or via buttons, along with
a centrifugal clutch that
disengages when revs drop
and it’s under no load. As well
as the
’bar-mounted shift triggers,
the KTM prototype retained
a foot-operated shift lever,
suggesting both methods can
be used but, unlike halfwayhouse systems like Honda’s
new E-Clutch, the design
eliminates the clutch lever.
The new model appears
to carry over the existing
Super Adventure chassis,
but it’s expected to use the
new ‘1390’ version of the LC8
V-twin engine that debuted
this year in the 1390 Super
Duke, gaining variable
valve timing and lift on
the intake side to boost
performance and economy.
The styling is updated,
of course, with a variation
on the latest KTM family
look at the front and sharpedged new body panels. We
can expect semi-active WP
suspension and radar cruise
control on some versions.
When it comes to variants,
the prototype seen here is
the most off-road version,
potentially to be called the
Rally, but there will also be a
Super Adventure S with alloy
wheels and a lower-mounted
front mudguard.
A pure road tourer with
17-inch wheels at both ends
and more extensive bodywork
is also under development.
BEN PURVIS
BMW HAS type approved its longerrange R 1300 GS Adventure variant
which, while not containing photos,
reveals key figures for the new R 1300
GS Adventure including its weight,
performance and dimensions.
It’s a full 21kg heavier than the
standard GS when fully fuelled and
has a maximum loaded weight that’s
20kg more than the base version,
suggesting the whole bike is being
bulked up.
The engine, of course, is straight
from the R 1300 GS, retaining the
same 107kW (143hp) peak power
output at 7750rpm and an unchanged
peak torque of 149Nm at 6500rpm,
but the Adventure’s top speed dips
from the R 1300 GS’s 225km/h to
220km/h. That’s probably a function
of aerodynamics rather than anything
else, as the Adventure is substantially
taller with a screen that tops out at
1538mm in its lowest setting and can
rise to 1588mm. For comparison, the
standard GS screen height ranges
from 1376mm to 1426mm.
Although the increased height and
the ‘Adventure’ designation of the bike
hints at taller suspension than the
standard version, the wheelbase isn’t
increased. In fact, the measurement
between the axles is 8mm shorter
than the standard bike at 1510mm and
the overall length is reduced 4mm to
2208mm. That could mean a shorter
fork or a steeper rake. The wheel
sizes are unchanged with the same
120/70-19 front and 170/60-17 rear
tyre dimensions. BP
SEMI-AUTO
VERSIONS TOO!
BOTH THE Adventure and base
R 1300 GS will be available for
2025 using the company’s new ASA
(automatic shift assistant) servooperated clutch and shifter.
This still uses your left foot to
swap ratios in manual mode, but
via electronic actuation rather
than a mechanical linkage so the
ALL-NEW
KTM 990
ADVENTURE
SPIED!
WHEN KTM took the wraps off its 2024
990 Duke it was only a matter of time
before an Adventure model emerged
with the same engine but we didn’t
expect a clean-sheet design.
Rather than a mere engine swap,
the 990 Adventure gets its own
dedicated chassis and a completely
rethought arrangement for the
bodywork and even the fuel tanks.
It’s hard to argue with the
all-round ability of the existing 890
Adventure, but the styling of those
bikes is divisive. The low-mounted
twin fuel tanks flanking the engine
have huge benefits in terms of weight
distribution and eliminating bulk, but
they also contribute to unfamiliar and
ungainly proportions.
For the 990 Adventure, the engine
is the 947cc twin used in the 990
Duke. Despite the same ‘LC8c’ name
as its predecessor it’s essentially
a completely new design with more
power, a bigger bore and longer stroke,
as well as diff erent castings for every
major component. It’s bolted to a new
chassis in the 2025 990 Adventure,
which from these pictures appears to be
made of oval-section steel tubing rather
than the usual round-section. The fork
is WP, the brakes appear to be taken
from the current 890 Adventure, while
the swingarm is borrowed from the 990
Duke, but fi tted with a new rising rate
shock linkage.
It still avoids the single-tank set-up
of its rivals but the two side-mounted
tanks are higher, increasing the bulk in
the traditional ‘tank’ area but making
the bike look better-proportioned.
Since the tanks still flank the engine, it
remains more compact than a single-
semi-automatic bikes don’t carry
any weight penalty compared to the
manual versions. That’s a key selling
point in comparison to Honda’s more
complicated DCT semi-auto, as used
on the Africa Twin, which adds 11kg to
the mass.
tank solution. Like the KTM 450 Rally
Replica, the 990 Adventure may
have a third under-seat fuel tank.
There’s a translucent-looking white
plastic box above the rear shock
absorber. Its underside is sculpted
to leave room for the suspension
to compress, which means it can’t
be intended for a regular-shaped
component like the battery but would
be perfect for liquid.
The front fairing is unfinished
at this stage, but it’s clear that the
finished light will need to be smaller
and neater than the current 890
Adventure’s split-lamp set-up to fit
inside the gap in the fairing.
Behind that screen sits one of
the largest instrument panels we’ve
seen yet on a bike, a portraitoriented, iPad-style design that
should be ideal for on-screen maps.
The upcoming 1390 Super Adventure
is also expected to have a similar
display, as does the soon-to-belaunched CFMoto 800MT-X, which
is based on the previous KTM
Adventure engine and chassis. BP
amcn.com.au
11
BRIEFS. YOUR QUICK FIX
DID YOU
KNOW?
Hunter Lawrence’s results in the AMA
450 MX class put him in the title-chase
lead for the first time in his career.
$14,130
The amount the Mount Gambier Motor
Cycle Club raised for the Cancer Council
of South Australia by holding its 2024
Cancer Council Cup. With a time bonus
based on the percentage of funds raised,
the final results remained unknown until
the presentations, with club president Alex
Trnovsky demonstrating it was possible to
finish nearly last and still win. Planning is
underway for 2025.
RE’S FLAGSHIP
SYDNEY STORE
“His determination to win
has always been matched
by his ability to innovate”
Isle of Man TT’s head of motorsport Paul Phillips speaking after the
event’s most successful TT driver Dave Molyneux announced his
retirement after four decades, 17 wins and 31 podiums. As well as his
unmatched success, Molyneux was known for building his own creations
and mentoring young sidecar competitors.
CLEVER
MAN
REAL
STAR
Davo Johnson skillfully
bailed out of his tankslapping Platinum Club
Kawasaki and slid down the
centre of the road to survive
a monster TT crash.
Forget Chris Hemsworth,
a beautiful example of a
1972 Norton Commando
stars in several big scenes
in the new biker flick
Furiosa: A Mad Max Saga.
HOT &
NOT
AMCN’S
THERMOMETER
NORTON
KICKS
CEO GOAL
Signalling it means
business, Norton has
announced it has further
strengthened its leadership team with
former CEO of Manchester United Football
Club Richard Arnold. It says Arnold “will be
of huge benefit to both the commercial arm
and wider business, at a crucial moment
in Norton’s development.” Arnold is a
motorcycle rider who owns a Norton V4SV.
12
amcn.com.au
RIDE FOR MYERS
A group of 20,000 British riders spanning
25km took part in a ride to celebrate the
life of The Hairy Bikers star Dave Myers,
who lost his battle with cancer earlier
this year. The ride began in London and
finished in Myers' home town of Barrowin-Furness. “Dave loved Barrow and he
wanted to put Barrow on the map,” his
widow Lili said. “And today, beyond his
grave, he’s done it again.”
Newly opened Moto Machine in the Sydney
suburb of Clyde is now the largest Royal
Enfield showroom in Australia and New
Zealand. Located at 10 James Ruse Drive,
it boasts a 450m2 showroom, a ‘make
it yours’ customisation station and a
workshop servicing all makes and models.
The mid-June opening made it the 56th
Royal Enfield dealership in Australia and
New Zealand and the 172nd in the Asia
Pacific region.
VALE PHIL
BEAUMONT
VALE GLENN
WILLING
Long-time Queensland
Kawasaki dealer, racing
supporter and industry
stalwart Phil Beaumont
died in Brisbane
on 7 June.
Legend of Australian
motorcycle racing Glenn
Willing died on 10 June.
Brother to the late and equally
great Len and Warren, Glenn
was just 60 years old.
MENTAL TWISTIES
3
4
The winner of this issue’s swanky
AMCN neck sock is Isabelle Farlie
from Westmeadows in Victoria.
2
1
5
1. Badge gone
2. Rossi Honda
3. New head
4. Rossi
5. Chair leg gone
ducati.com
NEWĚ{QGz^ĚVwVv?Ě/Ggg
Race Wilder
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distinctive style.
:]Vz]VvĚk{čvVĚgkkf^i\Ě[kvĚk[þvkGTĚGTViz{vVwĚkvĚGĚvGggþvG^TÙĚz]VĚiVĚVwVv?Ě/GggĚ^wĚvVGTĚzkĚ]VgsĚk{ĚkVvQkhVĚz]VĚhkwzĚT^[^Q{gzĚQ]GggVi\VwĚ
and propel your dreams beyond every limit.
VwVv?Ě/GggÞĚ/GQVĚ:^gTVvÞ
Overseas model is shown and specifications may vary for the local model. The model in this image may feature accessories and merchandise that are not supplied as standard. Always wear protective
hkzkvQQgVĚQgkz]^i\Ě]ViĚv^T^i\ĚGiTĚkPVĚgkQGgĚvkGTĚvV\{gGz^kiwÞĚkĚikzĚGzVhszĚzkĚvVQvVGzVĚz]VĚv^T^i\ĚwQViVĚTVs^QzVTĚ^iĚz]^wĚ^hG\VÞĚ kizGQzĚk{vĚ{z]kv^wVTĚ{QGz^ĚVGgVvĚ[kvĚhkvVĚ^i[kvhGz^kiÞ
THE KNOW. IT HAPPENED SINCE LAST ISSUE
SUZUKI DEVELOPING
ELECTRIC CROSSER
Patent shows battery-powered competition bike
E
lectric powertrains
might still be less than
ideal for mainstream
high-performance
motorcycles but they’re
proving to be a strong
option for competition
motocross bikes and Suzuki is
the latest to be developing just
such a machine.
Honda’s CR Electric Proto
is already competing in
the All-Japan Motocross
Championship against
conventional ICE-powered
racers, and proving
competitive. We’ve also seen
that Yamaha is developing
an electric crosser of its own.
Now a new patent from Suzuki
shows its electric motocross
powertrain, including a
remarkably compact reduction
gearbox designed to allow the
unit to fit inside a standard
RM-Z chassis.
Electric power works well
for motocross thanks to the
instant access to torque and
the relatively small range
of speeds the bikes have to
operate in, playing to the
Powered by petrol now but Suzuki
has big plans to turn this into a silent,
race-winning torque monster
14
amcn.com.au
A reduction gearbox allows
the powerplant to fit inside
a standard RM-Z chassis
strengths of an electric motor.
Since the races are relatively
short, there’s no requirement
for vast, heavy batteries –
smaller, lighter packs are all
that’s needed to get to the end
of a heat.
What’s more, with a
growing number of electric
kids’ crossers already on
the market, a generation of
riders is being introduced
to the sport with batterypowered machines. So it’s
logical to offer an upgrade
path using the tech they’re
familiar with, particularly if
it’s capable of achieving the
same performance levels as
combustion engine bikes.
Electric crossers will open
opportunities for motocross
tracks in new places, where
combustion engine bikes
wouldn’t be welcome. Nonpolluting and nearly silent,
they’re unlikely to spark
complaints even if tracks are
set up near residential areas,
and can even be used indoors.
BEN PURVIS
BRIXTON
STORR 1200
ADVENTURE
BIKE PLANNED
BR I X TON UN V EIL ED its first
adventure bike – the Storr 500 – a
couple of years ago as a concept and
it’s set to reach production soon but
there’s already a bigger version in the
works as these designs for a 1200cc
twin confirm.
Despite carrying a British-inspired
name, Brixton is a brand developed
in Austria but manufactured in China
by Gaokin. At the moment its range
includes an array of 500cc and 125cc
‘Crossfire’ models and the more
retro ‘Cromwell’ offerings in 125cc,
250cc and 1200cc format. The new
adventure bike shown here crosses
those two ranges, taking the big
parallel-twin engine from the Triumph
Bonneville-rivalling Cromwell 1200,
as well as its twin-shock steel frame,
and wrapping it in bodywork that
resembles the Crossfire-based Storr
adventure bike.
While the finned engine and twinshock frame have a retro look, which
is unsurprising given the bike they
come from, the new adventure model’s
fairing and overall shape are modern.
There’s also up-to-date componentry,
including an upside-down fork,
piggyback shocks and radial brakes as
well as tubeless wire wheels and a big
TFT dashboard display.
A slightly odd combination of old and
new, perhaps, but it’s a quick shortcut
to creating a low-cost, large-capacity
adventure bike that’s likely to be much
cheaper than similarly-sized rivals
from European brands. BP
YOUR JOURNEY
STARTS HERE
ENQUIRE NOW
You get the bike, we’ll get the licence. Learn to ride on a
Harley-Davidson X™ and we’ll give you $500*.
* Terms and Conditions Apply. Offer available at participating dealers only. Offer available to customers who obtained their motorcycle licence
after 1 January 2023 and purchase a Harley-Davidson X™ Model at Ride Away Price between 1 June and 31 August 2024, unless extended.
Not to be used in conjunction with any other offer. Offer may be withdrawn by Harley-Davidson® Australia & New Zealand at any time without
notice. Vehicles shown may vary visually by market and may differ from vehicles manufactured and delivered.
scan me
THE KNOW. HEADCHECK
LEAD
NEW BMWS
NEWS
FOR
1980
BMW is known to be developing several new superbikes for the 1980s.
The new bikes, known only as the K3 and K4 at this stage, are
in-line multis. The K3 is already to prototype stage and is an in-line
triple with a fully monocoque chassis. The K4 is in an earlier stage of
development and its four-cylinder motor is yet to be started.
SPORT
ULSTER GP
AUSSIE WORLD TITLE
Victorian motorcycle dealer Barry Smith won the TT Formula Three
World Championship at the Ulster GP on 19 August.
The Formula One, Two and Three world championship classes were
created three years ago when the Isle of Man was dropped from
world title status, and are based on a formula which allows two and
four stroke road-based machinery to compete on equal terms.
This year the championship was extended to include an extra race,
at Ulster in Ireland.
Smith won both races in the championship by a veritable mile on his
RD250 Yamaha-based racer to score a maximum 30 points.
At the Island Barry had a wire-to-wire victory and came within a
whisker of lapping at 100mph on his semi-production machine.
He eclipsed the F3 lap record.
16
amcn.com.au
AMCN
Vol 29
No 06
PIC OF
ISSUE
BUY!
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facebook.com/motonational
1. Always the quiet achiever, a shy Murray Sayle poses with the remains of his K&K-framed
Yamaha TZ250 that he intends to restore 2. Medallion from the 50th Czechoslovakian
Grand Prix in 1980 3. His 1979 King of the Weir trophy 4. Detail from a trophy won in Europe
THE KNOW. WHERE ARE THEY NOW?
WORDS DON COX + PHOTOGRAPHY GRAHAM MONRO
1
MURRAY
SAYLE
A racer, turned industry stalwart, these
days he prefers life through a different lens
pa-Francorchamps,
Belgium, 1 July, 1979.
The first Grand Prix
on the revised circuit.
A landmark day with
Australian riders
taking first, second
and third places across the
three solo classes.
It was a controversial
meeting. Problems trying to
cure the new tarmac in cold
weather prompted contractors
to mix diesel fuel with the tar.
The result was a super-slick
surface and a factory rider
boycott. Private entrants
shone. Barry Smith (MBA)
won the 125cc Grand Prix,
Murray Sayle was third in
the 250 class and Ken Blake
second on a Yamaha 350 to
Kiwi Dennis Ireland (Suzuki)
in the 500s.
Murray Sayle’s Yamaha
TZ250E had a K&K frame
(Kel Carruthers and Kenny
Roberts) he bought from the
US. He recalls racing on an
intermediate Dunlop KR124
front tyre and the softest rear
Dunlop slick in its range.
Austria’s Edi Stēllinger won
on a Kawasaki KR250, beating
England’s Chas Mortimer
on a Maxton-Yamaha.
Mortimer boycotted the
podium ceremony to show his
displeasure to race organisers
over the whole saga. A
bemused Sayle was handed
the second-place trophy.
Rolling back the clock,
Sayle began his domestic
racing career in 1969 on a
Yamaha AS1 125 he said was
lucky to do 145km/h downhill
at Bathurst. He wrapped
it up in 1978 by winning
18
amcn.com.au
the Australian Unlimited
Championship on a MilledgeYamaha entered TZ750D.
Between those years he
raced Yamaha 350s and from
1974 for Team Kawasaki
Australia. He won the 1975
Australian 350 GP at Bathurst,
beating younger brother
Jeffrey on the last corner.
The same year Sayle teamed
with Gregg Hansford to win
the Castrol Six-Hour on a
Kawasaki Z1-B 900.
At the end of that year he
married Rhonda Willing,
sister of Macquarie Boys’ High
School mate and fellow racer
Warren Willing.
Murray’s first overseas
rides were in the early 1970s
in the New Zealand summer
events, which morphed into
the famed Marlboro Series
from 1973 to 1978. He went
first with his 350s, then on
various Kawasaki 750s, doing
the series pretty much every
year. In the 1977-78 he was
second to brother Jeffrey in
the main series and second to
Hansford in the 250 series.
Riding for Team Kawasaki
Australia meant Murray had
the opportunity to race in
the US. In 1978 he rode the
Milledge TZ750 and his K&K
Yamaha 250. He was invited
by Yamaha to the Sugo Big
Road Race in Japan and
finished second to Willing.
In 1979 Murray headed
3
2
for Europe, joining brother
Jeffrey. In the Italian GP at
Imola Jeffrey and Murray
were fifth and sixth, their
first GP championship points.
His next big result was in
Belgium.
A back injury sustained at
N¾rburgring in 1980 ended
Murray’s racing career, so
he concentrated on machine
preparation for, among others,
the Yamaha Dealer Team and
his brother.
Murray was a fitter and
CHAS MORTIMER BOYCOTTED THE PODIUM
CEREMONY. A BEMUSED SAYLE WAS
HANDED THE SECOND-PLACE TROPHY
4
turner by trade but later
worked for Kawasaki Motors
Australia in the technical
department and for his
friend Mark Briggs’ company
Fibre Flash. He served as a
motorcycling administrator at
national level.
Known for his dry humour
and never drinking anything
stronger than Coca-Cola,
Murray Sayle developed an
interest in photography and
these days concentrates on
shooting wildlife.
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ADVANCED PATTERN DESIGN
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TRACK DEVELOPED CONSTRUCTION
Optimises handling, stability and feedback for the rider by bringing a sense of the race track to the road
STATE OF THE ART SILICA DUAL COMPOUND TECHNOLOGY
Avon Tyres’ Silica Dual Compound technology delivers maximum grip without compromising longevity
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THE FIRST MAINTENANCE FREE CHAIN
The Tetrahedral Amorphous Carbon (ta-C) coating, currently considered as the
most advanced among DLC (Diamond Like Carbon) coatings, applied on the
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PROUDLY DISTRIBUTED BY
ACCESS.
OGIO PACK
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LETTER OF
THE ISSUE
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AIR YOUR THOUGHTS OR VENT YOUR SPLEEN
Access, AMCN, PO Box 6, Bittern, Vic, 3918
access@amcn.com.au
Include your full name and address in your letter, via post or email.
Long letters will be cut to fit, so don’t ramble. The views expressed
by readers are not necessarily those of the editor.
LETTER OF THE ISSUE
States of matter
If Liberty Media’s takeover
of Dorna (AMCN Vol 73 No
21) looks like its F1 model,
they will try to expand the
sport into the US. Let’s hope
WKDWGRHVQȆWPHDQDUHWXUQbWR
Laguna Seca or Indianapolis.
When Laguna last hosted
a MotoGP event in 2013, it
yielded the lowest top speed,
lowest average speed and least
lean angle. Ben Spies’ data
showed he was at full throttle
for just 2 percent of the lap.
As Valentino Rossi and Marc
Marquez showed, you have to
invent places to pass, both of
which would be disallowed
with current track limitation
rules. There was the amazing
pass by Casey Stoner on Jorge
Lorenzo down the not straight
in 2011, but that was more to
do with Stoner’s gifts than
Laguna’s offerings.
There is of course The
Corkscrew – a legendary piece
of motorsport real estate – but
hardly a game changer. Sure,
it’s fun to watch and no doubt
EUHDWKWDNLQJbRQERDUGEXW
practically it’s a chicane laid
over a 14m decline.
Then there was
Indianapolis, a hybrid circuit
thrown together and last
hosting MotoGP in 2015. A
IULHQGbZKRYLVLWHGbVDLGKH
needed binoculars to read
the numbers on the bikes and
called it a “festering turd of
a track”. Sticking with this
rather tasteless theme, I’m not
JRLQJWRWDNHbDGXPSZLWKRXW
offering a solution.
Utah Motorsport Campus,
then known as Miller
Motorsports Park, hosted the
WorldSBK from 2008-2012
producing some excellent
racing. King of Supersports
Kenan Sofuoglu was heard to
say that Utah was not only the
best track in North America,
but one of his favourites on
the tour.
But Liberty will tell you
that Utah is not Vegas; so if
US expansion is a priority
– please Liberty – choose
wisely.
Bruce Potter
via email
Rossi and Stoner’s epic
battle at Laguna Seca
The born-again BSA is
on track to secure an
Australian distributor
Summer gold
Have you heard any news
on the new BSA line being
released into Australia or who
might have the franchise for
them? I would love to buy one
for summer.
Michael Ooyendyk
via email
Nothing official at this stage, Michael,
but we have been told by a source with a
direct line to the Mahindra Group (owner
of BSA) that a deal is not far off. Deano
Discovery channel
I’ve never read your magazine
before; I picked it up at Sydney
airport last week attracted by
the line on the cover that read
‘Why internal combustion
ain’t dead yet’.
Not only was it a hugely
informative feature that made
my petrol-loving heart sing (it
must have taken a long time
to research, so I doff my hat to
the author), but I discovered
a magazine that held my
attention nearly all the way
through and changed my mind
about being pretty unhappy
handing over 12 bucks
for what felt like a flimsy
catalogue in my hands.
I buy a lot of music magazines
– I’m a producer and sound
engineer when I’m not riding
one of a handful bikes in my
garage – their paper quality and
page count are far, far higher,
but I was still impressed with
the quality and the diversity
of the content presented and
particularly pleased with the
timeliness of the sport report.
Thanks Dean, to you and your
team, for what’s going to be a
new regular read for me when I
need to zone out from my music
world.
Name withheld by request
We’re happy to hear you enjoyed the read.
Although the paper stock might not be
as flash as some other glossy magazines
on the market, it’s better than the green
newsprint that it used to be printed
on. We reckon solid, informative and
entertaining content will always trump
glossy gloss-over content, which is why
AMCN has been around for 73 years!
Deano
amcn.com.au
21
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SUBSCRIBE & SAVE!
Available in six- or 12-month options subscribe.amcn.com.au
Movie buff
Isn’t it a great time to be going
to the movies. The latest Mad
Max saga is basically a biker
film with everything from
a radial-engine chopper
to an early 1970s Norton
Commando in Production
Racing trim. Then next month
we get The Bikeriders with
authentic Harleys and Brit
bikes an integral part of it. I
bought a copy of Danny Lyons’
book in the States 10 years ago
after it was reprinted. It’s a
classic.
Bob Worth
via email
I have to get out more often, Bob. I
might try to catch the new Mad Max
film this weekend. BTW, did you know
that motocross legend Stephen Gall
was one of the stunt riders in the
movie?
Deano
Conrod straight
I am writing to inquire about
the sudden withdrawal of
Conor Cummins from the
2024 Isle of Man TT. As a
dedicated follower of the TT
races and a long-time fan of
Cummins, I was surprised
and concerned by his
unexplained exit. Cummins is
a level-headed and seasoned
rider with 13 podiums. After
re-signing with the hugely
experienced Padgetts squad
alongside the returning Ian
Hutchinson, I was hoping
he’d be a strong contender
this year. His withdrawal
– or should I say the lack of
THE MAD MAX SAGA IS A BIKER FILM WITH EVERYTHING FROM
A RADIAL-ENGINED CHOPPER TO A 70S NORTON COMMANDO
reasoning behind it – raises
many questions.
Cummins’ experience and
skills make him a significant
figure in the TT races, and
any information about his
situation would be greatly
appreciated. Any chance of
more details or an interview
with Cummins or his team to
shed light on this matter? And
Conor Cummins plans to
return to the TT in 2025
congratulations to Michael
Dunlop for his incredible
accomplishment.
Ray Perkins
via email
We now know a little more about Conor
after his official statement said: “I
have withdrawn from the 2024 Isle of
Man TT Races with immediate effect,
and will provide an update on my plans
for the remainder of the season in the
22
amcn.com.au
coming weeks.” Later he confirmed he
had lost confidence in the bikes he was
riding but hadn’t given up on TT racing.
When we hear more we’ll let you know.
Deano
Princesses!
Just wondering if you guys
clocked that HRH Princess
Beatrice was in the pitlane at
the Isle of Man TT? Grace, the
pitlane commentator, grabbed
a quick word with her
and I was surprised
to learn that she’s a
self proclaimed “huge
motorsport fan”.
She said that the
TT was her first-ever
motorcycle race. Let’s
hope her second isn’t
the processional bore
MotoGP seems to have
turned into lately,
compared to the TT, or she’ll
never watch bike racing
again!
An unpopular opinion, I
know, but I’m old enough to
remember the all-in scraps
on 500cc two-strokes. Now
that was racing!
Ian Crowe
via email
Other than perhaps the most recent
MotoGP race at Misano, I would
hardly describe this season as a
“processional bore”. In fact, I reckon
there have been some absolute
cracker MotoGP races this year. But
yes, the Isle of Man TT action was
royally good!
Deano
Miller movements
Pretty disappointed to see
there’s no room left for Jack
Miller at KTM. I understand
his results have been pretty
dreadful this year and
based on that, he nor I can
really blame KTM bosses
who, let’s face it, are there to
win trophies, not mates.
It wasn’t that long ago that
Jack was pretty hot property
on the rider market but
it looks to me he’ll be
left to pick up Joan Mir’s
seat in the factory Honda
squad. His experience on
a Honda (when it was still
competitive), as well as a
Ducati and most recently
a KTM will put him in
good stead in the role of a
development rider, but is
there any coming back from
that in terms of a landing a
seat where he has a chance
to fight for a world title?
I heard a rumour that
Andrea Dovizioso has
been offered “an open
door” somewhere in the
paddock – surely that’s to
bolster Honda’s test rider
PUNCTURE
REPAIR KIT
• Ultra-compact
capabilities alongside Stefan
Bradl. Stefan’s quick, no
doubt about it, but he’s been
testing for HRC since 2018, so
he’s maybe not providing the
kind of feedback required to
move the project forward at
the same rate that Yamaha
seems to be.
Cal Crutchlow and
Dovizioso locking horns again
in a wildcard scenario? I’d
like to see just how far riding
styles and approaches have
changed in the last half a
dozen or so years.
Anyway, where to for Jack?
• Weighs only
567g and measures
135 x 105 x
40mm
This kit contains our award winning MotoPressor
Puncture Repair Tool, 5 pre-glued vulcanised repair
strings, an inflation tool and 3 x 16g CO2 canisters
and a neoprene bag. This kit is all you will need to
get you out of trouble if you get a puncture.
Steve Black
via email
Jettstar
I’m writing to throw my
support behind Darren
Goodwin’s suggestion that
Jett Lawrance needs to be
elevated to superstar status
by Australian media given his
tremendous achievements in
the US (AMCN Vol 73 No 23).
Right now, all the mainstream
sport reports ever seem to tell
me is which AFL player needs
to apologise for inappropriate
off-field behaviour.
What Jett and even
brother Hunter are doing in
arguably one of the toughest
environments in terms of
competition is incredible.
And the fact they are brothers
should have Australian-based
news teams and mainstream
sports reporters scrambling
all over them. Any chance of
an interview, Deano?
Pat Dawson
Melton, Vic
The boys are killing it in the US. AMCN’s
sister magazine ADB (Australasian Dirt
Bike) has an exclusive interview with
them in its current issue.
Deano
PUNCTURE
REPAIR TOOL
SMART.
COMPACT.
GENIUS!
The knife
slides off
the tool to
easily cut
the plug.
Pliers, rasp, needle insertion tool, knife and
5 pre-glued plugs, all in a handy pouch.
4 tools in one
1 Remove offending item from
your tyre.
2 Use the rasp to clean out the hole.
3 Thread needle with plug, push
into the hole, twist 1½ times
before pulling out.
4 Separate the knife from tool and
cut the plug flush with the tyre.
For further information on all of
our products, please check our
website for details. Also available
at all good motorcycle shops
through Pro Accessories.
QUIZ. MENTAL TWISTIES
SPOT THE
DIFFERENCE
WIN!
AN AMCN NECK SOCK
Michael Dunlop wins Supertwin TT Race 1 for a record-breaking 27th victory,
breaking his uncle Joey’s 24-year-old record of 26 Isle of Man TT wins. Peter Hickman
was second and Dominic Herbertson third. Spot the five changes Fred’s made to
this image, email us your answers (and address!) and you could win a neck sock.
ORIGINAL
ANSWERS WILL BE RE V E ALED IN THE NE X T IS SUE
24
amcn.com.au
EMAIL YOUR ANSWERS AND
ADDRESS TO AMCN@AMCN.COM.AU
FOR YOUR CHANCE TO WIN!
Conquer
q
all
Summits
learn more
Embark on unforgettable journeys
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While others dream of conquering
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Whether you crave the freedom of
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the 450MT is your passport to
limitless adventure.
QUICK SPIN. HARLEY-DAVIDSON ROAD GLIDE LIMITED
HALF-TONNE TWIN-SHARE
If cross-continental touring with a pillion is your bag, the Road Glide Limited is the Harley for you
he Road Glide is built for touring on the open
road, not for poking around town, but to get
out of town most of us need to crawl through
the ’burbs, and so it is when I pick up this
hefty hunk of American iron from HarleyDavidson’s HQ in Sydney’s north.
First up there’s the off-camber righthander as soon as I exit Harley’s driveway, and
then there’s the crappy roadworks all along
the Warringah Freeway on the approach to the
Harbour Tunnel, with multiple lanes of traffic
funnelling into just two for the underwater run.
And then there’s the stop-start traffic as I fight my
way to escape the ever-expanding urban sprawl.
It’s in conditions like this that being fully
aware of the Road Glide’s size and weight is
vitally important. While you can still weave
your way through traffic, you have to make sure
there’s plenty of margin for error, as its overall
length (2595mm) approaches that of some small
hatchbacks, and it feels almost as wide. Forget
about lane-splitting.
This Limited variant is a substantial 43kg more
26
amcn.com.au
than a ‘base-spec’ Road Glide, thanks in part to its
huge topbox, super-comfy pillion backrest and two
additional speakers for the sound system. Yep, it’s
no commuter, but for Harley riders who want to
traverse continents with a pillion on board this is
the weapon of choice.
So just how hefty is it? The Road Glide Limited
tips the scales at 423kg ready to ride. You can
feel that weight as soon as you hoik it off the
sidestand but once moving, even at low speeds,
it’s surprisingly agile and easy to ride thanks to a
low seat height, a wide handlebar and forgiving
geometry. In fact, the only time I struggled with
the Limited’s size and weight was when trying to
turn it around in a confined garage. Bear in mind
that there’s no reverse gear, so it pays to put some
serious thought into where and how you park it.
Once out of town, the Road Glide Limited is in its
element, loping along at highway speeds without
raising a sweat.
At the heart of the beast is Harley’s 114ci (1868cc)
Milwaukee-Eight V-twin, which makes a claimed
65kW (87hp) at 5020rpm and 160Nm at a lazy
RIDER PROFILE
Name Dean Mellor
Height 167cm
Weight 76kg
Fact Old bikes, new bikes, doesn’t
matter – Deano loves them all and
tries to pack as many as he can
in his garage at any one time. He
sometimes rides ’em, too.
TEST + PHOTOGRAPHY DEAN MELLOR
BAG IT
You can fit loads
of gear into the
panniers and
topbox, the latter
accommodating
two helmets.
BUSINESS
CLASS
If your pillion likes
the finer things in
life, they’ll be happy
perched in the Limited’s
comfy armchair.
HEAR THIS
The four-speaker
sound system
delivers 25W per
channel and can be
heard with a full-face
helmet and earplugs.
3000rpm. No, the Limited isn’t yet endowed with
the new 117ci engine found in the ‘base-spec’ Road
Glide (as tested by Roothy in AMCN Vol 73 No 23). As
a result peak power and torque is down 15kW (20hp)
and 15Nm respectively, but even with its additional
weight the Limited is still no slouch.
Crack the throttle wide open at almost any revs
and the 114 gets up and boogies, pulling hard (and
cleanly) from down low and offering up a meaty
midrange, with a tantalising bellow from the twin
exhaust system.
I’ll forgive the six-speed gearbox for feeling bit
clunky and slow considering it has to handle a
truckload of torque, but the fact it can be reluctant
to slip into neutral from time to time can be
frustrating. The clutch is on the heavy side but offers
progressive engagement.
Harley claims a maximum lean angle of 32°for the
Limited allowing you to hustle it through bends at a
decent clip. The wide ’bar makes it easy to tip it into
corners and it holds a line beautifully once cranked
over, but sudden changes of direction aren’t its forte.
You simply can’t overcome the physics of a 170mm
BIG-ISH
TWIN
CRASH
BARS
SCREEN
TIME
The 114ci Milwaukee
Eight makes a claimed
65kW (87hp) at
5020rpm and 160Nm at
a lazy 3000rpm.
Black bars should
protect the paint if the
Limited takes a nap
and make it easier to
pick up if it falls over.
The big framemounted screen
offers decent weather
protection and has a
flap to adjust airflow.
1. It might not be fitted with
Harley’s latest big bruiser 117ci
V-twin but the smaller version
packs a mighty punch of torque
2. Twin front disc brakes lack initial
bite but a good tug on the lever
reins in this big beast. We’re talking
about a claimed wet weight of
423kg before you add rider, pillion
and any luggage
3. The Limited is a very classy
beast of burden. Check out the
size of its massive topbox, which
easily accommodates two full-face
helmets. The paint scheme is an
understated duco Harley calls
Sharkskin Blue
1
2
3
YOU CAN HUSTLE THE LIMITED
THROUGH BENDS AND IT HOLDS
A LINE BEAUTIFULLY
amcn.com.au
27
QUICK SPIN. HARLEY-DAVIDSON ROAD GLIDE LIMITED
SPECS
ENGINE
Capacity 1868cc
Type 45 º V-twin, four valves per cylinder
Bore & stroke 102mm x 114.3mm
Compression ratio 10.5:1
Cooling Twin-cooled
Fueling Electronic sequential port
injection
Transmission Six-speed
Clutch Wet, multi-plate, slipper type
Final drive Belt
PERFORMANCE
Power 65kW (87hp) @ 5020rpm
(claimed)
Torque 160Nm @ 3000rpm (claimed)
Top speed 190km/h (est)
Fuel consumption 5.6L/100km (tested)
ELECTRONICS
Type Not given
Rider aids Cornering ABS, traction
control, drag torque slip control and
vehicle hold control
Rider modes NA
CHASSIS
Frame material Tubular steel
Frame type Backbone
Rake 26°
Trail 170mm
Wheelbase 1625mm
SUSPENSION
Type Showa
Front: 49mm non-adjustable upside-down
fork, 117mm travel
Rear: Dual shocks, preload adjustable,
76mm travel
WHEELS & BRAKES
Wheels Cast aluminium
Front: 18 x 3.5 Rear: 18 x 5.0
Tyres Dunlop D408F & D407T
Front: 130/70-18
Rear: 180/55-18
Brakes
Front: Twin 320mm discs,
four-piston calipers
Rear: Single 320mm disc,
four-piston caliper
trail, a 1625mm wheelbase, 18-inch wheels and
half a tonne of bike and rider.
Braking performance is decent with four-piston
calipers gripping twin 320mm floating discs up
front and a fixed 320mm disc at the rear. Front
brake feel lacks a little in initial bite, but squeeze it
hard and it gets the job done.
The rear brake works well and is ideal for
tightening your line mid-corner.
The suspension is quite basic – a non-adjustable
49mm fork and twin rear shocks with preload
adjustment – but it is well set up and offers a good
blend of compliance and control. The rear shocks
didn’t bottom-out on test, even when riding two-up,
although I didn’t have much weight in the panniers
or topbox.
While the Limited is a big bike, the reach to the
swept-back handlebar is relaxed, the footboards
allow plenty of options to position your legs how
you want, and the seat height is a low 735mm so,
despite the girth, it’s not a stretch to plant both
boots flat on the ground. The seat itself is so, so
comfy, with a wide base, supple and supportive
cushioning and a decent turn-up at the rear. Even
more comfy is the pillion seat with its supportive
backrest and armrests, and generous footboards.
The large frame-mounted fairing offers decent
weather protection although I would have
preferred a slightly lower screen as I found myself
looking through it rather than over it, right where
there’s some distortion due to its curved shape;
taller riders won’t have this problem. There’s a
closable flap beneath the screen that allows you to
adjust the airflow, but it’s either open or closed and
nothing in between.
Switchgear is your typical high-quality Harley
kit and it’s all easy to operate once you’re familiar
with it. Instruments are presented in the form of
a 6.5-inch colour touchscreen accompanied by a
pair of analogue gauges for speed and tacho. No,
the Limited doesn’t get the big 12-inch touchscreen
as fitted to the base model Road Glide, but it’s still a
decent size and is easy to read and navigate.
The four-speaker sound system is a ripper, and
you can easily hear tunes when wearing earplugs
and a full-face lid, and barrelling along at 110km/h-
plus. There’s a USB cable in the right-side storage
box that you can plug your phone into and satnav
is included standard. There’s another storage box
on the left.
The top-opening lockable and weatherproof
panniers offer plenty of space for gear, while the
topbox is simply huge… it accommodates two
helmets, is lined and includes a 12V power outlet.
If there’s anything you can’t fit in the panniers
and topbox, there’s a luggage rack so you can strap
down the kitchen sink.
As you’d expect of a big touring Harley, build
quality is top-notch. Fit and finish is excellent, the
trim is superb and the paint is lustrous. On test
fuel consumption was 5.6L/100km so you should
get more than 350km out of the 22.7L fuel tank.
The Limited will set you back $47,750, which
is $1255 more than the base-model Road Glide.
Essentially you’re paying more for a smaller
engine, less power, less torque and a smaller
TFT screen… so you might wonder why anyone
would buy it? I can only think of one reason: load
carrying. If you’re going to be doing big miles
with a pillion and luggage, not much comes close
to the Road Glide Limited in terms of capacity and
comfort. And sure, $47,750 is a lot of money, but
the Road Glide Limited is a lot of bike.
DIMENSIONS
Weight 423kg (wet, claimed)
Seat height 735mm
Width 930mm
Height 1425mm
Length 2595mm
Ground clearance 130mm
Fuel capacity 22.7L
AN ACRONYM
FOR THAT
THE ROAD GLIDE Limited has a heap of safety kit including
electronic linked braking (ELB), cornering ABS (C-ABS),
cornering traction control system (C-TCS), cornering dragtorque slip control system (C-DSCS), vehicle hold control
(VHC) and a tyre-pressure monitoring system (TPMS).
SERVICING & WARRANTY
Servicing First: 1600km
Minor: 8000km
Major: 16,000km
Warranty Two years,
unlimited kilometres
BUSINESS END
Price From $47,750 (ride away)
Colour options Billiard Grey, Vivid Black
(+$750), Sharkskin Blue (+$1465)
CONTACT
harley-davidson.com/au
28
amcn.com.au
Supremely comfortable for rider and pillion, loads of
luggage space, great fit and finish.
PROS
AND
CONS
Smaller engine than base Road Glide, smaller TFT screen,
and it’s bloody big and heavy.
The Shotgun 650 is a tribute to self-expression. It’s a mutant disguised
as a motorcycle, a child of creative chaos that has customisation
built into its bones. Each one is engineered to be a canvas for artists,
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One engine, two wheels and a million possibilities.
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royalenfield.com.au
QUICK SPIN. TRIUMPH TF250X
TEST MATT BOYD + PHOTOGRAPHY DEAN WALTERS
TRAIL BLAZER
It’s been a long time coming, but Triumph’s first 250cc motocrosser is here and ready to shake up the establishment
riumph is embarking on one of its biggest
challenges since John Bloor rescued the
company from receivership in 1983. The
launch of its first motocross racer is its first
step in creating a family of all-new motocross
and enduro models. Triumph’s TF250X has
arrived at the same time Ducati has released
its first motocross racer, the Desmo450 MX.
Both companies are strangers to motocross but
in a period of sales growth. Triumph is set to sell
more than 100,000 units globally this calendar year
while Ducati is experiencing record sales.
Can they shake up motocross like they have
roadracing? Recently both brands have assumed
important roles in motorcycle racing. In 2019
Triumph went all-in on the racing world, winning
the contract to be the sole engine supplier for the
Moto2 world championship using its 765cc triple.
In 2022 Ducati took the unprecedented step of
becoming the sole supplier of bikes competing
in the 2023 MotoE World Cup, the electric class
1
30
amcn.com.au
1. Ahead of the technical game but
can Triumph stay ahead of the pack
on the track?
2. The engine is a top-end
powerhouse that in standard form
suits fast, open tracks
3. Twin Air dual-layer filter shows
Triumph means business
4. The optional launch
control module
5. Standard exhaust is fine but
accessory version adds midrange
FRAME GAMES
Triumph experimented with
different frame materials
and designs but settled
with an aluminium version
that consists of forged and
machined parts handwelded together.
CUT SNAKE
The 250cc single is fed by a
Dell’Orto throttle body and
produces 35kW (47hp) at
13,500rpm – that’s the same
peak as Aprilia’s 457cc twincylinder sportsbike! – and
28.6Nm at 9000rpm.
of MotoGP. Then in 2021 Triumph shocked the
motorcycle world by announcing an off-road racing
venture it had never attempted before.
Sure, back in the 1950s and 1960s road Triumphs
had been converted for scrambles, desert and ISDE
racing but a track-only MXer was a completely new
direction for a brand dating back to 1902.
To its credit, Triumph realised it couldnಬt go this
alone so it enlisted some of the best in the business,
including seven-time AMA motocross and five-time
AMA supercross champ Ricky Carmichael and fivetime enduro champ Ivan Cervantes as test riders.
Triumph admits this project took way longer
to reach fruition than it had initially planned but
acknowledges it couldn’t release a motorcycle it
wasnಬt completely happy with.
I can understand that attitude because the
fact Triumph had never built a competitionbased dirtbike before gave it a free pass to get a
few things wrong. Yamaha, Honda and the rest
have decades of development behind them to get
TOP SHELF
To produce such a convincing
and well-executed dirtbike,
Triumph partnered with
brands like KYB, Brembo,
Galfer, DID, ODI, Pirelli, Exedy,
Dell’Orto, Pro Taper, Athena
and Twin Air.
MORE DIRT
Triumph is currently hard
at work finessing a 450cc
motocross model that we
will likely see before the end
of the year, with 250 and
450 enduro models to
follow soon after.
PARTS ACCESS
Triumph dealers are now
part of a 24/7 online
ordering system where
you can log on and order
your parts and select
either click-and-collect or
delivery direct to your door.
3
2
4
5
TRIUMPH ADMITS THIS PROJECT
TOOK WAY LONGER TO REACH
FRUITION THAN IT HAD PLANNED
amcn.com.au
31
QUICK SPIN. TRIUMPH TF250X
WANT
MORE?
The TF250X comes loaded
with high-end equipment
from standard but there’s an
extensive list of aftermarket
accessories available to make
it even more race ready.
1
THE TF250X DOESN’T JUST MEET ITS RIVALS
BUT PUTS A FEW OF THEM TO SHAME
where they are at today. The acid test is riding
this new MXer in its natural environment and,
after spending quality time with the new TF250X,
I believe Triumph has developed a motorcycle
in four years that doesnಬt just meet its rivals, but
even puts a few of them to shame. It leaves me to
wonder if Triumph engineers really are that good
or if the established manufacturers are resting on
their laurels and only doing what they have to?
The Triumph has its own feel. The footpeg and
handlebar positions are comfortable but unique –
something it obviously worked hard on to achieve.
The cockpit doesnಬt feel alien, even though it feels
very different to anything else on the market. A
high-quality Pro Taper handlebar with a carbon
core and lock-on grips is fitted as standard –
things you generally need to upgrade on a new
motocrosser when you get it home.
Its KYB front and rear suspension is regarded in
the motocross and enduro scene as being some of
the best production units available. The standard
suspension is a little on the soft side for my 95kg
frame but Triumph has different weight springs
available and was able to pair me with a bike that
had springs fitted suitable to my weight.
32
amcn.com.au
1. Triumph has opted for quality
components, including Pirelli
Scorpion MX32 tyres
2. Who ever thought they’d one day
see the Triumph badge on a serious
track-only dirtbike?
3. Rear suspension has highand low-speed compression
adjustment
4. Brembo brakes squealed but
never faded in tough conditions
5. Plenty of electronic adjustment
is available on the fly
A FULL TITANIUM Akrapovic exhaust system
improves midrange power and throttle response
significantly. $2150.01
The XTrig holeshot device locks the front suspension
down lower off the start to prevent wheelstanding off
the startline. $131.93
Athena LC-GPA launch control module with riderselectable enhanced traction control and launch
control settings and LED engine speed indicator. It
allows you to adjust the launch control mode, which
retards the ignition timing so the bike will get less
wheel spin off the start. $394.16
MX Tune Pro wifi module enables you to connect with
the bike’s ECU through a downloadable phone app so
you can select from a range of pre-programmed maps
to customise the bike’s power delivery. $321.59
Performance gripper seat and seat cover. $379.33
Because the standard bodywork has graphics
imprinted in the plastics, there’s a replacement set of
panels so you can have your own custom stickers made
and fi tted. $288.61
Of course a professional motocross racer is going
to like a certain type of set-up, but for the masses the
suspension is compliant and set up well. The action
is smooth and gradual, but most of all predictable
– there is nothing worse than the back end kicking
out on you when you arenಬt expecting it.
The frame, I was told, was what was holding up
the planned release. The test riders werenಬt totally
happy with it and Triumph needed more time to
produce that final percentage of compliancy. The
frame geometry gives the stability and compliance
you need to go fast. There’s good rider feedback
through the footpegs but it still flexes enough to be
comfortable and not make the ride feel rigid.
The 249.95cc single-cylinder engine is a topend monster with a rev ceiling so high you think
youಬre never going to reach it. Open the taps and
the engine revs far past where you think it should
but also produces power right through to the end
with no sign-offs. The quarter-litre single had no
problem getting me over some big jumps. In fact I
had to get comfortable revving the bike more and
getting used to an engine that can rev.
Stepping off a 450cc machine, where you short
shift and use the engine’s torque rather than the
2
3
4
6
5
rpm, meant I had to spend some time training my
brain to use the gearbox to keep the engine above
the 8000-9000rpm mark.
This is the way all manufacturers are tuning
250cc four-stroke machines these days. They
sacrifice low to mid-rpm torque for higher peak
rpm to produce higher horsepower. This is all
well and good for European or US tracks, that are
much bigger and faster, but tracks in Australia
are slower and tighter so we still need bottom-end
torque. I reckon Australian-market Triumphs will
do better with a 50-tooth rear sprocket instead
of the standard 48-tooth ring. The optional
Akrapovic exhaust system, with additional maps
accessible through the tuner app, also drastically
improves midrange power.
The brakes are just as strong as you would
expect from Brembo, although I got some
squealing from them when they got hot. It didn’t
bother me because the performance remained
high and I still had firm pressure at the lever.
The clutch has a nice responsive action and
the addition of a map switch beneath the bank of
buttons to control the switchable electronic rider
aids is a neat touch. As well as the ability to switch
amcn.com.au
33
QUICK SPIN. TRIUMPH TF250X
SPECS
ENGINE
Capacity 249.95cc
Type Single cylinder, DOHC,
four valves
Bore & stroke 78mm x 52.3mm
Compression ratio 14.4:1
Cooling Liquid
Fueling EFI, Dell’Orto throttle body
Transmission Five-speed
Clutch Wet, multi-plate, belleville spring
Final drive Chain
PERFORMANCE
Power 35kW (47hp)
@ 13,500rpm (claimed)
Torque 28.6Nm @ 9000rpm (claimed)
Top speed 95km/h (est)
Fuel consumption Not measured
ELECTRONICS
Type Not given
Rider aids Traction control, launch
control and quickshifter
Rider modes High and low
CHASSIS
Frame material Aluminium
Frame type Backbone
Rake 27.4°
Trail 116mm
Wheelbase 1492mm
SUSPENSION
Type KYB
Front: 48mm upside-down fork,
adjustable rebound and compression,
310mm travel
Rear: Monoshock, adjustable rebound
and high- and low-speed compression,
305mm travel
between the high and low power modes, there’s
also individual launch control, traction control
and quickshifter buttons which can be accessed
on the fly.
Much like it was in the roadbike world a
decade or so ago, the introduction of electronic
riders aids to the motocross sector is ultimately
a good thing that will progress the breed. I can
see them becoming popular and the current
generation of riders becoming reliant on them.
But for me, Iಬm old, and I grew up controlling my
traction to the rear wheel with the clutch and
throttle so when that manual control is taken
from me it feels like Iಬve lost something. I guess
itಬs messing with my instincts and I would need
more time to retrain my brain before I could
extract the most benefit from them.
I can assure you the TF250X has been worth the
wait. It fits into the class well and is loaded with
quality parts so you donಬt need to go spending
thousands of dollars on engine or suspension
upgrades. My only criticism is I would like to see
a 50-tooth rear sprocket fitted as standard, or at
least included, and the gains to the bottom-end
power of the Akrapovic system is so great, that a
higher performing standard exhaust should be
a no brainer. A lighter rider is likely going to get
their arms stretched by this thing as is, but for
me as a larger rider on a 250 I need a little more
torque down low.
I’m really looking forward to seeing how this
bike is taken up in the Australian market. The
old adage of ‘win on Sunday, sell on Monday’
is still really relevant in the off-road world.
Even though Triumph says it’s going to open
“specialist motocross and enduro centres”, I
suspect it’s going to be a steep learning curve
for the established dealers.
LOADED WITH QUALITY PARTS
SO YOU DON’T NEED TO SPEND
THOUSANDS ON UPGRADES
Experience has taught me it takes a lot more
than simply producing a hugely capable machine
to translate into a sales success. The $14,250
asking price is bang-on, in my mind, but for this
bike to sell in big numbers here, Triumph needs
to go racing and be a consistent podium finisher
in premier classes. Thatಬs not only going to cost
money, but itಬs also going to take a lot of know-how
that its rivals have built up over many decades
of experience; things like engine and suspension
tuning, and how to manage a race team.
I’m not saying Triumph can’t be a sales success
here in the short-term, because the bike has the
credentials to do extremely well. But the steps
Triumph take in order to ensure the TF250X can
enjoy the success it absolutely deserves will be
fascinating to watch.
WHEELS & BRAKES
Wheels Spoked aluminium
Front: 21 x 1.6 Rear: 19 x 1.85
Tyres Pirelli Scorpion MX32
Front: 80/80-21
Rear: 100/90-19
Brakes Brembo
Front: Single 260mm disc,
single-piston caliper
Rear: Single 220mm disc,
single-piston caliper
DIMENSIONS
Weight 104kg (wet, claimed)
Seat height 960mm
Width 836mm
Height 1270mm
Length Not given
Ground clearance Not given
Fuel capacity 7L
SERVICING & WARRANTY
Servicing First: 1 hour
Minor: 15 hours
Major: 30 hours
Warranty 30 days
BUSINESS END
Price $14,250
Colour options Triumph Racing Yellow/
Black/White
CONTACT
www.triumphmotorcycles.com.au
34
amcn.com.au
High-quality execution that outdoes its rivals in some
areas, complete with a unique British tank badge.
PROS
AND
CONS
More bottom-end grunt (via 50-tooth sprocket/exhaust)
will help stand it farther apart from its rivals.
QUICK SPIN. SUZUKI GSX-8R
TEST DEAN MELLOR + PHOTOGRAPHY MARK DADSWELL & LEWIS CROFT
1
MIDSIZE SPORTY
A little sportier and a litle costlier than a GSX-8S, the new and better-equipped GSX-8R is a whole lot of fun
he Suzuki GSX-8R is a fantastic example of
platform sharing done right. Based around
the 776cc parallel-twin engine that sees
service in the V-Strom 800 adventure bike
and the GSX-8S nakedbike, the faired 8R
is different enough to attract new buyers
rather than just pilfer sales from its
closely related siblings. To my eye, the 8R is the
pick of the three-bike line-up when it comes to
good looks.
Suzuki describes the 8R’s styling as a modern
interpretation of the brand’s sportsbike heritage.
While it might not offer up the performance of
those potent GSX-Rs of old, the 8R definitely looks
the part.
While the Australian launch of the 8R was a
road-only event, we already know that it’s also a
hoot to ride on the track thanks to Adam Child’s
recent world launch report (AMCN Vol 73 No 17)
from Circuito Monteblanco in Spain. As well as
2
36
amcn.com.au
RIDER PROFILE
Name Dean Mellor
Height 167cm
Weight 76kg
Fact Deano regrets selling all of
his old bikes… then decades later
repurchases the same model.
He recently bought another ’96
Blade… because he’s livin’ in the past.
COVER UP
The GSX-8R’s fairing and
screen might not offer a lot of
weather protection but they
sure do give the midsize twin
a sporty new look compared to
the naked 8S.
SPRUNG
In place of the KYB kit in
the 8S, the GSX-8R scores
a Showa 41mm SFF-BP
(Separate Function Fork –
Big Piston) fork and Showa
preload-adjustable shock.
that, the local launch of the mechanically similar
GSX-8S I attended last year (Vol 73 No 02) included
a few sessions at Queensland’s Lakeside Park, and
I had a blast there.
Don’t believe that the GSX-8R is a handy track
weapon? Just ask Rocco Landers, who recently
took the 8R’s first win in the MotoAmerica Twins
Cup at Road America competing against a swag of
Aprilia RS 660s and Yamaha YZF-R7s.
Twins Cup organisers use a balance of
performance requirements to make all bikes
equal. Each model entered has its own specific
software package and racing kit, so the largercapacity 8R didn’t have an obvious advantage.
In the real world, with only modest output
compared to the likes of a GSX-R600 or 750, the
parallel-twin 8R doesn’t offer ‘rip yer arms
off’ acceleration, but it’s still quick enough
ARRESTED
Twin 310mm discs are
gripped by Nissin radialmounted four-piston calipers.
ABS is not lean sensitive but
it works well in a variety of
conditions.
PARALLEL UNIVERSE
The 776cc parallel twin runs
a 270° crank and makes
a claimed 61kW (83hp)
at 8500rpm and 78Nm at
6800rpm. Twin balance
shafts make it feel smooth.
3
4
SIT ON IT
The riding position is similar
to the naked 8S but the clipon ’bars are slightly lower,
albeit still at a comfortable
height for long distances in
the saddle without cramping.
1. The Aussie launch ride was held
in varying weather conditions,
perfect for testing the all-round
ability of the sporty 8R
2. Easy-to-read TFT screen has
day and night modes
3. The 776cc DOHC parallel-twin,
four-valves-per-cylinder engine
has the same spec as the 8S
4. Showa’s 41mm SFF-BP
(Separate Function Fork – Big
Piston) is not adjustable
5. Clip-on ’bars are set at
a comfortable angle
5
ROCCO LANDERS TOOK THE 8R’S
FIRST WIN IN MOTOAMERICA’S
TWINS CUP AGAINST APRILIA
RS 660s AND YAMAHA YZF-R7s
amcn.com.au
37
QUICK SPIN. SUZUKI GSX-8R
1
THE RIDING POSITION IS QUITE SPACIOUS AND
LONG DAYS IN THE SADDLE ARE ACHIEVABLE
to thoroughly entertain thanks to plenty of
accessible torque throughout the rev range, an
effective electronics package, a flickable chassis
and decent brakes.
At $14,990 ride away the 8R costs $1500 more
than the 8S. While it is mostly the same under
that sleek new bodywork, there are a few notable
upgrades, including lower-set ’bars for a sportier
riding position and upgraded suspension.
Before we get into the differences though, let’s
take a look at what is the same. Power output from
the 776cc DOHC parallel twin remains unchanged,
with claimed peaks of 61kW (83hp) at 8500rpm
and 78Nm at 6800rpm. The engine runs a 270°
crank and, with a relatively long 70mm stroke, it
makes decent torque from down low and through
the midrange. There’s no sudden surge of power
as revs climb towards the 9750rpm redline, but
rather a linear feel that makes the 8R feel easy to
ride despite its sporty appearance. Two balancers
at 90° to the crankshaft have been added to supress
unwanted vibrations. They work exceptionally
well and the engine feels incredibly smooth for a
parallel twin throughout the rev range.
The 8R runs a version of Suzuki’s Intelligent
Ride System (SIRS) that incorporates ride-by-wire
throttle, Suzuki Drive Mode Selector (SDMS),
Suzuki Traction Control System (STCS), up and
down quickshifter, low-rpm assist and a one-touch
starting system.
The SDMS provides a choice of A, B and C (Active,
Basic and Comfort) throttle maps; A provides the
sharpest throttle response, B provides access to
maximum power output but with a softer throttle
response and flatter torque curve, while C provides
38
amcn.com.au
1. Sure-footed handling and
excellent brakes gave confidence
for cornering in the wet
2. Riding ergonomics are good
enough for a long day in the saddle
3. Playing chasey on the Great
Ocean Road
4. Fairing and headlight styling
is influenced by Suzuki’s largercapacity sportsbikes
5. Despite sharing many
components with its V-Strom
adventure and 8S nakedbike
stablemates, the 8R has a
character all its own
2
the softest throttle response and a gentle torque
characteristic, and is essentially a rain mode.
There were some sketchy conditions on the
launch ride from Warrnabool, along the coast to
the Otway region and back to Melbourne thanks
to inclement weather and crook roads. While I
sampled both A and C modes several times, I found
B to be the pick of the throttle maps. A was a little
too snatchy and aggressive while C really dumbs
things down too much.
Without an IMU the 8R’s ABS and traction
control are not lean-sensitive, but both performed
faultlessly in the wet and dry. The traction control
can be manually set to Mode 1, 2, 3 or off (the
higher the number the greater the intervention)
regardless of what ride mode is selected, allowing
you to tailor settings to suit your riding style and
road conditions. For example, you can opt to have a
snappy throttle response by selecting ride mode A,
but you can also have the TC set to 3 for the highest
intervention if it’s belting down rain, or turn TC off
altogether if you want to point the front wheel in
the air.
Switching between ride modes and TC settings
is easily done on the fly, so you can play around
with the combinations to your heart’s content. Your
chosen settings can be clearly seen on the bright
five-inch colour TFT display. Notably, the selected
settings are retained when you switch the bike
off and on again, so you don’t have to repeat the
process once you have set it up how you want.
The two-way quickshifter allows for smooth and
fast upshifts, even at partial throttle openings,
but downshifts can sometimes be a bit finicky,
so are more easily achieved using the light and
progressive slip-and-assist clutch. But with a nice
spread of torque you don’t have to work your way
up and down the ratios if you don’t feel like it.
Now to the main upgrade. A new Showa 41mm
SFF-BP (Separate Function Fork – Big Piston)
replaces the KYB unit on the 8S. While it remains
non-adjustable, Suzuki says it’s lighter and offers
more stable damping characteristics. The rear
shock has also been upgraded from a KYB unit to a
preload-adjustable Showa one.
Suspension travel remains the same at 130mm
front and rear, but you can definitely feel an
IT’S A TWIN
THING
SUZUKI GSX-8R
$14,900 ride away
736cc parallel twin
61kW (83hp)/78Nm
205kg (kerb)
APRILIA RS 660
$22,740 ride away
659cc parallel twin
73.5kW (100hp)/67Nm
169kg (dry)
3
4
YAMAHA YZF-R7
$15,949 ride away
689cc parallel twin
54kW (72hp)/67Nm
188kg (wet)
5
improvement from the new set-up when riding
on the road. While the 8S feels underdamped at
the rear on crook surfaces, I had no such qualms
on the 8R. Up front, the 8R feels planted and
controlled, and inspires plenty of confidence
when late-braking and tipping into corners.
Kerb weight is a claimed 205kg (3kg up on the
8S). The 8R is far from the lightest machine in the
midsize twin category but changes of direction
require little effort and it’s easy to flick the bike
from side to side.
Those clip-on ’bars look quite sporty but are
actually positioned quite high, so there’s not
much more weight on your wrists than when
riding the 8S with its flat single-piece handlebar.
They are also set quite wide, allowing for plenty
of leverage.
Despite its appearance, the riding position
on the 8R is quite spacious. Because you’re not
head down, bum up, long days in the saddle are
achievable without a visit to the physio.
The Dunlop Sportmax Roadsport 2 rubber – a
120/70ZR17 up front and 180/55ZR17 at the rear –
offers loads of grip and feel in both the wet and
amcn.com.au
39
QUICK SPIN. SUZUKI GSX-8R
1. The 8R runs the same Nissin brake package as its naked stablemate the 8S
2. Optional soft panniers turn the 8R into a decent sports-tourer
3. Metallic Triton Blue suits those buyers wanting Suzuki’s corporate colours
1
2
SPECS
ENGINE
Capacity 776cc
Type Parallel-twin, DOHC, four
valves per cylinder
Bore & stroke 84mm x 70mm
Compression ratio 12.8:1
Cooling Liquid
Fueling EFI
Transmission Six-speed
Clutch Wet, multi-plate, slipper-type
Final drive Chain
PERFORMANCE
Power 61kW (83hp) @ 8500rpm
(claimed)
Torque 78Nm @ 6800rpm (claimed)
Top speed 225km/h (est)
Fuel consumption 4.3L/100km
(measured)
ELECTRONICS
Type Not given
Rider aids ABS, traction control, Low
RPM Assist and quickshifter
Rider modes A, B & C
CHASSIS
Frame material Steel
Frame type Twin spar
Rake 24°
Trail 104mm
Wheelbase 1465mm
SUSPENSION
Type Showa
Front: 43mm, non-adjustable upsidedown fork, 130mm travel
Rear: Monoshock, adjustable preload,
130mm travel
WHEELS & BRAKES
dry. Again, this is the same spec as fitted
low engine speeds. There are plenty of
to the 8S, and it’s a great tyre for both
other practical accessories available,
road and track.
including a USB socket, tank pads and
The 8R also runs the same Nissin
heated grips, as well as loads of bling
Optional
soft
bags,
as
picured
brake package as the 8S, so there
including a smoked screen, billet
on the Metallic Matt Sword
are two 310mm discs up front
levers and rim stickers.
Silver bike tested here, cost
gripped by four-piston radialFour colours are on offer: Metallic
$889.
They
proved
convenient
mounted calipers, and a 240mm
Matt Sword Silver, Metallic Triton
on this trip and kept their
disc at the back with a single-piston
Blue, Pearl Ignite Yellow and Metallic
contents clean and dry.
caliper. There’s more than enough
Mat Black. For my money, the yellow
braking performance on offer and
is the standout and it looks even better
good feel at the lever and, while the ABS
in the metal.
kicked in a couple of times when braking hard
Other than colour choice, the big question
in the wet, it wasn’t overly intrusive.
facing potential buyers will be whether the 8R is
There are loads of practical features on the
worth 1500 bucks more than the 8S. I reckon it is on
GSX-8R that will keep owners happy, including
looks alone, but also because of the better quality
that easy-to-read TFT screen with day and
suspension package, which suits the road and the
night modes, the bright shift light, the intuitive
track. That’s the beauty of the GSX-8R – it genuinely
controls, the one-touch Easy Start system and the
is a multi-purpose bike you can commute on, tour
Low RPM Assist, which helps prevent stalling at
on or take to the track on the weekends.
BAG IT UP
FOR A TRIP
3
Wheels Cast aluminium
Front: 17 x 3.0 Rear: 17 x 5.5
Tyres Dunlop Sportsmax Roadsport 2
Front: 120/70ZR17
Rear: 180/55ZR17
Brakes Nissin
Front: Twin 310mm discs,
four-piston radial calipers
Rear: Single 240mm disc,
single-piston caliper
DIMENSIONS
Weight 205kg (kerb, claimed)
Seat height 810mm
Width 770mm
Height Not given
Length 2115mm
Ground clearance 145mm
Fuel capacity 14L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 12,000km
Major: 24,000km
Warranty Two years,
unlimited kilometres
BUSINESS END
Price From $14,990 (ride away)
Colour options Metallic Triton Blue Matt
Sword Silver or Pearl Ignite Yellow
CONTACT
suzukimotorcycles.com.au
40
amcn.com.au
A great example of how to do platform sharing
without losing individuality.
PROS
AND
CONS
On a model that is such a great all-rounder, it would be
good to have heated grips as standard.
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42
amcn.com.au
ack in the 90s when 400cc
four-cylinder sportsbikes
were the thing, I was busy
avoiding homework and
school detention. Then when
I got my licence in 2002 I was
too busy putting road tyres
on my XR600 to get involved
with sportsbikes. Looking back, it was a
golden age of racing and tearing up twisty
mountain roads. The 400s were weapons
on a tight track or road but then they sadly
went the way of the Dodo.
When the re-invented Kawasaki ZX-4R
and higher-spec ZX-4RR were released,
I was keen to get my butt on one to see
what I had missed out on all those years
ago. AMCN had already tested it on the
racetrack, so it was time to see how it
handles life on the road.
Rolling into Kawasaki HQ, I spotted a
nice ZX-10R out the front. I parked next
to it and as I took my helmet off I spied
the ZX-4RR sticker on the side fairing. I
couldn’t believe that I had been fooled
by the big bike looks. This isn’t your run-
amcn.com.au
43
ROAD TEST 2024 KAWASAKI NINJA ZX-4RR
of-the-mill LAMS 400cc twin or single cylinder; it
is a real-deal four-pot screamer that is not LAMS
approved and its appearance reflects that.
It simply looks fantastic. It has twin front discs,
a proper-looking exhaust system, a stiff WorldSBKinspired frame and a trick-looking swingarm.
Kawasaki has also fitted it up with sport-focused
tyres, good suspension, a two-way quickshifter
and a go-fast colour scheme. It is a dream come true
for an aspiring racer or trackday enthusiast. But
most owners will need or want to ride it on the road
regularly also, so let’s hit it.
Switching on the key brings the full-colour TFT
dash into life, a dash that wouldn’t look out of
place on the top-spec ZX-10RR or even one of the H2
models. It is functional and beaut to look at while
providing all the necessary information.
Hit the starter button and the tiny 57mm pistons
start doing their thing. It is pretty quiet even
though it idles at 2000rpm.
It’s hard to fathom just how small the internal
engine parts are but those pistons only move 39mm
from top to bottom. It makes me think of the inside
of an analogue watch. Bear in mind there was once
a four-cylinder ZXR250R with 49mm pistons, so
Kawasaki wouldn’t have batted an eyelid at the
400’s during design.
1
2
LETTING THE 400 SPREAD ITS
WINGS AND REV OUT IS AN AURAL
DELIGHT… ALL THE WAY TO 15,500
44
amcn.com.au
Engage first gear and the baby Ninja will pull
away slowly with surprisingly little throttle input.
But if you want to move away at any sort of trafficbeating pace, you will need to dial up a few more
revs, in the vicinity of 8000rpm. Which takes a
little getting used to after riding big bikes. I find
myself cruising the suburbs at 40km/h in sixth gear
and it is as smooth as silk with zero protest from
the engine – it just purrs along – but don’t bother
trying to accelerate quickly from those revs. There
is simply nothing on offer from the rev-happy
engine in the low end of the tacho.
Letting the 400 spread its wings and rev out,
however, is an aural delight. It sounds just like a
ZX-6R but without the police sirens as you rev out
second gear on the road. The induction wail from
the ram-air intake is trademark Kawasaki and just
awesome. Using all the rev range soon becomes
addictive as the torque peaks at about 12,500rpm.
You can feel the torque die off after that while the
revs happily keep rising all the way to 15,500rpm.
To get the most out of the engine you need to
disengage your mechanical sympathy and just send
it. It doesn’t do anything unpredictable like pull
wheelies etc., it just makes noise and builds speed
progressively.
I can’t help but feel a little self-conscious as
pedestrians turn and look at what is screaming its
head off expecting a bike doing warp speed, but
there’s me barely breaking the speed limit getting
ahead of the cars from the lights. I think the little
Ninja attracts more attention than just about any
other bike I’ve ridden thanks to the screaming
induction noise. People must hear it a mile away.
SUPER SPRINGS
CLICKIN’ GEARS
SWISS WATCH
BIG-BOY BRAKES
WORLD CLASS
The ZX-4RR gets some extra
functional bling over the single
R version. A preload-adjustable
fork and a fully adjustable BFRC
Lite rear shock similar to the kit
found on the ZX-10RR makes for
super performance.
To keep the little screamer
in the go zone, you will be
grateful for the Dual Direction
KQS or two-way quickshifter.
Perfect throttle blips on down
shifts and accurate upshifts all
without touching the clutch.
The 399cc four-cylinder engine
revs to 15,500rpm and the
12,000km service intervals means
Kawasaki has precision wound up
to the max. The engine produces a
class leading 56.7kW (76hp) and
is not LAMS approved.
Twin 290mm discs gripped by
four-piston monobloc calipers
gives the ZX-4 Supersport-spec
items and pulling the Ninja up
is both easy and accurate. No
stoppies here however as the
non-switchable ABS says no!
Kawasaki has the runs on the
board with the ZX-10RR, so it
would only be fair to use some
of the know-how in the ZX-4RR
chassis. Think of downsized
Superbike performance thanks
to the stiff trellis frame.
3
4
1. Fully adjustable Showa BFRC
Lite Rear shock is race quality
2. Don’t even think of putting
a race canister on this, it’s loud
enough as it is
3. Digital dash is brilliant and can
record all your racetrack efforts
4. Styling is a chip off the old block
of the championship-winning
ZX-10RR Superbike
5. Supersport-spec front brakes
are way more than this bike needs
but who’s complaining?
5
While taking some happy snaps a couple of kids
even came over and asked to hear it rev. I let them
give the throttle a twist and it made their day. I
can’t even imagine how it would sound with a
full titanium racing exhaust system. It would be
criminal. Tucking in and ripping down backroads
feels like I’m racing in the North West 200 but
barely breaking the national speed limit while
clicking up and down through the gearbox with the
standard-fitment quickshifter.
Commuting to and from work, the 400 slices
through gaps like a Ninja, if you are in the right
gear. Best not to get caught napping low in the rev
range if you want to jump into a gap as you will be
disappointed with the 400’s available torque. But
if you keep the revs up over 8000rpm it’s smooth
sailing. The 400 is super chill at highway speeds
with no bad manners. I am delightfully impressed.
The quickshifter isn’t perfect but it’s not far off. I
feel that I could shift quicker up through the gears
without it as the ‘cut’ time is a bit too long when
high in the rev range. But cruising lower in the revs
it’s pretty good. Downshifting is bliss at any speed.
A firm click down on the shifter and the engine
blips the perfect amount to engage the lower gear.
The little Ninja also has a slipper clutch but it’s
hardly noticeable besides a gentle pulse through
the clutch lever if you are resting your fingers on
it. The clutch is a cable-operated slip-and-assist
type, making it very light to operate with good
feel. Bonus points are awarded for span-adjustable
levers, too. But don’t make plans on backing it in
supermoto style as the ABS is non switchable.
As you would expect from a small sportsbike,
amcn.com.au
45
ROAD TEST 2024 KAWASAKI NINJA ZX-4RR
DIGITAL COMMUNICATION
THE 4.3-INCH TFT colour
dash takes pride of place
in the cockpit. Worthy of
much higher-spec bikes,
it displays a magnitude of
information. In track mode it
focuses on lap time and the
tacho between 10,000rpm
and 15,000rpm. It selfadjusts for brightness and
can run either a white or
black background.
The ZX-4RR is also
Bluetooth compatible
out of the box. Hook up
your smartphone with the
Kawasaki Rideology app
and track your rides and
maintenance information.
The data log of your ride
shows RPM, gear position,
water temp and speed.
It lays it over a map or by
graph. When your phone is
hooked up you can receive
notifications and answer
calls through the bike’s
dash. Under the passenger
seat there is a USB power
outlet for charging on the go.
46
amcn.com.au
THE ZX-4RR IS
SURPRISINGLY
ROOMY. IT FEELS
SIMILAR IN SIZE TO A
600CC SUPERSPORT
the handling is swift and precise as the chassis
geometry is derived from the multiple world
championship winning ZX-10RR. It isn’t really
as light as you might expect at 188kg wet, but it
doesn’t feel like it’s carrying excess baggage. the
400 tips into corners almost as fast as you can think
about turning and holds a line ferociously – the
way it hugs a turn is just epic, I have to recalibrate
my brain to keep up my momentum and simply
chuck it into corners to try and push its limits. It
just keeps asking for more as it loves corners.
With the high-revving engine you get the most
out of the package by keeping corner speeds up
and the revs high flowing from one corner to the
next. The suspension is up for it, too. The ZX-4RR
is equipped with a preload-adjustable, 37mm
separate function, big-piston Showa fork and a
horizontal rear linkage with a BFRC lite Showa
shock. That stands for Balance Free Rear Cushion.
The same spec equipment as found on a ZX-10RR, it
has adjustable preload, rebound and compression
damping. While I am way above the weight the
little Ninja is designed for, I find the suspension
more than capable of coping with my antics. Yes,
it is a bit squishy, but I’m safely 25kg heavier than
THE
RIVALS
APRILIA RS660
$22,740 Ride away
1
2
YAMAHA
YZF-R7 HO
$15,649 Ride away
the weight of the expected rider. The suspension is
designed for sporty performance above comfort,
and I think it is a good balance between the two.
Braking performance is exceptional. Dual
290mm discs up front are grabbed by four-piston
monobloc calipers that wouldn’t be out of place
on a 1000cc bike. Rubber brake lines are utilised,
which I usually detest, but in this case with a light
and nimble bike it takes the edge off what could be
some pretty aggressive brakes. One finger braking
is all that is needed.
The electronics suite is impressive for a 400cc
machine with four modes available in Sport, Road,
Rain and Rider. Rider is a customisable mode
where you can choose from three throttle maps and
three traction control settings as well as off. There
is no option for ABS switching, which is a bit of a
bummer for a track-focused bike.
I spend most of my time in the Sport mode as it
gives full power with the best throttle response
and, let’s face it, the power output isn’t aggressive
enough to warrant softening. The traction control
is very unobtrusive as the bike doesn’t wheelie or
break traction generally. I only noticed it kick in
once with a heavy throttle hand across some poor
quality bitumen while leant over causing the rear
to skip a bit and the TC to cut in. So it is nice to know
it is there if you need it.
The ZX-4RR is surprisingly roomy. It feels similar
in size to a 600cc Supersport machine but a little
lower to the ground and, of course, it’s lighter. An
800mm seat height makes it really accessible and
the reach to the ’bars isn’t too long so there isn’t
3
1. You can fine-tune the
suspension for road or track
2. Riding position is surprisingly
comfortable for a sportsbike
3. Easy-to-use controls mean
you can calibrate the digital dash
on the fly
4. Trust us when we say that
the secret to fast progress on
winding roads is to disengage your
mechanical sympathy and keep
the revs up over 12,000rpm
HONDA
CBR650R
(LAMS)
$12,499 Plus on roads
KAWASAKI
NINJA 500
(LAMS)
$7544 Plus on roads
4
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47
ROAD TEST 2024 KAWASAKI NINJA ZX-4RR
2
SPECS
ENGINE
Capacity 399cc
Type Inline-four, four valves per cylinder
Bore & stroke 57 x 39.1mm
Compression ratio 12.3:1
Cooling Liquid
Fueling EFI
Transmission Six-speed
Clutch Wet, multi-plate, slipper
Final drive Chain
3
PERFORMANCE
Power 56.7kW (76hp) @ 14,500rpm
(claimed)
Torque 37.6Nm @ 12,500rpm (claimed)
Top speed 210km/h (est)
Fuel consumption Not measured
ELECTRONICS
Type Kawasaki
Rider aids ABS, traction control,
quickshifter
Rider modes Track, Sport,
Rain or Rider
CHASSIS
Frame material Steel
Frame type Trellis
Rake 23.5°
Trail 97mm
Wheelbase 1380mm
SUSPENSION
Type Showa
Front: 37mm Showa SFF-BP USD fork,
preload adjustment, 120mm travel
Rear: Showa BFRC Lite monoshock, fully
adjustable, 124mm travel
WHEELS & BRAKES
Wheels five-spoke alloy
Front: 17 x 3.5 Rear: 17 x 4.5
Tyres Dunlop GPR300
Front: 120/70ZR17
Rear: 160/60ZR17
Brakes Kawasaki, ABS
Front: Twin 290mm discs,
four-piston calipers
Rear: Single 220mm disc,
single-piston caliper
DIMENSIONS
Weight 188kg (kerb, claimed)
Seat height 800mm
Width 765mm
Height 1110mm
Length 1990mm
Ground clearance 135mm
Fuel capacity 15L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 12,000km
Major: 24,000km
Warranty Two years,
unlimited kilometres
1
1. Smaller riders will be able to tuck in 2. Quickshifter works best on the
down change 2. Pillions are possible but, really, would you want to?
BUILT WITH QUALITY
COMPONENTS
AND A FOCUS ON
PERFORMANCE
COUNTING
YOUR ARGHS
a heap of weight going through your wrists, even
though the riding position is quite sporty.
I did bump my knee on the handlebar while
doing a feet-up full-lock U-turn. There is no way
in hell I can tuck in behind the tiny screen but it
is a nice gesture by Kawasaki to have it clear in
case someone else can get down that low on it and
still see where they are going. Aside from the tiny
screen, I can’t get past how comfortable it is given
my 100kg and 178cm chassis.
The Ninja has full LED lighting. Normally
sportsbike headlights are form over function but I
found while commuting in the dark that these are
excellent. Fuel range is pretty good at over 300km
per tank, in theory. I got 260km and only put 11.9L
in to the 15L tank, so range is more than enough for
commuting or a decent day out in the country in
search of deserted twisty roads.
As you can see, the ZX-4RR isn’t your average
small-capacity sportsbike. It is built from the
ground up with quality components and a focus on
performance rather than price.
It’s a case of horses for courses and this little
ripper won’t suit everyone. But if you’re keen
to have a trackday-capable bike with world
championship-winning pedigree you will see the
value in the $15k price tag. It is not a learner bike, it
is a pint-sized superbike.
IF THE THOUGHT of shelling out $15,000 to ride away on the
RR has you a little apprehensive, the entry-point ZX-4R can be
had for about $13,500 ride away. Obviously you miss out on a
few trick bits but the fun level will still be high.
The ZX-4R doesn’t have the KRT-inspired green paint and
is available in metallic black only. The front fork is the lowerspec unit without preload adjustment, while the rear shock
is non-adjustable. The R also misses out on the two-way
quickshift er. For most, these are not deal-breaking items, so
save yourself some dollars for new gear to hit the track with
if you like.
BUSINESS END
Price $13,194 (plus on-road costs)
Colour options Lime Green/Ebony
CONTACT
www.kawasaki.com.au
48
amcn.com.au
Nimble handling, screaming four-cylinder engine and it’s
surprisingly comfortable.
PROS
AND
CONS
No LAMS option for newbies, no class to race it in and
expensive for the capacity.
FIRST RIDE APRILIA RS 457
457
, t he R S
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,
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i m me d
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b l e t o r q s , no t a b l y b e
a
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amcn.com.au
51
FIRST RIDE APRILIA RS 457
sharper than I was expecting. Once away from the
congested traffic, the RS continued to surprise me.
That flowing drive through the midrange made
me feel like I was riding something closer to a
middleweight, while the hard-pulsing soundtrack
from the 270-degree-crank twin was as racy as it
was sweet. Overtakes were anything but terrible,
with enough power in reserve to rescue any slight
error. And, yes, I know I try this ‘test’ on every
bike I ride - it will happily lift the front wheel in
the first two gears with the TC removed and a little
clutch intervention. I can’t remember another
learner-approved bike so easy to wheelie.
Aprilia has promoted the RS’s racing DNA
but actually built a unique new engine that
works successfully on the road. You don’t have
to spend your life near the rev limiter and with
your chin on the fuel cap. It has enough power
to sit comfortably at freeway speeds and there is
enough accessible grunt to have a fun and spirited
ride, with that adrenalin-stirring exhaust note
urging you on.
Aprilia had fitted our testbike with the optional
two-way quickshifter, which works perfectly
in both directions at low and high speeds. It’s
seamlessly slick around town; superlight and
super-quick in the hills – and certainly worth
discussing with your dealer when it comes to
closing the deal.
Top speed is estimated to be around 200km/h,
or just below. For a LAMS-approved machine that
is quick and potentially class leading, and also
suggests the RS’s bodywork is as slippery as it is
handsome.
We didn’t get the opportunity to try any
prolonged high-speed riding, but the wellbalanced twin feels smooth in most riding
scenarios, although we’ll have to wait and see
what the vibes are like at a sustained 120-150km/h
– obviously on a closed road, officer.
The fact that it says Aprilia on the side of the
tank guarantees that the RS will find its way to an
apex without too much of a problem. The MotoGPwinning manufacturer does not make poorhandling sportsbikes. But what I did find unusual
was the Aprilia-branded ‘Eurogrip’ tyres fitted to
the 457 instead of the brand’s usual Pirellis.
I can’t remember last time I rode a sporty
Aprilia without Italian rubber. The tyres on the
RS 457 are made by TVS in India and essentially
4
52
1
2
1. A proper racing cockpit but with
a digital dashboard that’s easy to
navigate and operate
2. It might be a learner’s bike but,
damn, it’s so easy to wheelie
3. Radial-mounted brake caliper on a
single disc does a good job
4. Superb roadholding means you
can attack the corners with the knee
searching for the apex
5. More than a hint of MotoGP magic
6. From a distance it can easily be
mistaken for the larger RS 660 but the
RS 457 should come in at well below
half its elder sibling’s rideaway price
5
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3
PROTECT!
BOUNCE!
GO!
ROLL!
STOP!
Ride-by-wire allows three rider
modes (Eco/Sport/Rain), traction
control and switchable ABS.
None of the rider aids are
lean-angle sensitive.
The 41mm inverted fork with
120mm of travel is adjustable
for preload only. The rear shock,
again preload adjustable, has
130mm of travel.
Not a sleeved-down 660, the
457cc parallel twin is new for the
457, producing 35kW (47hp) at
9400rpm, with 43.5Nm of
torque at 6700rpm.
The 457 uses lightweight
17-inch alloy wheels wrapped
in 150/60 rear and 110/70
front Eurogrip rubber made in
India by TVS.
A single 320mm disc at the
front, gripped by a fourpiston ByBre caliper. But
check out the discolouration
on the disc.
I CAN’T REMEMBER ANOTHER LEARNERAPPROVED BIKE SO EASY TO WHEELIE
highlights the market this bike is mainly aimed at.
When you jump on a bike shod with familiar
tyre brands you have an idea of what to expect.
But on unfamiliar Indian-made rubber I was a
little tentative for the first few kays, with the
traction control and ABS systems active just in
case. However, in perfect riding conditions I soon
clicked with the unusual rubber and started to
trust its grip and feel. This was a road test, not
a track test, and in this context the tyres are not
bad. They don’t have the one-to-one, rider-to-bike
feel of, say, a sticky Pirelli. Also I doubt they have
the performance when pushed hard but I didn’t
experience a slide or front-end tuck all day, while
grip levels were high enough to invite knee-down
levels of lean in the longer corners.
On the downside, the TVS Eurogrips didn’t give
me the confidence to throw the light and agile
6
RS quickly on its side. They felt a little hard and
lacked the feel I needed to flick it through leftsrights like the featherweight (159kg dry) bike it is.
But I guess it all depends on where and how you
ride. Inexperienced owners who aren’t so likely
to push the RS’s handling limits will find them
faultless. Experienced riders might feel inclined to
change the rubber, especially for trackdays. To be
fair this is true for other bikes in this category.
The suspension set-up, meanwhile, is hard to
fault. There is only adjustment for rear preload,
but the RS took a wide spectrum of Italian road
imperfections in its stride while also offering
enough support and control for a spirited ride.
The ride quality is compliant and offers a plush
120/130mm of travel without being overly soft.
For a relatively light bike the RS feels stable,
secure and sure-footed, again managing to adopt
amcn.com.au
53
FIRST RIDE APRILIA RS 457
the dynamic feeling of a much larger motorcycle.
Braking power is provided by a single 320mm
disc and ByBre calipers front and rear. With just
175kg (wet) plus rider to pull up, they are more
than up to the job on the road but do lack the bite
you might expect from an Aprilia from the RS
stable. On track, or when pushed hard on the road,
some riders may require a little more – something
I’m sure different pads would provide.
The two-channel ABS isn’t lean-angle sensitive
but works well without being intrusive. You can
sometimes feel the rear ABS working, which is just
an indication of the rear brake’s limitations and
will be welcomed by new riders. You can switch
off the ABS at the rear and have front only, but it
can’t be switched off entirely.
On the road I was pleasantly surprised to
discover that the new RS is relatively roomy for
a bike in this class and feels more like a 600 than
a lightweight 250 – anyone under 180cm tall will
slot in just fine. At 170cm, I felt balanced and
sportily poised on board without too much weight
on my wrists.
I expected a seat with all the comfort of a
wooden bench but found instead an agreeably soft
perch. Okay, you’re probably not going to be doing
any long-distance touring on the RS 457, especially
THE RS 457
COULD EASILY BE
MISTAKEN FOR ITS
LARGER SIBLING,
THE RS 660
SCHOOL
SPORTS
APRILIA RS 457
457cc parallel-twin
35kW/175kg
$TBA
KAWASAKI
NINJA 500
451cc parallel-twin
33.4kW/171kg
$7544
(plus on-road costs)
as the screen is on the low side, but it is genuinely
accommodating for such a racy looking bike.
It averaged close to 3.4L/100km, despite being
ridden hard at times. With a 13-litre petrol tank
that equates to around about 300 kays between
fuel stops – not bad and achievable without too
much discomfort.
From a distance, the Aprilia could easily be
mistaken for its larger sibling, the RS 660. It’s an
attractive and desirable bike, one that also has the
kudos of carrying the name of a MotoGP-winning
manufacturer on its tank.
Up close the ByBre calipers and the unfamiliar
rubber are giveaways of the bike’s entry-level
intentions and , while Aprilia Australia is yet to
announce the pricing, you do get a sense that the
RS 457 is punching above its weight.
That continues with the 5-inch TFT dash,
which is clear and easy to navigate and use. The
switchgear is simple and straightforward. You can
turn the TC up and down, as well as disengage it
altogether, and do so on the move. Riding modes
are also easy to change via the starter button
on the right cluster. There isn’t a vast amount of
difference between them though, which given the
35kW (47hp) to play with, isn’t surprising.
There is a sizeable catalogue of accessories
to help turn your RS into a wicked track tool or
54
amcn.com.au
YAMAHA R3
321cc parallel-twin
31kW/167kg
$8699
(ride away)
CFMOTO 450SR
449.9cc parallel-twin
34.5kW/177kg
$8290
(ride away)
1
3
4
5
6
2
1. Although it loves to rev, the
little parallel-twin has plenty of
midrange for everyday riding
2. It might be built to a budget but
component quality appears okay
3. Our tester reckons the slick
accessory quickshifter should
come as standard
4. Rear shock is adjustable for
preload only
5. Welcome to the Aprilia
Racing family
6. More than a styling exercise,
the RS 457 delivers on most levels
amcn.com.au
55
FIRST RIDE APRILIA RS 457
ANOTHER LAMSAPPROVED
SPORTSBIKE?
How many does Aprilia need?
SPECS
GIVEN APRILIA has a very well-appointed LAMS
offering in the restricted RS 660, if it was after a
smaller-capacity version for less experienced riders,
why didn’t it just manufacture a sleeved-down version
of the 660?
The answer really comes down to price and place of
manufacture. At $22,590 the well-appointed 660 is
made in Italy and well out of reach of most would-be
riders in the 450cc LAMS-approved category, even
if you strip off the high-end electronics package and
downgrade some of the componentry.
And while the price of the 457 is still a mystery to
Australian buyers, it’s manufactured in Piaggio’s
Indian plant. The country of origin explains the ByBre
(Brembo’s Indian subsidiary) braking package and the
TVS-made Eurogrip tyres.
The best bit might be the fact that it costs far less for
a bike to be exported from India to Australia than if it
has to come from Italy. This will hopefully be reflected
in the retail price when it’s announced. Stay tuned.
ENGINE
Capacity 457cc
Type Parallel-twin, DOHC,
four valves per cylinder
Bore & stroke 69mm x 61.1mm
Compression ratio 10.5:1
Cooling Liquid
Fueling EFI
Transmission Six-speed
Clutch Wet, multi-plate, slipper type
Final drive Chain
PERFORMANCE
Power 35kW (47hp) @ 9400rpm
(claimed)
Torque 43.5Nm @ 6700rpm (claimed)
Top speed 220km/h (est)
Fuel consumption 3.4L/100km
(measured)
ELECTRONICS
Type Not given
Rider aids Traction control and ABS
Rider modes Eco, Sport and Rain
CHASSIS
Frame material Aluminium
Frame type Twin spar
Rake 24.1°
Trail 102.5mm
Wheelbase 1350mm
SUSPENSION
Type Not given
Front: 41mm upside-down fork, preload
adjustable, 120mm travel
Rear: Monoshock, preload adjustable,
130mm travel
WHEELS & BRAKES
Wheels Cast aluminium
Front: 17 x 3.0 Rear: 17 x 4.5
Tyres Eurogrip Protorq
Front: 110/70-17
Rear: 150/60-17
Brakes ByBre
Front: Single 320mm disc,
four-piston caliper
Rear: Single 220mm disc,
single-piston caliper
DIMENSIONS
Weight 175kg (wet, claimed)
Seat height 800mm
Width 795mm
Height Not given
Length 1960mm
Ground clearance Not given
Fuel capacity 13L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 10,000km
Major: 20,000km
Warranty Two years, unlimited kays
AN OUTSTANDING
SPORTY RIDE
FOR A BIKE IN THE
LEARNER CLASS
super-efficient commuter. From a front brake
lever guard to a USB charger, comfort seat and
high screen, it’s all there, along with the slick twoway quickshifter that I’d definitely opt for.
Aprilia hasn’t just produced an excellent entrylevel model, the Noale-based manufacturer has
produced an excellent bike, full stop.
While it might look like a tightly focused mini
racer on the road I discovered that the RS 457 is
versatile and accommodating and delivers an
outstanding sporty ride for a bike in this class.
Its all-new engine is smooth and torquey for its
category. The riding position is reasonably roomy
and the bike’s aggressive styling looks great.
Some might want to replace the tyres and the
brake pads, but a lot of riders will be more than
satisfied with the standard set-up.
Assuming the price is hovering around the $10k
mark or just under when it’s announced, I reckon
Aprilia has hit the mark with the RS 457.
Young riders are going to be drawn to the
glamour of the MotoGP winning brand, especially
as the visual connection with the RS-GP bikes
raced by Aleix Espargaro and Maverick Vinales is
so strong.
Tuck in behind the minimal screen and you too
are part of the Aprilia story.
BUSINESS END
Price TBC
Colour options Prismatic dark/Racing
stripes/Opalescent light
CONTACT
www.aprilia.com/au_en
56
amcn.com.au
An excellent little sportsbike that justifies its styling links
to the RS 660 and even Aprilia’s race-winning RS-GP.
PROS
AND
CONS
It would be great if the slick factory-accessory quickshifter
came as standard.
WHOLE SHOT
> Michael Dunlop on his
way to the Supertwin
double and his 29th TT
win on the Paton S1-R
we tested in the previous
issue of AMCN. He was on
track to set a new lap record
before the race was shortened.
Isle of Man TT
MASTER CYLINDERS FIVE OR MORE
60
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As Great Wall unveils its eight-cylinder tourer we look at
other bike brands who have pushed the boundaries
ingles, twins, triples
and fours. This quartet
of engine formats –
albeit in a broad variety
of configurations
– has dominated
motorcycling’s entire
history and it’s
nearly impossible to make a logical
argument that any bike needs
anything more than four cylinders.
Four cylinders give enough power
for today’s generation of MotoGP
racers, the fastest ever seen and so
rapid that their performance has
to be reined in by rule changes in
2027. Fours can also be made to have
perfect primary balance, are easily
sculpted to fit within the confines
of a motorcycle frame, and can be
arranged in an array of formats
and capacities to suit virtually any
purpose. But we’re human; it’s in our
nature to want more.
And it’s in that vein that we find
a small array of motorcycles that,
whether in pursuit of absolute
performance or purely for bragging
rights, have ventured to have a
cylinder count of more than four.
China’s Great Wall Souo
Motorcycle company is leaping in
at the deep end. A newly-formed
subsidiary of car and ute maker Great
Wall Motors, the company’s first
motorcycle is a vast tourer designed
with the simple aim of out-doing the
most elaborate and well-equipped
models made by any existing bike
brand. Taking the Honda Goldwing
as its baseline – one of the few bikes
to step beyond the four-cylinder
mark with its flat-six engine – Souo’s
first effort has a flat-eight engine. If
it successfully reaches showrooms,
and there’s little reason to believe
it won’t thanks to the might of the
GWM empire behind the project, it
will be the first purpose-made, eightcylinder motorcycle engine ever to
reach mass production.
But there have been plenty of
engines before that break the fourcylinder barrier…
amcn.com.au
61
EIGHT-CYLINDER BIKES
CURTISS V-8
EIGHT-CYLINDER bikes might be few
and far between but the idea has been
around since the dawn of motorcycling.
We can go back nearly 120 years to find
the first viable eight-cylinder machine
in the form of the one-off Curtiss V-8.
It was built in 1906 by Glenn
Curtiss, who had been manufacturing
motorcycles since 1902 and had
recently expanded to build engines for
the new-fangled flying machines that
were springing up in the wake of the
Wright brothers’ escapades. He made
MOTO GUZZI
OTTOCILINDRI
THE ABILITY of eight cylinders to
push the boundaries of motorcycle
performance was proven again in the
mid-1950s when Moto Guzzi took to
the grand prix circuit with its V8 – or
Ottocilindri – racer.
The Guzzi was raced in a period of
unprecedented diversity in a 500cc
GP class that was still in its infancy.
In a field that saw singles, twins and
four-cylinder machines all proving
competitive, it was jaw-dropping.
62
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the, er, logical decision to slide one of
his 4410cc, 30kW (40hp), air-cooled
Model B-8 aircraft engines, with eight
individual cylinders mounted on a
common crankshaft, into a motorcycle
chassis to set a new land-speed record.
While unofficial, as there were few
rules at the time to standardise speed
records, Curtiss was measured at
219.31km/h in January 1907 on Ormond
Beach in Florida.
It was a record that would outlive
Curtiss himself, not being bettered
by an officially-measured land speed
attempt until August 1930.
Revving to 12,000rpm and managing
a peak of around 60kW (80hp), the V8
Guzzi could hit 275km/h – far more than
its rivals.
But racing is about more than just
power and top speed. The innovative
Moto Guzzi retired before reaching
the flag more often than not, and
when it was running struggled with
suspension, brakes and tyres that
weren’t designed to cope with its
performance. It disappeared from GP
competition, along with Moto Guzzi
itself, at the end of the 1957 season
having failed to live up to the promise of
its innovative layout.
MORBIDELLI V8
HAVING FIELDED small-capacity GP
NORTON
NEMESIS
NORTON MIGHT be on an even keel
today under the stewardship of India’s
TVS, but for decades the brand was in
limbo – punctuated by sporadic revival
attempts. Undoubtably the most
ambitious was the Norton Nemesis.
Conceived in the late 1990s, the
Nemesis was intended to be a V8powered halo product with recordsetting levels of performance, while
Norton’s main output was envisaged
to be a range of 750cc four-cylinder
machines imagined as WorldSBK
contenders. The whole project was
originally intended to go under the
March name, with engines created
by Al Melling, who had a history in F1
engine development. For the Nemesis,
he’d mate two of the 750cc fours
together on a common crankcase to
create a 1500cc V8 using the same
73mm bore and 44.7mm stroke as the
proposed four-cylinders.
Rebranded the Norton Nemesis,
the V8 project rapidly gained traction
with huge media interest. Two
versions were envisioned: a base
model making 175kW (235hp) and
another putting out 209kW (280hp)
thanks to different cylinder heads
with three spark plugs per cylinder
and a 14,000rpm rev peak, 2000rpm
higher than the standard model.
Norton even said the higher-spec bike
would have a semi-auto transmission,
with a push-button clutch used only
for starting and stopping, although
none of that ever came to reality.
As well as the V8 engine, the bike
featured unconventional suspension,
with cast aluminium fork sliders that
incorporated the brake calipers, and
oversized hollow axles. Although
widely dismissed as vapourware, the
prototype Nemesis was a genuine,
running machine. After decades on
display at the British Motorcycle
Museum it was recently fired up for
the first time in years and is now
undergoing a meticulous rebuild by
engineering wizard Allen Millyard,
who’s built several multi-cylinder oneoff s including a Dodge Viper-powered
V10 and Kawasaki-based 1600cc V8
and 2300cc V12 monsters.
bikes from the late 1960s until the
early 1980s, Giancarlo Morbidelli’s
eponymous bike company disappeared
from the public eye for a decade before
remerging in a brief flash of glory with
its planned V8 tourer in 1992.
First shown with gawky styling by
Pininfarina – a styling house that’s
turned out countless fabulous Ferraris
but seemed to struggle when it
came to making proportions work on
motorcycles – the Morbidelli packed
a longitudinal 848cc engine making a
respectable-for-the-era 90kW (120hp)
and, like the new Souo, played on the
eight snaking exhausts emerging from
its bespoke engine.
Positioned as a sports-tourer,
the bike was intended to carry an
astronomical price tag and appeal
to the wealthiest clientele. It’s a
strategy that might work today, when
there seems to be an endless supply
of customers for limited-edition
motorcycles, but 30 years ago the
customers weren’t forthcoming.
A restyled version of the bike,
arguably prettier than the Pininfarina
original but certainly less distinctive,
was shown a couple of years later to a
similar apathy from customers, and the
project folded after just three or four
prototypes had been made.
HONDA NR750
OFFICIALLY, HONDA’S NR750 street
bike and the NR500 racers that
preceded it all use V4 engines – but in
reality, they’re closer to being V8s.
The NR500 was sparked by Honda’s
desire to win in 500cc GP racing
using a four-stroke against a field of
two-strokes. Making its debut in 1979,
the project used four oval cylinders,
each essentially doing the job of two
cylinders from a V8. That meant each
piston was held by two conrods, and
each combustion chamber housed no
fewer than eight valves – four intake and
four exhaust. Honda knew that to make
a four-stroke beat the four-cylinder,
500cc two-strokes it needed an engine
that could rev twice as high. A V8 with
tiny pistons and valves would have been
the answer, but since the GP rules at
the time didn’t allow more than four
cylinders, the oval piston NR was born.
Today the NR500 GP project is often
unfairly seen as a failure, largely
because Honda gave up on the idea
so fast. It was only entered in eight
championship rounds and, while
engineers involved believed it could
have been developed into a winner given
enough time, Honda switched to twostrokes and the multiple-title-winning
NS and NSR models.
The development work from the
NR500 was carried over to the NR750
endurance racebike in the 1980s, and
eventually to the limited-edition NR750
street bike in 1992. This is a vastly
expensive machine that remains a
collector’s dream today.
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SIX-CYLINDER BIKES
BENELLI SEI
THE INLINE six-cylinder engine is,
arguably, as close to perfection as you
can get with a combustion engine short
of a V12 – something that hasn’t been
tried on two wheels apart from the
occasional one-off. Perfect primary and
secondary balance mean inline sixes
can be uncannily smooth and, from a
performance point of view, that trait
encourages more revs and more power.
Benelli’s Sei was the first production
six-cylinder machine, starting out
as a 750 back in 1972. Bear in mind
that the first modern, mass-produced
four-cylinder – Honda’s CB750 – had only
appeared three years earlier, so this
was a notable escalation in hostilities
in a burgeoning battle for technical
supremacy. While 57kW (76hp) from
747cc doesn’t sound much now, in its
day that was superbike territory. As well
there’s never been another production
six-cylinder roadbike as small as the
first-gen Sei.
In 1979, the second-generation version
grew to 906cc. Despite remaining
on sale for a decade it never proved
a showroom success, hampered by a
high price and no real performance
advantage compared to more affordable
four-cylinder rivals. Air cooling, a
single-overhead-cam and two-valvesper-cylinder looked increasingly old-hat,
despite the high cylinder count, in
comparison to more race-inspired DOHC,
four-valve and water-cooled rivals.
HONDA CBX
FOR MANY the Honda CBX is still the
definitive six-cylinder motorcycle,
with an imposingly-wide engine and six
chrome header pipes. It looked every
inch like the engine was too big for the
bike it had been shoehorned into, not
least because, unlike the Benelli Sei, it
had bulky DOHC cylinder heads and six
individual carbs.
While the Benelli Sei struggled
to get a performance edge over its
four-cylinder rivals, the CBX had no
such issues.
Coming in at 1047cc it was
substantially bigger than Honda’s
CB750 and put out 78kW (104hp) in
its initial form. It was a relative sales
success, too, but even so remained a
short-lived model, dropped from the
range in 1982 as a new generation of
liquid-cooled models started to take
precedence.
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BMW K 1600
ALTHOUGH THE Goldwing plugged
on with its flat-six engine the
six-cylinder format appeared all but
dead at the turn of the millennium,
so BMW’s decision to revive the idea
of an across-the-frame inline six
for the K 1600, which made its
debut in 2010, came as something
of a surprise.
Reaching full production a year
later, the K 1600 has spawned a
range of models including the GT,
the GTL, the Grand America and the
K 1600 B bagger.
Like other sixes mentioned here,
the bike’s priority is smoothness
rather than outright performance,
although with 118kW (158hp) on
tap it’s not short of the latter and
remains the most powerful sixcylinder motorcycle ever to reach
true mass production.
HONDA
GOLDWING
HOREX VR6
WHILE INLINE sixes have an edge
on smoothness and the Goldwing’s
flat six offers some benefits in
terms of packaging there have been
few attempts to build road-going
bikes around V6 engines.
There’s an arguably good reason
for that. V6 engines lack the purity
of balance that makes inline sixes
so appealing, and actually suffer
some of the same difficulties as
triples when it comes to getting
them to run smoothly. They’ve
become popular in cars thanks to
their relative compactness, though,
and the same reasoning lies behind
the development of the Horex VR6.
Although far from a sales success,
the Horex VR6 – launched back in
2010 – took an intriguing direction.
Its homebrewed 1218cc V6 has an
incredibly tight V-angle of just 15
degrees and takes inspiration from
Volkswagen’s VR5 and VR6 engines
by using a single cylinder head that
spans both banks. However, where
the VW car engines use a single
camshaft for each bank of cylinders,
the Horex has a unique threecamshaft set-up and three valves
per cylinder – two inlet and one
exhaust. The rearmost camshaft
operates the inlet valves of the rear
cylinder bank, the middle camshaft
carries the rear bank’s exhaust cam
lobes and the front bank’s inlet cam
lobes, and the front camshaft acts
on the front bank’s exhaust valves.
The narrow-angle V of the engine
means that it’s theoretically much
more compact than either an inline
engine or a wider-angle V could be.
With just one cylinder head across
both banks, the outright number of
components is also lower.
HONDA’S GOLDWING was already
an established leader in the touring
class for more than a decade before
it adopted the flat-six engine layout
that’s now synonymous with the
model – and the clear inspiration for
Great Wall’s new flat-eight tourer.
The original version used a flat
four, initially in 999cc form, back in
1974. That engine would grow with
successive models to 1085cc, then
1182cc, but while charismatic and
unusual the flat-four layout wasn’t as
smooth as some rivals. The answer?
Add two more cylinders, and with that
the Goldwing as we know it was born
in 1987.
Unlike most other six-cylinder
projects at the time, the ’Wing’s
evolution to a six wasn’t a
performance-oriented move. The new
1520cc engine put out 75kW (100hp)
but, more importantly, managed
150Nm and didn’t need to be thrashed
to get there. With equipment
KAWASAKI
Z1300
APPEARING A year after Honda’s CBX
in 1979, Kawasaki’s Z1300 raised
the six-cylinder bar. Sticking to the
across-the-frame, inline six convention
of the Benelli and Honda machines
that came before it, the Z1300 was
technologically a step ahead thanks
to water cooling and would remain a
levels and weight that the original
four-cylinder Goldwing’s designers
couldn’t have imagined, the GL1500
became the definitive example of
motorcycle touring excess and its
successors carry that mantle onward
today and into the future.
Growing to 1832cc in 2001,
the ’Wing became the GL1800
with smoother styling and a new
aluminium frame. It would live on
that way for 17 years until the all-new
version was introduced for the 2018
model year.
Gaining unconventional, Hossackstyle front suspension and the option
of a semi-automatic, dual-clutch
transmission – both also copied by
Great Wall’s new eight-cylinder model
– the latest generation Goldwing
remains a benchmark of the touring
class, although today its lack of
electronic rider aids, like radar cruise
control, suggest a revamp is overdue.
Over the years, the Goldwing’s
flat six engine found its way into the
Valkyrie and F6C cruisers as well as
the limited-production Rune.
pioneer later in life when it adopted fuel
injection many years before it became
the norm.
With 1286cc, the Z1300 was one
of the biggest and most powerful
production bikes ever made at the
time of its launch, boasting 89kW
(119hp). By adopting a touringoriented role it enjoyed a decade-long
lifespan even though motorcycles
and their technology were completely
transformed during the 1980s.
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RACING SIXES
HONDA RC165,
166 AND 174
HAVING SEEN the success of MV
Agusta’s four-cylinder racebikes in
the 1950s, Honda adopted a similar
layout for its 250cc GP machines at
the end of that decade. Inevitably
it came to the same conclusion – an
ever-greater number of increasingly
diminutive cylinders could pay
dividends in terms of higher revs
and more power. The result was an
explosion of multi-cylinder racebikes
– 50cc twins, 125cc fours and, of
course, a series of six-cylinder
competition machines.
MV AGUSTA
6 CILINDRI
MV AGUSTA had become a dominant
force in 1950s GP racing thanks to
its pioneering four-cylinder bikes
so by the latter half of the decade
a six-cylinder machine seemed the
obvious way forward. On paper it
could be smoother, higher-revving
and more powerful, and the
company’s experience with fours put
it in good stead to create such a bike.
The resulting racer, the 500 6
Cilindri, first emerged in 1957 but
didn’t race until the following year,
when it retired from its single
competitive event. A 350cc version
was also built but never raced.
MV might not have reaped the
rewards from the project, but the
same idea would re-emerge a few
years later to much more success
when Honda pushed ahead with its
six-cylinder racers, which in turn
prompted MV to reinvestigate the
idea of six-cylinder racebikes in the
late 1960s, developing a new 350cc
design. But it proved unnecessary
and the project was halted when a
four-cylinder limit was introduced
to the championship.
LAVERDA V6
WITH THE exception of the Horex VR6,
V6s have been few and far between
in motorcycling, so the Laverda V6
endurance racer is perhaps the bestknown example of the breed.
Unveiled in 1977, the Laverda V6 was
intended to be a racer but the idea was
that it would spawn a generation of
luxury touring bikes sharing the same
engine. The engine was developed
by Maserati’s Giulio Alfieri, who’d
previously been responsible for the V6
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The 3RC164, RC165 and RC166 were
all 250cc six-cylinder racers, while
the RC174 was a slightly enlarged
297cc version. All competed in a brief
window between 1965 and 1967.
Today the bikes are favourites
at any event where they’re given
demonstration runs, with an
ear-bleeding noise that’s quite
disproportionate from their tiny
engines. Honda quit GP racing at the
end of 1967 and the FIM introduced
limits on cylinder counts in each
class, bringing an end to one of the
most rapid periods of technical
development that the sport has
ever seen.
engines used in the Maserati Merak
and Citroen SM. These were unusual in
that they were derived from an earlier
V8 engine, and as such featured a
90-degree vee angle that’s far from
ideal for a V6 engine.
Despite being conceived as a V6, the
1000cc Laverda engine he designed
also used a 90-degree vee, a layout that
introduces headaches when it comes to
reducing vibration.
Despite a well-publicised entry in
the 1978 Bol d’Or, the Laverda V6 didn’t
make the finish and wouldn’t race again.
THE NEARLY SIXES
SUZUKI
STRATOSPHERE
CONCEPT BIKES are often forgettable
designer dalliances with little to no
chance of reaching production but once
in a while one comes along that looks
so tempting it’s disappointing to know
that you’ll never be able to buy it.
The Suzuki Stratosphere concept that
was unveiled at the 2005 Tokyo Motor
Show falls into the latter camp. With
styling that harked back to the Katana
and still looks sharp today, nearly
two decades on, the Stratosphere’s
HONDA CBX
REVIVAL
IF THE Stratosphere was tempting
because it was so close to reality, the
revived six-cylinder ‘CBX’ that turned
up in Honda’s design registrations back
in 2018 is intriguing because it never
made any sort of official appearance.
Detailed computer models revealed
a machine with a faux-finned, retroinspired, DOHC six-cylinder engine
– it was water-cooled really, with
a substantial radiator ahead of it –
mounted in a tubular frame not unlike
that of the CB1100 and wrapped in
party piece was an 1100cc straightsix engine that was claimed to make
134kW (180hp), a figure that still
sounds prett y stout today and was
world-beating back then.
Video proved the bike was a runner,
and there briefl y appeared to be
a genuine possibility that Suzuki
might push the project forward to
production. But with the onset of the
global financial crisis in 2008 and
the huge cutbacks to R&D budgets
that came with it, the Stratosphere
remains an intriguing glimpse of what
might have been.
bodywork that had the look of a 1970s
endurance racer. An USD fork and
radial brakes pointed towards modern
handling and performance, and the
presence of components like mirrors,
licence plate brackets and even pillion
footpegs all pointed towards it being a
genuine prospect for production.
But it was never shown, either as a
concept or a planned production bike,
suggesting that this is a project that
somehow got cancelled relatively
late in its development. The real bike
probably lurks somewhere in the depths
of Honda’s R&D department but, like
so many other prototypes, it’s unlikely
ever to be seen in public.
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FIVE-CYLINDER BIKES
HONDA RC149
FIVE-CYLINDER engines are, as a
whole, something of an oddity. They
don’t have the perfect primary balance
of an inline four or the ideal primary and
secondary balance of an inline six, but
they can be relatively smooth-running
and as such have appeared on occasion
in motorcycles – albeit only racers.
Back in the mid-1960s, when it was
developing six-cylinder 250s and 50cc
twins, Honda struck upon the idea of
using the same cylinder dimensions of
its 50cc two-cylinder racers – 33mm
PROTON KR5
IN 2002, the opening year of the
four-stroke MotoGP series, teams
were allowed to compete with
year-old two-strokes against the
new generation of four-stroke
racers and that’s precisely what
Kenny Roberts’ Proton-backed
team did – sticking with its old V3
stroker, which also became the
last two-stroke ever to sit on pole
position at a top-category race
when Jeremy McWilliams went
quickest at Phillip Island. It was a
cunning move, though, as it meant
KR could see what direction the big
factory teams took under the new
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four-stroke rules. Unsurprisingly
it concluded that a four-stroke V5
– like the dominant Honda RC211V –
was the way to go in 2003.
It wasn’t that easy, though. The
KR5 wasn’t ready at the start of the
year, so the old two-stroke triples
were forced back into duty. When
it hit the track, the results were no
better than riders McWilliams and
Nobuatsu Aoki had achieved on the
two-stroke.
After an equally underwhelming
2004 season, the Roberts V5 was
retired (although the team would
return to a V5, this time using
Honda’s engine, for 2006 after a dire
fling with KTM V4s in 2005).
bore and 29mm stroke – to create a
125cc GP bike with five cylinders in a
row. The result was the 1966 RC149,
a 21,500rpm screamer that became
the last four-stroke bike ever to win
the 125cc GP rider and manufacturer
titles, even against two-stroke rivals,
in a year when Honda took a clean
sweep of championships across all five
GP classes. Such complex machines
were then outlawed, leading to Honda
quitting GPs for over a decade and the
dominance of two-strokes in the years
that followed.
FOUR DECADES EDDIE LAWSON
Four decades after Eddie Lawson clinched his maiden world title,
we look back at the year that made him
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orty years ago, America’s Eddie
Lawson surprised many grand
prix insiders and fans by winning
the world 500 championship in his
second season. Yamaha had last won
the premier-class riders’ title with
Kenny Roberts in 1980 and no Dunlop
rider had taken the 500 crown since
Giacomo Agostini in 1975.
Freddie Spencer was the hot tip to retain the
title in 1984. Roberts had retired, Honda now
had a V4 machine and Michelin had pioneered
radial rear motorcycle tyres. Dunlop’s racing
tyres were still cross-ply.
It did not pan out that way; not even close.
Take a bow US journalist John Ulrich, who
predicted not just that Lawson would win
but why, saying Honda would falter once
maybe twice and ‘Steady Eddie’ would be
right there. ‘Steady’ was a misnomer, by the
way. He progressed in one year from the guy
Europeans reckoned was unworthy of the
number-two seat in the Agostini-owned works
Yamaha team to world champion.
The truth was, Lawson already knew how
to stitch a title season together. In 1980-82
with Kawasaki he won two American 250
championships and two – very nearly three –
American Superbike crowns. He finished at
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71
FOUR DECADES EDDIE LAWSON
1
every GP start in 1983. His crew chief that year,
Queenslander David Cullen, reckoned Lawson
simply lived to win races.
Cullen reflected on the 1983 season for this story.
“Eddie was told it should be a learning year
(but) by the end of the year he was beating Randy
Mamola on the Suzuki to finish third in races. It
took him a while to adjust to being in Europe and
I thought it would take him a bit longer to win a
title. He was going pretty well but hadn’t shown
the form that he would do it. He hadn’t shown fully
what he was capable of. He received no credit from
the press for what he achieved.”
Insight into Lawson along with some surprises
were gained in a lengthy interview at Silverstone
between Friday’s first and second practice
sessions at the 1984 British GP. Eddie’s new crew
chief, Australia’s 1969 world 250 champion Kel
Carruthers, had provided some background before
I knocked on the door of his motorhome.
Lawson opened the door, dressed in a tracksuit.
No one else was there and, to my surprise, we
talked right then. I had never met him and I
wasn’t a GP pressroom regular, just an Australian
journalist taking in some GPs during an extended
European holiday with my wife, and only writing
for Australian publications.
Unthinkable today. Premier-class title leader
riding for the biggest sponsor. You’d start with
emails to the team press officer a month in
advance and perhaps be allotted just 10 minutes
on the Thursday.
First impression? Fuller in the face than I
expected at age 26. Large blue eyes. Quietly
spoken. Candid, forthcoming, intelligent. Second
fastest in the first practice session, a tenth of a
second behind Raymond Roche (Honda triple with
a factory engine) and thinking about the next
session as we talked.
It took a while for him to warm to his subject.
Lawson’s friend Wayne Rainey, that year riding
2
3
1. Breakthrough moment for Eddie
Lawson as he shares the podium
with Raymond Roche and Barry
Sheene in South Africa
2. Clear-eyed and thinking about
the next qualifying session
3. Lawson’s first 500cc win was in
the rain at Kyalami
4. The start of the French GP, where
Lawson finished 5.8sec behind
winner Freddie Spencer
5. Lawson gained earlier fame
in the US winning two Superbike
crowns for Kawasaki
6. Lawson and team manager
Giacomo Agostini celebrate
another win
7. Kawasaki created the 1983
KZ1000R Eddie Lawson Replica in
honour of his US titles
8. Lawson hunts down Randy
Mamola in the French GP
FIRST IMPRESSION?
LARGE BLUE EYES.
QUIETLY SPOKEN. CANDID,
FORTHCOMING, INTELLIGENT
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a Yamaha 250 for Kenny Roberts’ new team,
reckoned Eddie was too quiet for his own good.
Carruthers had told me why Eddie might be
peeved: “The Italian press have written some
ridiculous things about him.”
Perhaps they felt they had some stake in the
Yamaha team with Agostini in charge and Virginio
Ferrari as number two.
“Eddie is leading the championship and
they’re saying he should be winning more races,”
Carruthers said. “But if he crashed trying to win
one they’d be the first to criticise him.”
Compounding that, Carruthers explained, were
the tyres. He reckoned the Dunlops had suited
the circuits early in the season, not so much later
on. As Motocourse editor Peter Clifford noted,
Lawson missed the podium at Rijeka in Yugoslavia
and Belgium, lacking traction. Not revealed by
Carruthers or Lawson at Silverstone was that they
had an improved package for Silverstone, ideas
trialled two weeks earlier at the Laguna Seca
US National race.
In hindsight, that California meeting changed
the last quarter of the 12-round championship.
Spencer’s and Lawson’s nearest points threat
Randy Mamola travelled there; Agostini thought
better of allowing Lawson to ride. During practice
Spencer ran out of brakes, crashed and reinjured a
collarbone. He was never into riding unless
100 percent fit and hence did not travel to England.
Roberts carried the Yamaha flag at Laguna
Seca. He tested a shorter swingarm, new tyres and
carburetion changes. Carruthers made a second
swingarm, 20mm shorter, so Lawson would have
them in both bikes at the former RAF training
airfield. Lawson loved the circuit, describing it to
reporters as the finest in the world. Fast and safe.
Some said he’d ridden his best race of 1983 to finish
runner-up to Roberts in the second leg of a twopart race. The lap average speed of 192km/h meant
it narrowly shaded Salzburgring as the fastest
circuit on the calendar.
There was news in the Honda camp too, as HRC
continued development of its V4 machine.
The NSR500 bike had broken cover during
testing at a Surfers Paradise International
Raceway in December 1983. Michelin used the
same test for Spencer to try its radial rear tyre.
Pictures from that test and subsequent reveals
showed an unusual bike. The fuel tank was under
the engine and the exhausts snaked over the top,
covered by a dummy tank. It had one crankshaft
and employed crankcase reed induction compared
with the three-cylinder NS500 triple’s piston-reed
arrangement.
Yamaha’s twin-crank 0W76 had the same
induction technology for 1984, replacing the discvalve system of its 1983 0W69 machines. Yamaha
kept that change secret in the early-season GPs.
Honda and Yamaha used the same general engine
architecture from 1984 to the end of the 500 era in
seasons 2001-02.
There were, however, some problems for the
new Honda NSR500. Spencer was the only rider
using it and he was a non-starter in the opening GP
in South Africa after a carbon-fibre wheel broke.
Lawson, riding in his first wet-weather GP, won
4
7
5
6
8
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73
FOUR DECADES EDDIE LAWSON
from Honda’s Roche on a triple and Barry Sheene
on a 1983 Suzuki.
Spencer won next time out at Misano, but the V4
wasn’t proving easy to ride or noticeably quicker
than the factory triples. Spencer crashed the V4
during the Transatlantic match-race series and did
not appear at Jarama. Lawson won there. Second
place went to Randy Mamola, who had been
without a ride since Suzuki folded its works team
at the end of 1983. Manager Jim Doyle had secured
Honda NS500s for him, with New Zealand’s Mike
Sinclair as crew chief.
Round four in Austria showed the depths of
Spencer’s problems. He could not stay with Lawson
or the triples of Mamola and Ron Haslam, until
Mamola slowed dramatically in the last lap and a
half to gift him second place. Many had expected
the V4 Honda to be a
missile there. During
1
the next GP at the new
N¾rburgring Honda
retrieved one of its 1983
triples from its base in
Belgium and Spencer
won on it. He won again
on an uprated V4 in
France and claimed
victory in Yugoslavia
with a four-cylinder
bike. Meantime, HRC had
Mamola and Haslam try
the V4. Mamola won at
Assen and Spencer on a
triple in Belgium.
Carruthers’ briefed
me on the Friday morning at Silverstone: “Eddie
had a problem in that he won three of the first four
races, then in Italy he had trouble with the tyres
and in the next few races he had a lot of trouble
with the tyres. The tyres are really good on fast
corners, but we have traction problems on slow
corners, and most of the circuits in the second half
of the season have lots of second and third-gear
corners. So Eddie found himself in the fortunate or
unfortunate position of not having to win races.”
Ulrich had told me Lawson could be moody and
riding for placings wasn’t his natural game.
“Ideally, you should win,
because that’s the only way to
make sure,” Carruthers said.
“But what happened was he had
a little tyre problem or you had
a race like the Dutch TT where
Eddie said he could have beaten
Randy Mamola if Randy had been
on his own. Randy is good enough
that you just can’t pull up, pass
him and disappear. You have to
race him for a few laps and wear
him down.
“Eddie started to do that, then
they were baulked in traffic and
Raymond Roche arrived. Eddie
was frightened of getting knocked
down or something. So he thought,
hey, this isn’t worth the risk and
back off a bit and finished third.
I know all being well Eddie can
74
amcn.com.au
2
3
run with Freddie Spencer. In France,
Eddie’s bike wasn’t running too well
but he knew he had to beat Randy
for second place. On the last lap he
did a really good job by pulling out
and beating Randy. At N¾rburgring
in the German Grand Prix he was
going well until someone ran him
off the track.
“After that he thought, I am in
second place and I won’t catch
Freddie without doing something
stupid.”
Lawson took up the story: “I thought
Freddie and I would race it out. He’s had
bad luck at the races we have gone well
and the ones he’s gone well, we’ve had
bad luck. There have been some good
ones and a lot of disappointing ones. The
4
1. Freddie Spencer crashed at an
international meeting at Laguna
Seca in 1984 causing him to miss
some vital rounds
2. Spencer and Lawson on the
startline of the French GP
3. Lawson learnt to feed on
negative comments and turn them
into a motivation to win, big-time
4. Raymond Roche, Freddie
Spencer, Ron Haslam and Eddie
Lawson create a freight train of GP
bikes in 1984
5. Lawson at Silverstone in 1983,
where he finished just off the
podium in a hint of what was to
come the next season
6. Barry Sheene may have been
coming to the end of his career but
he set the fastest lap at Kyalami
and regularly challenged the 1984
title contenders
5
German GP we got bumped off the track early in
the race. I was disappointed with that. Then we
had carburetion troubles and tyre problems at
certain tracks.
“You don’t win world championships by falling
down. It was a difficult situation. You can’t made
mistakes, to fall down or anything, and you pray
the bike doesn’t break. It’s better to just go out and
ride as hard as you can go. That is the way I like to
ride. I feel more comfortable that way. But you feel
the pressure that you just can’t blow it. I would sit
there wondering, well, should I try to win and fall
down, then someone would ask why try so hard.
And if you didn’t win, they’d want to know why
you didn’t win.
“So I felt pressure that I just couldn’t make any
mistakes, especially with the points situation the
way it was. If Freddie and I had been very close on
points that would have been no problem. You just
6
LAWSON WAS
TIRED OF HAVING
HIS EFFORTS
DEVALUED BY
COMMENTS
THAT SPENCER
WASN’T IN THE
RACE OR HAD
PROBLEMS
race as hard as you could to win. Last year was
my first year and no pressure. I could go out and
learn the machines and the tracks. This year it was
different to what I expected and it was difficult.
The hardest thing I’ve had to do.”
Lawson was more forthcoming on the races he’d
won. Sure, he’s proud of winning them but there
was a message: he was tired of having his efforts
devalued by comments that Spencer wasn’t in the
race or had problems.
“South Africa was run in the pouring rain, but I
felt really good about that race,” he said. “Freddie
wasn’t there but I feel strongly that if he had
been there he would have got beat. You can’t say
whether it would have been that way, but that’s
how I feel. He wasn’t at Spain and I won that race.”
But you won there on a circuit that shouldn’t
have suited your bike, I ventured.
He was especially peeved about the Austrian GP,
saying “we won that race fair and square”, only
to hear excuses about the Spencer and Mamola
machines. Mamola ’fessed up some time later that
he had let Spencer through to second.
Competition was on in earnest for places in
Honda’s 1985 team. Mamola did his case no harm
by opting to ride the V4 at Silverstone.
The eight-rider front row was: Roche, Didier
de Radigues, Lawson, Mamola, Haslam, Virginio
Ferrari, Sheene and Australian private entrant
Paul Lewis on a Suzuki prepared by Gary Flood.
Wayne Gardner, Haslam, Takazumi Katayama,
Roche and Didier de Radigues had factory Honda
engines. According to the English-language TV
commentary, Lewis had qualified on a set of
Gardner’s Dunlops.
It was a barn-stormer 28-lap race. The Hondatriple crew enjoyed the early glory until laps
eight and nine, when Mamola and Lawson took
up the running and increased the pace. Lawson
spent those laps taking tight lines into corners to
avoid the risk of riders diving under him and
knocking him over.
Roche’s machine broke a wheel and he let it
fall on the outfield in disgust. De Radigues later
retired when his drive chain stretched. However
the big drama was from wildlife. Mamola struck a
hare with his machine and Lawson with his knee.
Fortunately the championship top two stayed on
board. In the final laps Lawson decided a sure
amcn.com.au
75
FOUR DECADES EDDIE LAWSON
2
1
12 points was the best plan for the championship.
Mamola won by two and a half seconds.
Haslam was third, followed by Ferrari (his best
result of the year), Sheene and Gardner. Lewis was
a non-finisher.
Lawson won the next round in Sweden and
the title. Mamola retired with a throttle-cable
problem, Roche finished second and Gardner
third, his first GP podium.
Mamola had some consolation by winning the
final round at Mugello in a Honda-triple podium
lock-out.
The top two factories made key changes for 1985.
Honda built Spencer a new V4 with the fuel tank in
the conventional position and made a special 250
so he could contest two championships. Gardner,
Haslam, Katayama and Mamola had factory NS500
triples. Yamaha switched to Michelin tyres and
hired Roche to replace Ferrari. Agostini reportedly
reduced Lawson’s salary as world champion to less
than his 1984 fee.
As a side note, Wayne Rainey finished eighth in
the 250 championship for Kenny Roberts’ fledging
race team. It was a low-budget effort using Yamaha
TZ250s with Hans Hummel cylinders, equipment
virtually all the Yamaha 250s used that year. He
struggled with push starts but did take a podium
finish at Misano. The races were absorbing,
typically with eight or nine riders in the leading
group. This was very exciting for spectators.
Carruthers countered by saying this meant
“there was no one really good in there”. He
reckoned Rainey had a future. Some European
scribes looked at eighth place and decided when
Rainey reappeared as a 500 GP rider in 1988 he
would not be a title contender. Rainey did not
forget that. He won a 500 GP in his first 500 season
and in the next four years finished 2-1-1-1.
3
1. Two-time title winner Barry
Sheene was reunited with Suzuki
for 1984 and aged 33 years was
battling a new generation of rising
GP stars, including Lawson
2. Lawson waits while Radar
Cullen, crouched beside the bike,
and crew work on his Yamaha
3. Lawson on top of the podium
with Spencer and Mamola after
the Austrian GP, his third win in
four races
AGOSTINI REPORTEDLY
REDUCED LAWSON’S SALARY
AS WORLD CHAMPION TO
LESS THAN HIS 1984 FEE
76
amcn.com.au
1984 500 GRAND PRIX
SEASON RESULTS
• South Africa Lawson, Roche, Sheene
• Italy Spencer, Lawson, Roche
• Spain Lawson, Mamola, Roche
• Austria Lawson, Spencer, Mamola
• Germany Spencer, Lawson, Mamola
• France Spencer, Lawson, Mamola
• Yugoslavia Spencer, Mamola, Roche
• Netherlands Mamola, Roche, Lawson
• Belgium Spencer, Mamola, Roche
• Great Britain Mamola, Lawson, Haslam
• Sweden Lawson, Roche, Gardner
• San Marino Mamola, Roche, Haslam
Championship points: Lawson, 142; Mamola, 111; Roche, 99;
Spencer, 87; Haslam, 77; Sheene, 34; Gardner, 33;
van Dulmen, 25; de Radigues, 24; Ferrari, 22.
Christian Sarron (Yamaha) won the British 250 GP
and Angel Nieto (Garelli) the 125 GP. They went on to win
those championships.
KISKA.COM
Photo: R.Schedl
1390
SUPER DUKE R
REAL AND RAW,
NO BULLSHIT.
AVAILABLE NOW KTM.COM
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
AMCN RIDES. CENTRAL WEST, NSW
T
his awesome dirt route is one for the
adventure bike riders out there. Much of
it is on unsealed tracks and, although it is
relatively easy going on a dual-sport bike,
it is beyond the scope of most roadbikes
with road rubber – although not
impossible if you are brave-hearted, foolhardy,
or both. It is a great ride through some typical
Central West New South Wales scenery; plenty
of wildlife and points of interest along the
way. Best of all you will find very few other
vehicles along most of the route except for the
occasional farm ute or lost tourist.
From Wellington, take the highway north
from town then turn right towards Gulgong on
Goolma Rd.
Twelve Mile Rd forks to the right after a few
kilometres and winds past rural properties
as you head east. We like to take the unsealed
dirt road signposted to Wuuluman on the
right, which runs southeast before eventually
linking with Uungula Rd, thereby extending
the dirt riding component as much as possible.
78
amcn.com.au
A right turn on to Uungula Rd then takes you
on a loop to the Cudgegong River, and then back
towards to Twelve Mile Rd.
The track is fairly well maintained at
either end but deteriorates slightly in the
middle where it is less used. The surface is
dirt through several cuttings and you will
encounter several shallow water crossings on
after even moderate rainfall.
The trail opens up a little after it meets the
Cudgegong River to become a series of fast
gravel sweepers. As the track passes directly
through private property for some of its length
camping is not an option, although there are
spots to pull up and enjoy the view.
Turning right on Twelve Mile Rd will take
you south towards Yarrabin where another
right turn on to Yarrabin Rd will take you
to the Cudgegong River Park. This is a good
spot to camp overnight on the banks of Lake
Burrendong where you are able to set up
anywhere on the property that appeals to you.
Returning back along the sealed Yarrabin Rd
1. Take Uungula Rd to extend your
dirt-trail adventure
2. Set up for the night at Cudgegong
River Park
3. It’s times like this you’d wished
you’d packed a collapsible fishing rod
in the panniers
4. The Macquarie River crossing is
usually doable but not if there has
been a lot of rain in the area
5. Hill End reeks of genuine gold rush
history so plan to spend a night
at the quaint Royal Hotel to get the
full experience
6. An old shaft at the Ophir Goldfield
Reserve shows the effort miners put
into finding this precious metal more
than a century ago
1
THE ESSENTIALS
DETOUR
> Plenty of fuel is available at Wellington and
Mudgee, but nothing in-between. Although if you
take our overnight camping suggestion there is
PULP available at the holiday park.
As you head towards Mudgee from
Yarrabin the road intersects the Hill End
road. A right turn here will take you into
the historic town of Hill End where you can
access the top of the Bridle Track, which
will take you south to Bathurst. For the
more adventurous riders, try the Dixons
Long Point road on the right just before
you get into Hill End. The riding is mainly
easy-going dirt but includes a fairly deep
crossing of the Macquarie River at the
bottom of the gorge, which can be tricky
on heavier bikes and is definitely best
avoided after extended heavy rain. On the
other side of the river crossing the track
continues on to either Orange, or Bathurst
via the Ophir Goldfield Reserve.
2
> Camping is the best option along this route
with good facilities on both sides of Lake
Burrendong, as well as at the Ophir Goldfields
Reserve if you take the suggested detour.
> Wellington and Mudgee have good food and
general supply options if you want to stock up
before heading out along the tracks.
THINGS TO DO
Lake Burrendong is a popular fishing spot with
several different species of fish caught regularly.
There are plenty of camping spots right on the
water’s edge so you can chuck a line in easily
while you are relaxing after a day in the saddle.
3
5
Hill End is a great little historic town to walk
around. Many of the old buildings have been
restored to their original state and offer a sense
of bygone times. There are also a number of
relics from the gold rush lying around to add an
authentic feel to the town.
FIX IT
Your best bet for mechanical support is Mudgee.
Mudgee Honda Centre can be found at 137
Church St, Mudgee ((02) 6372 3100). It’s open
Saturday mornings and will do its best to help
out with tyre and basic workshop repairs. If you
are stuck in Hill End, try and find the owner of
the local bakery, who is motorcycle savvy and
usually happy to help out, with either a pie or a
spanner, or both.
4
SLEEP
Reflections Holiday Parks Cudgegong River
has accommodation options and good, clean
amenities. The kiosk has some basic food
supplies and hot food, as well as coffee. They
also have PULP on site, which is a bonus. Phone
(02) 6373 3695 for more details, but bookings
for campsites are not generally required.
FUEL UP
Busy Bee Roadhouse Sydney Road, Mudgee,
NSW. (02) 6372 1545
Caltex Service Station 128 Lee St, Wellington,
NSW. (02) 6845 2684
EAT
If you extend your ride through Hill End we
can recommend the Royal Hotel for food and
accommodation. (02) 6337 8261.
6
via a nice set of medium-speed corners takes
you to Hill End Rd where a left turn takes you
to Mudgee, and a right turn leads to the village
of Hill End.
There is a great selection of unsealed roads
throughout this region that are easy to link up,
creating some awesome riding loops between
the small towns and villages of the Central
West. So plan your route over an evening beer.
This particular riding route is only around
80km from Wellington to Yarrabin, and then
another 40km into Mudgee from the camping
reserve on the lake.
It is an excellent ride on an adventure
touring bike with good riding surfaces and
scenery, and plenty of options in the area to
extend your ride in any direction.
amcn.com.au
79
EVENTS. YOUR SOCIAL LISTINGS
RACING WHAT, WHERE & WHEN
Having been signed to the
factory team for 2025 will
Marc Marquez get updated
parts for his Gresini Ducati
when MotoGP resumes?
Rd6
19-21 Jul, Brands Hatch, KEN
Rd7
9-11 Aug, Thruxton, HAM
Rd8
24-26 Aug, Cadwell Park, LIN
Rd9
13-15 Sep, Oulton Park, CHS
Rd10
27-27 Sep, Donington Park, LCE
Rd11
11-23 Oct, Brands Hatch, KEN
INAUGURAL FIM WOMEN’S WORLD CHAMPIONSHIP
Rd 2
12-14 July, Donington Park, UK
Rd 3
9-11 Aug, Algarve, PT
Rd4
20–22 Sept, Cremona, IT**
Rd 5
11–13 Oct, Estoril, ES
Rd6
18-20 Oct, Jerez , ES
INAUGURAL FIM INTERCONTINENTAL GAMES
Nov 30-Dec 1 Jerez, Spain
MOTOAMERICA
Rd6
28-30 Jun, Ridge Motorsports Park, WA
Rd7
12-14 Jul, Laguna Seca, CA
Rd8
16-18 Aug, Mid-Ohio, OH
Rd9
13-15 Sep, Circuit of the Americas, TX
Rd10
27-29 Sep, New Jersey M’sports Park, NJ
OFF-ROAD RACING
PRO MX CHAMPIONSHIP
Rd5
23 June, Murray Bridge, SA
Rd6
21 Jul, Toowoomba, Qld
Rd7
11 Aug, MX Farm Queensland, Gympie, Qld
Rd8
17-18 Aug, Queensland Moto Park, Qld
AUSTRALIAN SUPERCROSS CHAMPIONSHIP
Rd1
12 Oct, Kayo Stadium, Redcliffe, Qld
Rd2
2 Nov, WIN Stadium, Wollongong, NSW
Rds 3-4 TBC
AUSTRALIAN JUNIOR MOTOCROSS CHAMPIONSHIP
Sept 24-28, Bunbury, WA
AUSTRALIAN OFF-ROAD CHAMPIONSHIP
Rds7-8 27-28 July, Coulson, Qld
Rds9-10 24-25 Aug, venue TBC, SA
Rds11-12 14-15 Sept, Nowra, NSW
AUSSIE FLAT TRACK NATIONALS
Rd1
27 July, Appin (flat track layout), NSW
Rd2
28 July, Appin (TT layout), NSW
Rd3
31 Aug, Brisbane (flat track layout), Qld
Rd4
1 Sep, Brisbane (TT layout), Qld
Rd5
16 Nov, Gunnedah (flat track layout), NSW
Rd6
17 Nov, Gunnedah (TT layout), NSW
AUSTRALIAN DIRT TRACK, TRACK CHAMPS
Senior Dirt Track 5-6 Oct, Gunyarra, Qld
Junior Track
10-11 Aug, Forbes, NSW
Junior Dirt
28-29 Sep, Mildura, Vic
ENDURO GP WORLD CHAMPIONSHIP
Rd4
21-23 Jun, Bettola, IT
Rd5
12-14 Jul, Gelnica, SI
Rd6
2-4 Aug, Rhayader, Wales, UK
Rd7
13-15 Sep, Brioude, FR
(First two rounds and GPs of Italy, Wales and France form
the five-event Women’s Enduro World Championship.)
FIM JUNIOR MOTOCROSS WORLD CHAMPIONSHIP
July 12-14, Circuit Kamperweg Heerde, Netherlands
2024 TRIAL DES NATIONS
Sept 21-22, Pobladura De Las Regueras, Spain
RIDE DAYS & SCHOOLS
Phillip Island Ride Days /
0490 281 840
Phillip Island, Vic
Sydney Motorsport Park
Ride Days/0490 281 840
SMSP, NSW
Murray Valley Training Co
0459 415 787
Barnawartha North, Vic
80
amcn.com.au
Champion’s Ride Days
(07) 3287 4144
Broadford, Vic
Collie Motorplex, WA
Morgan Park, Qld
The Bend, SA
California Superbike
School / 1300 793 423
Phillip Island, Vic
SMSP, NSW
Broadford, Vic
Morgan Park Qld
Trakdayz
0401 484 898
Wanneroo, WA
Mount Gambier MCC
Coaching / Ride Days
0448 951 163
Mac Park, SA
Ride-Tek MTA
1300 788 382
Sandown, Vic
Top Rider
1300 131 362
Various venues, Qld
Ridedays WA
(08) 9409 1002
Wanneroo, WA
Collie, WA
Phoenix MCC
Junior Coaching
0403 386 788
Tailem Bend, SA
Mallala, SA
FIM SPEEDWAY GP C’SHIP
Rd6
29 Jun, Gorzow, PL
Rd7
17 Aug, Cardiff, UK
Rd8
31 Aug, Wroclaw, PL
Rd9
7 Sep, Riga, LV
Rd10
14 Sep, Vojens, Dk
Rd11
28 Sep, Torun, PL
FIM SPEEDWAY OF NATIONS
Semi1
9 July, Manchester, UK
Semi2
10 July, Manchester, UK
SON2
12 July, Manchester, UK
Final
13 July, Manchester, UK
UNDER-21 SPEEDWAY WORLD C’SHIP
Rd2
6 Sep, Riga, LV
Rd3
27 Sep, Torun, PL
INAUGURAL FIM WOMEN’S SPEEDWAY GOLD CUP
June 20-21, Teterow, Germany
AUSTRALIA SPEEDWAY SIDECAR CHAMPS
25-26 Oct, Oakburn Park Raceway, Tamworth, NSW
INTERNATIONAL SPEEDWAY MASTERS
27-28 Dec, Gillman, South Australia
AMA PRO MOTOCROSS CHAMPIONSHIP
Rd5
29 Jun, The Wick 338 National, MA
Rd6
6 Jul, Redbud National, MI
Rd7
13 Jul, Spring Creek National, MN
Rd8
20 Jul, Washougal National, WA
Rd9
10 Aug, Unadilla National, NY
Rd10
17 Aug, Budds Creek National, MD
Rd11
24 Aug, Ironman National, IN
*Provisional **Subject to homologation
ROAD RACING
AUSTRALIAN SUPERBIKE CHAMPIONSHIP
Rd4
12-14 Jul, Morgan Park Raceway, Qld
Rd5
7-8 Sep, Phillip Island GP Circuit, Vic
Rd6
4-6 Oct, One Raceway, NSW
Rd7
8-10 Nov, Shell V-Power Motorsport Park, SA
BLU CRU OCEANIA JUNIOR CUP
Rd3
12-14 Jul, Morgan Park Raceway, Qld
Rd4
4-6 Oct, One Raceway, NSW
Rd5
TBA
Rd6
8-10 Nov, Shell V-Power Motorsport Park, SA
AUSTRALIAN SIDECAR CHAMPIONSHIP
Rd3
6-7 Jul, Sydney Motorsport Park, NSW
Rd4
15-16 Sep, Phillip Island, Vic
INAUGURAL SOUTHERN CROSS CHALLENGE CUP
6-7 July, Sydney Motorsport Park, NSW
SOUTHERN CLASSIC
9-10 Nov, Broadford, Vic
AUSTRALIAN HISTORIC ROAD RACE CHAMPS
15-17 Nov, One Raceway, NSW
NATIONAL BEARS CHALLENGE
Rd3
6-7 Jul, SMSP, NSW
Rd4
14-15 Sep, Phillip Island, Vic
Rd5
12-13 Oct, SMSP, NSW (provisional)
Rd6
16-17 Nov, Broadford, Vic
MOTOGP WORLD CHAMPIONSHIP
Rd8
30 Jun, Assen, ND
Rd9
7 Jul, Sachsenring, DE
Rd10
4 Aug, Silverstone, UK
Rd11
18 Aug, Red Bull Ring, AT
Rd12
1 Sep, Aragon, ES
Rd13
8 Sep, Misano, IT
Rd14
22 Sep, Sokol, KZ (rescheduled)
Rd15
29 Sept, Mandalika, ID
Rd16
6 Oct, Motegi, JP
Rd17
20 Oct, Phillip Island, AU
Rd18
27 Oct, Buriram, TH
Rd19
3 Nov, Sepang, MY
Rd20
17 Nov, Valencia, ES
SUPERBIKE WORLD CHAMPIONSHIP
Rd 5
12-14 July, Donington Park, UK
Rd 6
19–21 July, Most, CZ
Rd7
9–11 Aug, Algarve, PT
Rd8
6–8 Sept, Magny-Cours, FR
Rd9
20–22 Sept, Cremona, IT**
Rd 10
27–29 Sept, Aragon, ES
Rd 11
11–13 Oct, Estoril, ES
Rd12
18-20 Oct, Jerez , ES
BRITISH SUPERBIKE CHAMPIONSHIP
Rd5
5-7 Jul, Snetterton, NFK
RALLIES & SHOWS
21-23 JUNE
100th Anniversary of the first Australian
Motorcycle Grand Prix at Goulburn. The
highlight of the celebration will be an escorted,
re-enactment ride along the original 80km
course from the outskirts of Goulburn to
Windellama, across to Bungonia and back
along Mountain Ash Rd to the start-finish line.
Organisers are also raffling off a 2023 Indian
Scout Bobber. For more information head to
www.goulburngp.com.au
Motorcycle displays, entertainment and
a re-enactment ride will bring history
alive at Goulburn, NSW, this weekend
21-23 JUNE
The Casper Rally. Hosted by the South Coast
United Motorcycle Tourers on the banks of the
Abercrombie River, 72km north of Goulburn and
75km south of Oberon, on the Oberon side of
the river. Toilets on site with drinking water and
firewood provided. BYO drinks, food and cooking
gear. Raffle and awards. Inquiries Andy
0437 608 440 or Dieter 0417 616 199.
22 JUNE
The Winter Undercover Motorcycle Swapmeet
runs from 9am-3pm at the Greyhound Racing
Track, Angle Park, Adelaide, SA. Plenty of
parking for buyers with a sausage sizzle/ BBQ.
Full indoor vehicle access for vendors, just book
ahead to reserve your site for $10. Buyer entry
$5. For details phone Mark on 0439 831 862,
email winterswapmeet@fomsa.org, or see the
website at www.fomsa.org.
18 AUGUST
Townsville Combined Motor Clubs Swap Meet
welcomes motorcyclists either selling or buying
parts and tools at the Townsville Showgrounds.
There will be static displays. Camping is
available and proceeds go to Ronald McDonald
House, Townsville. For more information send an
email to cerutfa@ozemail.com.au.
29 JUNE
The 50th anniversary celebration of the 1974
movie Stone is a double-feature at Yatala
Drive-in, Stapylton, on Queensland’s Gold Coast.
It is hosted by the Kawasaki Z Owners Club of
Qld. Bring your Seventies motorcycle for the
planned pre-film display at 4pm. Movie tickets
are $50 a carload of six people or $25 a single
adult. The double bill is Stone and Stone Forever
(R18). Tickets at www.fivestarcinemas.com.au/
drive-in/movie/stone---stone-forever-doublefeature.
16 JULY
Black Tie Biker’s Ball at Forster, NSW, is a
fundraiser for the local Great Lakes Women’s
Shelter. Hosted by the Sisters on Steel SMC, it
promises to be “a wild night of fun, dancing,
raffles and live music” at Club Forster. Visit
www.clubforster.com.au or phone the Sisters on
Steel SMC on 0421 159 753.
31 AUGUST
Dubbo Motofest at the Dubbo Showground,
110 Wingewarra St, from 9am to 4pm invites
riders to enter their bike into a category in the
massive show and shine, or simply register to
display it in the Motorcycle Muster. Unfinished
projects are also welcome to be displayed. Other
attractions include a trade expo, motocross
stunt riders, bar and food vendors. Full event
details can be found at the website at
www.dubbomotorfest.com.au.
14 SEPTEMBER
The 28th Annual Red Scarf Rally is hosted by
the Illawarra Classic Motorcycle Club at Don’s
Farm, 536 Avondale Rd, Avondale. The event
includes a swap meet, long and short rally runs,
undercover BBQ area, toilets and lots of space
for motorcycle displays. Contact club organisers
on 0422 680 647.
14 SEPTEMBER
Wattle Flat Car & Bike Show at Sofala, near
Bathurst, with funds going towards free
community events and revamping its small
community hall. Full details and information at
www.facebook.com/wfcarbikeshow.
6 OCTOBER
The Australian National Show and Shine is
held at Seven Creeks Parklands Euroa, Victoria.
Hundreds of cars and motorcycles will be on
show, along with market and trade stalls, live
music and children’s entertainment. For more
information take a look at the website at
www.australiannationalshowandshine.com.au.
25-27 OCTOBER
The Spaghetti Rally, hosted by the Moto Guzzi
Club of Victoria, attracts enthusiasts of this
iconic Italian brand. Location is Edi Cutting
campground, on the King River (between Moyhu
and Whitfield) in Northern Victoria. Register to
attend at motoguzzivictoria.club.
25-27 OCTOBER
The Machine Show is a family-based, vintage
motorcycle camp-out weekend get-together at
the showgrounds in Braidwood, NSW. A bar
means there’s no BYO and food vendors are
on site. Display your bike or sell parts at an
informal swap meet. More information at
www.themachineshow.com.au.
26-27 OCTOBER
National Jampot Rally, hosted by the AJS and
Matchless Owners Club of Australia at Victor
Harbor, SA. Seeking ride corner marshals.
Contact Nipper Kuerschner on 0418854565 or
email nipper.nipper33@gmail.com.
26-27 OCTOBER
The Australian Postie Grand Prix, hosted by
the Cessnock community and run through the
streets of the Hunter Valley town in NSW, is
celebrating 10 years of this family-friendly
event. See postiebikegp.com.au for details.
15-16 NOVEMBER
Walcha Motorcycle Rally takes place in the
beautiful country town of Walcha, NSW, at the
showground hub and surrounding areas. Arrive
Thursday afternoon for welcome drinks and live
music. Enjoy Friday and Saturday’s program
and rides, then use Sunday to make your way
slowly home. Walcha is at the intersection of the
Oxley Highway and Thunderbolts Way. For more
information head to the event’s website at
www.walchamotorcyclerally.com.au.
Aussie made designs,
from a life on the road
the road beckons
visit us online or call
(03) 9786 3445
amcn.com.au
81
ARAI CONCEPT-XE
Retro-cool but with all the
modern safety features
we’ve come to expect from
Arai. Visor can be swapped
between models
JUST
ARRIVED!
fter a few years in Arai’s
V-Profile lid which, by the
way, still feels snug and
plush, I’m keen to try the
Japanese brand’s ConceptXE, which blends 1980s
styling with all the modern
tech and protection the
brand is known for. It’s not long
lobbed, so I’m yet to try it on a bike,
but first impressions after pulling
it on to my head are a well-fitting,
high-quality helmet complete with
that wonderful new-car smell.
82
amcn.com.au
The really cool thing is that the
$199.95 iridium Pinlock-ready Pro
Shade visor that I’ve been running
on the Profile-V will fit straight
on to the new Concept-XE, despite
the Profile-V running a pod-style
system – a la Michael Dunlop – and
the Concept-XE using a more retrostyled mechanical system that
calls for a coin to undo the pivot
covers. It’s a clever and practical
option in these times when a $200
visor is simply out of reach for a lot
of people, including me.
Arai
Concept-XE
$799.95
Sizes
XS-XL
Colours
White, Frost Black or
Modern Grey
Cassons
www.araihelmets.net.au
(02) 8882 1900
That mechanical retro look
does result in a pretty fiddly visor
change, but the beauty of the Pro
Shade is once I have that system
fitted to the new lid, I won’t need
to change it again. It gives me a
clear visor when I want it or an
iridium tint when it’s bright, so all
my bases are covered. And I sure
as hell won’t be requiring a slick
pitstop on Glencrutchery Road
anytime soon, so it doesn’t really
matter to me.
In terms of tech, the outer shell
is made using a Peripherally
Belted e-Complex Laminate
Construction – PBe-cLc for short
– which balances light weight
with the ability to spread the
forces of an impact across the
helmet while boasting good
glance-off properties – all things
which allow it to meet ECE R2206 standards. And while that
all sounds terrific, I have no
intentions of testing the validity
of those claims. The emergency
release cheek pads provide extra
peace of mind, too.
Despite looking like they’re
MACNA CHILL RTX WOMEN
JUST
ARRIVED!
SINGLE
DIGITS
I HAVE TINY hands, so finding a pair of gloves
that keep my digits warm when the temperature
drops into single digits while still allowing me
enough feel at the ’bars, levers and switches
has always been difficult.
Which is why I’m hoping Mana’s Chill RTX
gloves are going to do the trick for me this
winter. What attracted me to them initially was
the relatively short cuff length. Small-diameter
wrists mixed with thick winter-weight jacket
sleeves trying to accomodate thick gauntlets
just gets frustrating, especially when my
already-gloved right hand is trying to sort out
the left-hand side before jumping on the bike.
First-world problems, I know, but when you’re
on and off bikes as often as I sometimes am, it
wears, well, thin.
I used the brand’s sizing guide to determine
I’d need a size small and they’re a beaut fit at
always open, the six vents in the
chin can be closed by moving a
small slider on the inside of the
chin bar.
According to Arai, when these
vents are ‘closed’, they’ll actually
direct air up and along the inside
surface of the visor to help prevent
fogging, and channel back around
the mouth and nose when in the
open position.
The hot air is said to be pulled
out of the helmet through
three holes in the EPS liner and
funnelled out two discreet exhaust
vents at the rear.
There’s a breath deflector as
standard while a breath mask can
be purchased as an optional extra,
as can a chin cover and tear-offs,
and all the internal soft bits are
removable and washable.
It’s available in three colour
variants, gloss white, matte or
Frost black, as well as a gloss dark
grey version called Modern grey.
The Profile-V is priced at $649.95
for a solid colour, whereas the
Concept-XE is $799.95 and I’m keen
to see if I can feel any difference
with the extra $150 outlay, or if
I’m paying for the uber-cool retro
looks only. Stay tuned.
KEL BUCKLEY
the wrist and across the palm, while the length
of the fingers seems a little long. This may not
be a problem once on a bike and my hands are
wrapped around the grips though, because
sometimes a good fit off the bike can end up with
your fingers pushing right up against the ends of
the finger pockets, which can make them more
exposed to the cold.
They’re said to be waterproof – we’ll see about
that – and the thermal properties come from
Thinsulate, although Macna doesn’t specify
how much. Protective properties seem a little
light-on with some double stitching along the
fingers and a section of goat leather stitched
into the heel of the palm and up to the wrist
amounting for the most off it. In fact I can
squeeze them into a small ball, so there’s no
thermoplastic reinforcement or other bracing
to speak of which, it has to be said, can often be
uncomfortable.
What matters most to me, though, is if they
can keep my hands warm and relatively dry.
I’ll let you know.
KEL BUCKLEY
TOP GEAR. COOL STUFF
2
1
1
HOT HEAD
amcn.com.au
3
BOOT IT
Cassons
Link International
$20
$1499.95
$299.95
(02) 8882 1900
araihelmets.net.au
(07) 3382 5000
tcxboots.com.au
Don’t let the winter blues get you down with
this fab Suzuki cable-knit beanie (Navy). It
features a comfortable acrylic cable-knit
construction with an additional partial fleece
liner. So everyone know’s what team you’re on it
has an embossed brown leatherette tag clearly
displaying the Suzuki logo.
84
IOM TT LID
Suzuki Australia
na
suzukimotorcycles.com.au
3
2
Arai Helmet marked its 40-year presence at the
recent IoM TT with a special event and the release of
this 2024 RX-7V EVO Limited Edition Isle of Man TT
helmet. The top-of-the-range RX-7V EVO features
Arai’s peripherally-belted construction and
characteristic round shape for “glancing off” in the
event of an impact. Available now in sizes XS-XL.
The TCX Dartwood waterproof boot features a
grain leather upper with rear reflex insert, D3O
inserts, reinforcements on the toe and heel, a
T-Dry waterproof membrane, lace and side-zip
closure, elastic band to store laces, OrthoLite
cushioned footbed and Groundtrax outsole for
stability. Available in sizes 40-48.
4
4
MINI BLADE
NOW HEAR THIS
6
GREEN EYES
Honda Australia
Moto National
Kawasaki Australia
$299.95
$409.95
$40
na
motorcycles.honda.com.au
For those not adverse to throwing their young’uns
on an electric bike, but who would never let them
stray from Team Red, there’s this beaut Honda Kids
Battery Bike, with genuine CBR1000RR sportsbike
styling. Suitable for ages 3-plus with a 20kg load
capacity, and powered by a 25W motor with a
rechargeable 6V battery.
5
5
1300 885 355
interphoneaustralia.com.au
The Interphone U-COM 7R features Bluetooth 5.2
technology. It provides comms with up to four
units up to 1km, a battery life up to 15 hours, is
compatible with OEM TFTs and GPS, allows music
sharing and comes with iOS and Android apps.
It has an IP67 waterproof rating and multi-button
design for ease of use.
na
www.kawasaki.com.au
Kawasaki’s Street Sunglasses are claimed
to offer cutting-edge style like no other.
They feature a lightweight satin matte-black
nylon-finish frame with green UV400 lenses to
ensure everyone knows you’re on Team Green.
The sunglasses come with a carry bag for
protection and cleaning.
6
amcn.com.au
85
MOTORCYCLE SPECIALTIES
proudly supplying australian motorcycle
retailers & workshops for over 45 years.
- LEVERS - TOOLS - MODELS - TUBES - handlebars - RAMPS - INDICATORS - MIRRORS - CIRCUIT - CT110 - BEARINGS - MOTOGOLD - STANDS - hand guards - Grips - FOOTPEGS - FILTERS - oil www.mcsonline.com.au
mcsmotorcyclespecialties
%ULVEDQHWR$GHODLGH
$XJ6HS
NPRQDVPDOOPRWRUF\FOH"$ULGHKDOIZD\DFURVV$XVWUDOLD"$QHQGXUDQFHULGHFURVVLQJ
VWDWHV DQ LQGLUHFW URXWH WKURXJK UHPRWHFRXQWU\VPDOOWRZQVVHFRQGDU\ URDGV ORQJ VWUHWFKHV RI
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(QWU\ SULFH LQFOXGHV XVH RI RXU bike, accom, meals, mechanics, spares, support
vehicles.
www.postiebikechallenge.org
Ph.
UNC-QP-5190633-TS-369-XCC
Full repair & rebuild service on all makes of instruments
Ratio boxes, Speedo and tacho cables made to order
Bi-metal (hot wire) gauges rewound and calibrated
Fuel tank sender units rewound and calibrated
Specialising in Chronometric & Magnetic
Capillary temperature gauges repaired
Specialist in Smiths & Jaeger gauges
Dial restoration or replacement
Special senders made to order
Contact: John Robertson
P: 07 3277 3888 F: 07 3277 8520
Email: info@ottoinstruments.com.au
124 Evans Rd, P.O. Box 9, Salisbury, Qld. 4107
www
w.ottoinstruments.com.au
BUYER’S GUIDE. A-Z OF NEW BIKE PRICES
PRICE
$AUD LAMS
MODEL
APRILIA
aprilia.com.au
All prices are ride away
MODEL
PRICE
$AUD LAMS
PRICE
$AUD LAMS
M 1000 XR
$36,690
700CL-X Adventure
$11,490
M 1000 RR
$52,440
800NK Sport
$10,990
R 1250 R
$21,620
800NK Advanced
$12,490
Plus on-road costs
MODEL
MODEL
ENERGICA
PRICE
$AUD LAMS
australianelectricmotorco.com/energica-motorcycles
SR GT 125
$8040
R 1250 RS
$27,240
800MT Sport
$13,490
Experia
$48,164
SR GT 125 Sport
$8140
R 1250 RT
$37,840
800MT Touring
$14,990
Ego
$41,725
RS 660
$22,740
K 1600 GT
$42,820
800MT Explore
$16,990
Ego+
$52,233
RS 660 LAMS
$22,590
K 1600 GTL
$44,520
Ego+ RS
$55,329
Tuono 660
$21,490
K 1600 B
$42,820
Ribelle
$50,374
Tuono 660 LAMS
$21,490
G 310 R
$7990
Plus on-road costs
Ribelle RS
$52,470
Tuono 660 Extrema
$24,990
R 18
$23,140
CJ650B Nomad
$26,500
Esseesse9
$35,478
Tuono 660 Factory
$19,990
R 18 Classic
$25,840
CJ650B Tourer
$27,500
Esseesse9+
$46,563
Tuareg 660
$23,490
R 18 B
$35,400
Tuono V4
$28,990
R 18 Roctane
$27,890
RSV4
$31,990
R 18 Transcontinental
$37,940
All prices are ride away
RSV4 Factory
$39,090
R 12
$20,210
Multistrada V4
$31,300
Arthur
$4990
R 12 nineT
$23,990
Multistrada V4 S
$41,800
NKDs
$11,990
G 310 GS
$8390
Multistrada V4 S GT
$45,200
NKD+
$11,990
F 800 GS
$17,820
Multistrada V4 RS
$55,800
NKDx
$17,490
BENELLI
benelli.com.au
All prices are ride away
CHANJIANG
changjiang-australia.com
DUCATI
ducati.com.au
FONZ
fonzmoto.com
Plus on-road costs
TNT125
$3990
F 900 GS
$19,580
Multistrada V4 Rally
$41,400
TRK 251
$6690
F 900 GS Enduro
$23,990
Multistrada V2
$24,400
GASGAS
TRK 502
$9990
F 900 GS Adventure
$20,850
Multistrada V2 S
$27,200
All prices are ride away
TRK 502 X
$10,690
F 900 GS Adventure Pro
$24,190
DesertX
$24,700
EC250
$15,599
TRK 702
$12,990
R 1250 GS Adventure
$27,260
DesertX Rally
$36,600
EC250F
$15,599
TRK 702 X
$13,590
R 1250 GS Adv Trophy
$35,150
Hypermotard 698 Mono
$22,800
EC300
$17,069
Leoncino 502
$9890
R 1300 GS
$26,000
Hypermotard 698 Mono RVE
$24,200
EC350F
$16,659
Leoncino 502 Trail
$10,390
R 1300 GS Trophy X
$33,690
Hypermotard 950
$24,800
SM 700
$19, 840
Leoncino 800
$13,490
C 400 GT
$11,740
Hypermotard 950 RVE
$26,500
ES 700
$19,840
Leoncino 800 Trail
$13,390
C 400 X
$10,490
Hypermotard 950 SP
$30,300
502C
$10,590
CE 04
$21,900
Streetfighter V2
$21,695
Streetfighter V4
$34,900
All prices are ride away
Streetfighter V4 S
$39,000
X350
$8495
Streetfighter V4 SP
$48,400
X500
$11,495
BETA
betamotor.com.au
Plus on-road costs
BRP
au.brp.com
All prices are ride away
H-D
gasgasaustralia.com.au
harley-davidson.com.au
RR 125 2T
$12,295
Ryker 600
$15,199
Monster
$19,700
Nightster Special
$21,495
RR 200 2T
$13,395
Ryker 900
$17,749
Monster SP
$23,200
Sportster Special
$23,995
RR 250 2T
$13,595
Ryker Rally 900
$19,799
Monster 659
$19,700
Street Bob 114
$24,995
RR 300 2T
$14,395
Spyder F3 S
$31,149
Supersport 950
$22,300
Sport Glide
$33,250
RR 350 4T EFI
$14,195
Spyder F3 LTD
$35,699
Supersport 950 S
$25,400
Low Rider S
$33,250
RR 390 4T EFI
$14,495
Spyder RT LTD
$41,449
Scrambler Urban Motard
$18,900
Low Rider ST
$37,995
RR 430 4T EFI
$14,695
Scrambler Icon
$18,000
Fat Bob 114
$33,750
RR 480 4T EFI
$14,995
CFMOTO
Scrambler Full Throttle
$20,100
Heritage Classic
$38,995
X-Trainer 250 2T
$11,195
All prices are ride away
Scrambler Nightshift
$20,100
Hydra-Glide Revival
$42,995
X-Trainer 300 2T
$11,495
150NK
$4290
Scrambler 1100 Dark Pro
$21,100
Fat Boy 114
$37,995
300NK
$5790
Scrambler 1100 Tribute Pro
$23,100
Breakout 117
$38,995
300CL-X
$5490
Scrambler 1100 Sport Pro
$26,000
Road King Special
$42,495
300SR
$5790
Panigale V4
$35,600
Road Glide
$46,495
BIMOTA
facebook.com/bimotaau
All prices are ride away
cfmoto.com.au
KB4
$55,000
450CL-C
$8490
Panigale V4 S
$45,000
Road Glide Limited
$47,750
Tesi H2
$85,000
450NK
$7790
Panigale V4 SP2
$55,490
Street Glide
$46,495
450MT
$9490
Panigale V4 R
$70,200
Street Glide Special
$43,995
450SR
$8290
Panigale V2
$24,900
Street Glide ST
$47,995
450SR S
$9290
Diavel 1260
$32,800
Ultra Limited
$47,750
BMW
bmwmotorrad.com.au
Plus on-road costs
F 900 R
$15,420
650MT
$9090
Diavel 1260 S
$38,400
Freewheeler
$53,995
F 900 XR
$18,790
650GT
$9590
Diavel V4
$41,900
Tri Glide Ultra
$63,995
S 1000 R
$22,090
650NK
$8590
XDiavel Dark
$33,100
Road Glide 3
$59,995
S 1000 XR
$29,090
700MT
$9990
XDiavel S
$40,400
CVO Street Glide
$63,995
S 1000 RR
$25,750
700CL-X Heritage (2024)
$10,490
XDiavel Nera
$44,100
CVO Road Glide
$63,995
M 1000 R
$32,290
700CL-X Sport
$9490
CVO Limited
$61,750
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
MODEL
CVO Road Glide ST
$62,995
CRF1100 Africa Twin AS DCT
$27,499
Scout Classic Ltd +Tech (2025)
$24,495
Pan America 1250S
$28,995
CRF1100 Africa Twin AS DCT ES
$29,899
Sport Scout Base (2025)
$23,995
CRF300LRA Rally
$9399
Sport Scout Ltd +Tech (2025)
$25,995
Plus on-road costs
CB500XA
$10,199
Super Scout Ltd +Tech (2025)
$26,995
Versys-X 300 (LAMS)
$7448
CRF300LA
$8199
Scout 101 Ltd +Tech (2025)
$27,995
Ninja 400 (LAMS)
$7544
AG-XR
$5399
Chief Dark Horse
$28,995
Z400
$7094
Chief Bobber Dark Horse
$30,495
Ninja 500
$7544
Sport Chief
$32,995
Ninja 650
$11,109
HONDA
hondamotorcycles.com.au
Plus on-road costs
KAWASAKI
kawasaki.com.au
GL1800 Goldwing DCT
$41,999
GL1800 Goldwing Tour Prem DCT
$49,999
NT1100
$21,690
NT1100D DCT
$22,699
All prices are ride away
Super Chief Limited
$32,995
Ninja 650 (LAMS)
$11,309
CBR1000RR-R SP
$52,999
Vitpilen 401 (2024)
$8795
Springfield Dark Horse
$38,995
Ninja 650 (LAMS Ninja 40th)
$11,409
CBR650R
$12,499
Svartpilen 401 (2024)
$8795
Springfield
$39,995
Versys 650L
$12,048
CBR600RR
$27,599
FS 450
$16,949
Chieftain Dark Horse
$42,495
Z650L
$11,009
CL500
$8999
701 Supermoto
$20,400
Chieftain Limited
$42,995
Z650RS
$12,009
CBR500R
$9999
701 Enduro
$20,400
Challenger Dark Horse
$44,495
W800 Street
$13,848
CB125F
$2999
TE 150i
$14,959
Challenger Limited
$44,995
Z900
$13,398
CB500F
$9499
TE 250i
$16,789
Challenger Elite
$55,995
Z900RS
$16,909
CB650R
$11,699
TE 300i
$18,379
Roadmaster Dark Horse
$45,495
Ninja 1000SX
$17,759
CB300R
$7199
FE 250
$16,789
Roadmaster Limited
$45,995
Ninja 1000SX (Ninja 40th)
$17,859
GB350
$6999
FE 350
$17,929
Roadmaster Classic
$46,995
Versys 1000 S
$21,009
CB750F Hornet
$12,099
FE 450
$18,269
Pursuit Dark Horse Premium
$47,495
Z1000
$16,848
CMX1100 DCT
$19,649
FE 501
$18,929
Pursuit Limited Premium
$48,495
Ninja ZX-4R
$11,794
CMX1100
$18,549
Norden 901
$25,860
FTR
$23,995
Ninja ZX-4RR
$13,194
CMX500
$9349
Norden 901 Expedition
$27,840
FTR Rally
$25,995
Ninja ZX-6R
$15,909
NSS350A Forza
$9749
Svartpilen 801 (2024)
$15,990
FTR X RSD SUPER HOOLIGAN
$28,995
Ninja ZX-6R (Ninja 40th)
$16,159
NSC110 Dio
$3349
FTR X 100 % R Carbon
$28,995
Ninja H2 (2024)
$44,110
MW110 Benly
$3999
Ninja H2R (2024)
$74,110
NAVi
$2349
All prices are ride away
Ninja H2 SX
$32,810
XL750 Transalp
$14,499
Scout Bobber Base (2025)
$22,995
All prices are ride away
Ninja H2 SX SE
$36,910
CRF1100 Africa Twin
$22,999
Scout Bobber Ltd +Tech (2025)
$23,995
Dragster
$8990
Ninja ZX-10R
$26,749
CRF1100 Africa Twin AS
$26,199
Scout Classic Base (2025)
$23,495
Dragster Malossi Edition
$9490
Ninja ZX-10R (Ninja 40th)
$27,110
HUSQVARNA husqvarnamotorcycles.com.au
INDIAN
indianmotorcycle.com.au
ITALJET
italjet.com.au
TESTED
VOL 73
NO 20
BIKE SPOTLIGHT
BMW
R12 NINET
ENGINE
POWER
TORQUE
WEIGHT
PRICE
1170cc opposed-twin
80kW (107hp) @ 7000rpm
115Nm @ 6500rpm
220kg (kerb, claimed)
$23,990 (plus onroads)
“An expensive but
authentic, beautifully
finished retrobike with
big-bike performance”
BUYER’S GUIDE. A-Z OF NEW BIKE PRICES
MODEL
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
PRICE
$AUD LAMS
MODEL
Z H2
$24,010
Like 200i (w/ top box)
$3990
Ninja ZX-14R SE
$23,248
Like 150R ABS (w/ top box)
$5590
PIAGGIO
Ninja ZX-14R SE (Ninja 40th)
$23,309
Like 150 S
$5090
All prices are ride away
Vulcan S
$10,448
Agility 16+ 300
$7490
Typhoon 50
$4140
Vulcan S LAMS
$10,648
Downtown 350i ABS
$8790
Medley
$6540
Kawasaki KLX150BF SE
$4663
DT X360
$9290
Medley S
$6640
All prices are ride away
Kawasaki KLX230S
$6563
Xciting S 400i ABS
$9990
Beverly 400 S
$12,440
Address 110
$4190
KLX230SM
$7563
AK550 Premium ABS
$15,490
Avenis 125 (2024)
$4890
KLX250
$7263
GSX-S125
$5690
KLX450R
$11,963
Gixxer 250
$5990
KLR650 ABS
$9594
V50 Special Flex
$3590
MR Ranger 200
$12,790
Gixxer SF 250
$5990
KLR650 Adventure
$10,363
V200 Special Flex
$4990
MR Ranger 300
$12,990
V-Strom 250SX
$6790
MR Racing 250
$13,990
V-Strom 650XT (2024)
$15,090
MR Racing 300
$14,290
V-Strom 650XT LAMS (2024)
$15,090
MR Pro 250
$15,690
SV650
$11,490
KTM
ktm.com.au
All prices are ride away
LAMBRETTA lambrettaaustralia.com.au
MOTO GUZZI
motoguzzi.com.au
All prices are ride away
RIEJU
piaggio.com.au
rieju.com.au
Plus on-road costs
300 SEF Factory
$15,999
450 SEF Factory
$16,799
500 SEF Factory
$16,999
SUZUKI
suzukimotorcycles.com.au
200 Duke ABS
$5895
V7 Stone
$18,030
MR Pro 300
$15,990
SV650 LAMS
$11,490
390 Duke (2024)
$8965
V7 Stone Centenario
$19,030
MR Six Days
$16,990
GSX-8S
$13,490
890 Duke
$16,850
V7 Special
$18,930
GSX-8R
$14,990
890 DukeGP
$17,925
V9 Bobber Centenario
$19,330
GSX-R1000
$25,190
890 Duke R
$20,760
V100 Mandello
$28,290
All prices are ride away
GSX-R1000R
$28,190
900 Duke (2024)
$20,090
V100 MandelloS
$32,290
Bullet 350 Standard Black
$7890
GSX-S1000
$18,190
890 SMT
$24,475
V85 TT
$22,230
Meteor 350 Fireball
$8190
GSX-S1000GT
$20,190
690 SMC R
$20,195
V85 TT Evocative
$22,830
Meteor 350 Stellar
$8590
GSX-S1000GX (2024)
$25,890
RC 390
$8795
V85 TT Travel
$24,330
Meteor 350 Supernova
$8890
Panorama GT
$21,990
RC 390 GP
$8995
V85 TT Centenario
$22,830
Hunter 350 Dapper
$7590
Katana
$21,990
1290 Super Duke R
$30,915
Hunter 350 Rebel
$7690
V-Strom 1050
$22,990
1290 Super Duke R EVO
$33,735
Classic 350 Halcyon
$7990
V-Strom 1050DE
$24,690
1290 Super Duke GT
$34,835
All prices are ride away
Classic 350 Signals
$8290
V-Strom 800 (2024)
$17,490
1390 Super Duke R (2024)
$31,795
F3 800 Rosso
$36,990
Classic 350 Dark
$8690
V-Strom 800DE
$18,590
1390 Super Duke R Evo (2024)
$34,695
F3 800 RR
$41,990
Classic 350 Chrome
$8790
Hayabusa
$28,490
690 Enduro R
$20,195
Brutale 800 Rosso
$29,990
Scram 411 Base
$8240
Boulevard M109R
$21,990
390 Adventure
$10,250
Brutale 800 RR
$34,990
Scram 411 Mid
$8340
Trojan
$5990
790 Adventure
$18,690
Brutale 1000 RS
$51,990
Scram 411 Premium
$8440
DR-Z400E
$10,890
790 Adventure R
$19,790
Brutale 1000 RR
$63,990
Interceptor 650 Classic
$10,990
890 Adventure
$24,475
Rush 1000 (+race kit)
$76,880
Interceptor 650 Pearl Black
$11,290
890 Adventure R
$26,575
Dragster 800 Rosso
$32,990
Interceptor 650 Chrome
$11,790
All prices are ride away
1290 Super Adventure S
$33,315
Dragster 800 RR SCS
$37,990
Interceptor 650 Dark
$11,690
TC – Cafe
$5490
1290 Super Adventure R
$34,785
Dragster 800 RC SCS
$41,990
Continental GT 650 Classic
$11,290
TC Max (alloy wheels)
$7990
150 EXC
$14,559
Superveloce 800
$42,990
Continental GT 650 Custom
$11,590
TC Max (wire-spoke wheels)
$8290
250 EXC
$16,399
Superveloce 800 S
$48,990
Continental GT 650 ES Dark
$11,790
CUX Scooter
$4990
250 EXC-F
$16,399
Superveloce 800 S (+race kit)
$51,590
Continental GT 650 ES Chrome
$11,890
CUX Scooter - Ducati
$5490
300 EXC
$17,879
Turismo Veloce Rosso
$33,990
Himalayan 410
$8390
CPx Scooter
$7690
350 EXC-F
$17,449
Turismo Veloce Lusso SCS
$43,999
Himalayan 450 Kaza Brown
$8990
CPx Delivery Scooter
$7690
450 EXC-F
$17,799
Himalayan 450 Slate
$9250
500 EXC-F
$18,419
MV AGUSTA
PEUGEOT
mvagusta.com.au
peugeotmotorcycles.com.au
All prices are ride away
KYMCO
kymco.com.au
ROYAL ENFIELD
royalenfield.com.au
Himalayan 450 Hanle Black
$9490
$11,590
All prices are ride away
$11,990
RS 300 R
$8590
RS 500 R
$9290
Kisbee 50 2T
$2990
Super Meteor 650 Astra Black-Blue
Tweet 200
$5790
Super Meteor 650 Interstellar Green
$12,190
Tweet 200 GT
$5990
Super Meteor 650 Celestial Blue-Red
$12,540
Like 50 4T
$3090
Django 50
$4190
Agility RS 125 CBS
$3190
Django 150
$5490
SHERCO
Agility 16+ 125 (w/ top box)
$3790
XP400 Allure
$15,690
Plus on-road costs
Agility 16+ 200i (w/ top box)
$4490
XP400 GT
$15,990
125 SE Factory
$13,499
People S 150 (w/ top box)
$5490
250 SE Factory
Super 8 50 2T
$2790
Like 125 CBS (w/ top box)
$3590
Agility 50
SWM
supersoco.com.au
Shotgun 650
$2690
All prices are ride away
SUPER SOCO
SYM SCOOTA
swmmotorcycles.com.au
symscooters.com.au
Crox 50
$2490
Mio 50i
$2890
Classic 125
$2790
$14,999
Orbit 125
$2790
300 SE Factory
$15,499
Orbit II 125i
$3190
250 SEF Factory
$15,499
Symphony ST 200i
$3990
Sherco.com
PRICE
$AUD LAMS
MODEL
MODEL
PRICE
$AUD LAMS
MODEL
PRICE
$AUD LAMS
PRICE
$AUD LAMS
MODEL
Classic 200i
$4090
Tiger Sport 660
$15,390
GTV 300 ‘Sei Giorni’
$12,590
YZF-R7 LAMS
$14,849
HD300i
$6690
Tiger 850 Sport
$18,790
GTS 300 75 Anno
$13,590
YZF-R7 HO
$15,649
GTS300i Sport
$7690
Tiger 900 GT
$21,850
946 Dragon (limited edition)
$22,680
YZF-R1
$29,899
Tiger 900 GT Pro
$24,790
YZF-R1M
$39,349
$25,990
YAMAHA
Tiger 900 Rally Pro
WR250F
$15,899
Tiger 1200 GT Pro
$30,790
All prices are ride away
WR450F
$17,999
TRIUMPH
triumphmotorcycles.com.au
All prices are ride away
yamaha-motor.com.au
Daytona 660
$14,790
Tiger 1200 GT Explorer
$33,390
D’elight 125 White
$3949
Tenere 700
$20,349
Speed 400
$8990
Tiger 1200 Rally Pro
$32,490
NMAX 155
$6249
Tenere 700 World Raid
$25,499
Scrambler 400 X
$9990
Tiger 1200 Rally Explorer
$34,690
Tricity 155
$7699
Super Tenere
$27,499
Speed Twin 900
$16,790
XMAX 300
$10,049
Bonneville T100
$18,790
ural.com
Tricity 300
$13,399
Scrambler 900
$18,590
CT
$25,299
TMAX 560
$21,049
All prices are ride away
Bonneville T120
$21,490
Gear Up
$28,599
YZF-R15
$6399
S Street
$30,500
Speed Twin 1200
$21,740
Sportsman SE
$30,599
YZF-R3
$8699
DSR Dual Sport
$40,800
Thruxton RS
$26,690
Sahara SE
$30,599
MT-03
$8199
SR Street
$38,800
Bonneville Speedmaster
$23,190
MT-07 LAMS
$13,799
DS Dual Sport
$32,600
Bonneville Bobber
$23,590
VESPA
MT-07 HO
$14,699
FX Dual Sport
$25,500
2024 Scrambler 1200 X
$22,600
All prices are ride away
XSR700
$14,599
FXE Street
$25,500
2024 Scrambler 1200 XE
$24,900
Primavera 50
$6490
Tracer 7
$15,999
SR/F Street
$41,800
Rocket 3 R
$36,550
Primavera 125 i-Get
$7690
MT-09
$17,399
DSR/X Dual Sport
$46,800
Rocket 3 GT
$37,550
Primavera 150 i-Get
$8490
MT-09 SP
$18,899
2024 Rocket 3 R Storm R
$38,890
Primavera 150 S
$8590
XSR900
$18,049
2024 Rocket 3 R Storm GT
$39,890
Primavera 150 Red
$8990
XSR900 GP
$21,499
Trident 660 LAMS
$13,150
Primavera 150 SE Picnic
$9040
Tracer 9 GT Plus with panniers
$27,599
Street Triple S 660
$14,990
Primavera 150 75 Anno
$9890
Niken GT with panniers
$28,299
Speed Triple 765 R
$18,090
Sprint i-Get
$8590
MT-10
$24,649
Street Triple 765 RS
$20,590
GTS 150 i-Get
$9590
MT-10 SP
$28,499
Street Triple 765 Moto2 Edition
$25,290
GTS 300 Super Sport
$12,290
FJR1300
$33,999
Speed Triple 1200 RS
$28,490
GTS 300 Super Tech
$12,890
YZF-R6 (Race only)
$19,849
URAL
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TESTED
BIKE SPOTLIGHT
VOL 73
NO 22
CFMOTO
450MT
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SCHMICK! WITH MICK MATHESON
ALL THAT glitters is sometimes silver but only if you polish
it. Silver tarnishes, unlike gold, and if you’re too lazy to give
it a buff occasionally it goes dull. You don’t want to over-do
it, though, because polishing slowly wears away the metal,
gradually erasing any engraving and rounding off sharp
edges. It’s a dilemma — a bit like whether to ride the rings out
of your classic bike or stick it on a pedestal in the living room.
I got around to polishing my silver the other day. It’s
probably the third time in 30 years and it needed it. The
silver’s sheen was disguised under a psychedelic wash of
burnt orange, purple and blues disturbed by the patterns of
fingertips and smudges. In other circumstances you might
have described it as a colour-case-hardened finish but that
would be an easily-detected fraud.
There’s only the one piece of silver. I should polish it
more often, given it’s always on display in the living room.
However, I don’t want to ruin the engraving, which in my
mind provides its real value as well as its interest. Without
the engraving, it’s a boring rectangular ingot minted by the
Italian subsidiary of Johnson Matthey & Co, London, and
guaranteed by Metalli Preziosi SpA of Milan. It is 500g of 99.9
percent pure silver with a value today of about $750.
But I’ll be buggered if I’m selling it! It’s worth more than
that to me because it is engraved with “916 Ducati” and the
date, “27/28-1-1994”. It’s a gift presented to me by Ducati when I
attended the press launch of the 916 at the Misano racetrack.
That was 30 years ago. Anniversaries are a nerdy kinda
thing: arbitrary excuses to harp on about something that
happened years ago yet keeps popping up on the calendar.
But hell, I can use 30 years (ish) as a worthwhile time to bring
up the 916, can’t I? The only thing that holds me back is that
the damn 916 thing has been done to death. It’s so deeply
embedded in modern classic motorcycling that you can’t f lip
a page or open a tab without being reminded of the fact that
it made Ducati, that it is sex on wheels, that it is the GOAT.
Even AMCN ran a 28th-anniversary article and where’s the
chronological symmetry in that?
At least AMCN’s article provided some well-placed criticism,
albeit from the man who inf licted the ugliness of the
subsequent 999 on us. Here’s the thing to remember about
the 916: it didn’t come out of nowhere but was a development
of previous models that ultimately started with the humble
500cc Pantah. Also, Ducati was already winning Superbike
races with its 888, which immediately preceded the 916. The
916 wasn’t even the point of perfection of that evolutionary
process because Ducati developed it into bigger and better
machines such as the 999 (but thank gawd for the 1098!).
The 916 was indeed an immensely competitive sportsbike in
its unique way, and in January 1994 I was blown away by how
easily it could be ridden fast, securely, in the first few laps I
did on a very cold, damp track I’d never visited before. But I
am certain that half of its instant-classic status came from its
unadulterated beauty. Whatever the case, the 916 earned its
place in history for all the right reasons.
As much as I might espouse using your classic bike as
often as possible, if I had a 916 I reckon I’d be reticent about
frequent rides. Very few were brought to Australia in the first
place and 30 years down the track the numbers are lower.
The survivors, from what I’ve seen, appear to be in good nick
generally and if I couldn’t ensure I’d keep mine in the same
condition I’d be ashamed. So I’d perhaps treat it a bit like my
silver ingot and pull it out every now and then for a gentle
polish. Riding once a month is a good routine for precious
motorcycles because it keeps the seals in good condition
(stops them drying out and failing), ensures the engine turns
over before rot sets in, and overall keeps things limber and
healthy. An hour’s ride up a nice road would do it.
And give it a full service with the lot once a year.
Preservation is the key yet the biggest dilemma is how to resist
the odd ride day?! I mean, how could you resist?
amcn.com.au
93
1
2
3
4
Photography: Social Media NT
94
amcn.com.au
1. Callum Norton took his
STE Racing KTM to within an
agonising 47sec of winner David
Walsh, who claimed his fifthconsecutive win
2. Media interviews are all part
of the preparation
3. Norton reckons the preruns means he knows every
centimetre of the course
4. Norton, at left, just missed out
on the $10k cheque but he had a
smile on his dial anyway
REVOLVING RACER. WITH CALLUM NORTON
“SOMETIMES IT’S TAKEN ME UP TO
50 KILOMETRES TO MAKE A PASS”
IT’S BRUTAL in the middle of the desert – either really hot or
really cold. If you want top results at the Finke Desert Race you
need to prepare early and that means dealing with the heat.
Our STE Racing team is based in Mildura and we make
the pre-run test trip for one week every month starting in
November. The first two days are for suspension and chassis
testing. Then we spend the next three days doing full runs
‘down and back’. For safety, we ride Alice Springs to Finke in
the morning and then return in the afternoon after a lunch
break – we don’t want any collisions.
You do have to be careful out there – it’s a massive build up.
Getting through the pre-running without incident or injury
is a big achievement in itself. In fact, everything was going so
well this year I was starting to wonder when something might
go wrong!
This year was my sixth attempt at the event and I really
wanted to go one better than the second-place finish from last
year. In 2023 I was 1m50sec off David Walsh after two days,
which sounds a lot but over that distance isn’t much – just a
second here and a second there. Obviously he is hard to beat
but you don’t know what any of your opposition are up to
either. You never know if there will be someone new who is
also fast. I at least wanted to be up the front in the battle.
In the first 60km to Deep Well on day one I was in the lead.
It was the first time I’d led the Finke and the crowd is huge the
whole way down the track, making it very intense.
You’re trying to read the track and commit – telling yourself
that you’ve ridden it a million times. The problem is, the
buggies that are on before us blow the track apart.
With all that going on, I felt I rode a little bit tight. It might
have also been nerves creeping in, but I could feel my arms
pumping up.
Once David got around me I actually relaxed a little bit,
trying to zone in and follow him.
To combat arm pump we try a few different things like
using foam grips, which are a bit thicker and easier on your
hands. On the non-throttle side we have what we call a ‘twist
grip’. It has that little bit of give in it and I only use them at the
Finke. If you do hit a severe bump or something sharp at high
speed, it takes that initial shock out of your hands.
I tried to latch on to David, but it was dustier than we
expected even after the rain the week prior.
He was attacking, hitting everything a little bit harder and
opening the corners up a little bit better. They are all small
things, but they add up and in the end he was just a bit too
good for me to stay close enough.
The Finke is well known for its dust and you kind of feed off
it. If you’re in second or third place and start seeing dust, you
naturally think you’re catching or making ground and your
confidence grows. But at times it can be frustrating. If there is
no wind the dust just sits. I try not to get too excited and send
it for a pass as the track is super gnarly and can bite back. It’s
about trying to pick the right spot – when you do so much prerunning you know every single whoop.
Getting close enough to make a move but not eat too much
dust is very tricky. Sometimes it’s taken me up to 50km to
make a pass. It’s like a game of chess and also highlights the
importance of the prologue. I’ve been back in 10th after the
prologue and it’s tough. Having minimal bikes in front of you
is a definite advantage.
One of my next goals is to get into rallies. It would be great
to learn the whole process of navigation, I’m only 23 and I feel
like it’s a good time to start. But for now, we’ve got Hattah to
think about.
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95
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IN PIT LANE. WITH MICHAEL SCOTT
“COULD WE SEE A RESUMPTION OF OPEN
HOSTILITY? HERE’S HOPING…”
RIVALRY AT ITS peak is always bitter. Like that stuff put on
kids’ fingernails to stop them chewing. But who will be the
major nail-biter at Ducati in 2025?
Marc Marquez, aged 32 next year, a senior citizen in a class
where precocious 20-year-old Pedro Acosta will add a full
season of experience to his threat?
Pecco Bagnaia, for whom the mantra about first having
to beat your teammate has just taken on a razor’s edge? Said
teammate widely regarded as a timeless racing genius.
Or will it be boss Gigi Dall’Igna, fearing that the rivalry
between his two factory-team colleagues might cause them to
knock each other off or blow each other up? It wouldn’t be the
first time something like this has happened.
Everyone expected Marquez to get a factory bike next year;
also that the second factory seat would go to Jorge Martin.
Marquez’s GP25 would be with his current Gresini team, cosy
with his younger brother. All this changed the day after the
Italian GP, when points leader Martin was revealed as Aleix
Espargaro's replacement on the ever-improving Aprilia.
There was another candidate… incumbent Enea Bastianini,
ever-unlucky and consequently often underrated. He was
Bagnaia’s stated choice. Possibly the kiss of death, as far as
Dall’Igna was concerned. Why would anyone want their lead
rider to be comfortable when he could be edgy? A racing team
is a fighting force, not a bed of roses.
This clearly is Dall’Igna’s thinking and, as a serial 250-class
and Superbike winner with Aprilia before he rescued Ducati,
it’s not frivolous.
But it’s risky.
How should the double champion feel about his new
teammate? Angry? Scared? Thwarted? Inspired? Undermined?
How about his patron? Valentino Rossi must be apoplectic.
Bagnaia is the rider Rossi ushered through Moto2, at the
head of the hand-picked troops trained at his famous ranch.
The objective was to wrest control of racing back from the
Spanish Armada. Marquez, on the other hand, is Rossi’s longstanding bête noire – not just the rider who arrived to take
over the premier class, not just the one to challenge his tally of
nine titles, but much more besides.
It’s very personal.
Things came to a head in 2015, with Rossi’s extraordinary
attack at the Malaysian GP. First he accused Marquez of some
sort of conspiracy, to help his compatriot Jorge Lorenzo. (By
beating Lorenzo at the previous race?) Then the mid-race
kick-boxing, when he abandoned his own winning prospects
to interrupt Marquez’s progress, eventually tipping him off.
The aftermath, aside from bodyguards in the paddock
and partisan Rossi fans attacking Marquez away from the
track, was a back-row start for Rossi at the final round, where
Marquez and teammate Dani Pedrosa made darned sure to
escort Lorenzo across the line in first place.
Vale was fourth, and lost his chance of what would have
been his final title by just five points.
Could we see a resumption of open hostility? Here’s hoping…
And maybe a return to another Rossi speciality: a wall down
the middle of the pit, which separated him from Lorenzo,
along with a refusal to share data.
Meanwhile there is the rest of the season to deal with and
still a real chance that Marquez might be the one to depose
Bagnaia, in spite of having last year’s bike. There’s no question
he’ll be an even bigger threat on the same machinery.
All very tasty… even for neutrals, for whom when Marquez
crashes it shows indomitable spirit, but when Bagnaia falls it is
because he’s unreliable.
But the prejudice doesn’t all go the way of Marquez. Errorprone or not, Bagnaia is as intelligent a rider and tactician as
his new teammate; and there are those who have already put
him on a pedestal, judging him as potentially one of the truly
great champions.
Now he has the perfect chance to prove it.
amcn.com.au
97
2024 ISLE OF MAN TT
2024 ISLE OF MAN TT: PART 2
1
REPORT KEL BUCKLEY + PHOTOGRAPHY IOMTT
BLOCKBUSTER!
2
Thrills, spills and astounding skills. This is TT 2024
THE 2024 edition of the Isle of
Man TT will be remembered
for many reasons. And
you can’t talk about this
year’s event without first
acknowledging the feats of
Northern Ireland’s Michael
Dunlop. One of the most
unique characters in modernday motorcycling, what he
lacks in social graces and
charisma, at least outwardly,
he makes up for in talent,
skill, courage and strength.
There was probably little
doubt that Michael would one
day reach and even surpass
the long-standing TT win
record held by his uncle,
Joey Dunlop. But the mental
fortitude the 35-year-old
showed during this year’s
Superbike TT, when an
error by his Arai technician
in pitlane robbed him of
98
amcn.com.au
the win that would have
made him the world’s most
successful TT rider, revealed
a determination quite unlike
anything we’ve seen.
With a 25.135sec advantage
after 240km flat out on the
toughest course in the world,
Dunlop was dragged out
of his racing zone, forced
to stop, remove his gloves,
then his helmet, fix his visor
pod, reverse the process and
then try and regroup as he
accelerated off down the
famous Bray Hill. Not only
did he manage all of that as
he started the fifth of the
six-lap Superbike TT, but he
turned all that frustration
and disappointment into
the concentration required
to set a new lap record of
16m38.953s and 135.970mph.
And that was only week one.
3
5
4
1. Davey Todd took the biggest prize of the week, the Senior TT, ahead of Dean Harrison and
Josh Brookes 2. Brookes built speed and consistency throughout the event 3. He bounced back
from a mechanical issue on the FHO Racing BMW M 1000 RR to shine when it mattered most,
in the Senior TT 4. Michael Dunlop was the fans’ focus of TT week 5. Kirk Michael: its hard to
believe you can still race through vilages iike this! 6. Todd on the way to an historic win
7. Peter Hickman didn’t have the TT he’d planned 8. Todd and Dunlop on the Superstock podium
9. Dunlop on the Paton 10. Hickman on his Yamaha R7 11. Dom Herbertson 12. Michael Dunlop
SUPERSTOCK
6
THE CHALLENGER
WHILE MICHAEL Dunlop stole the
event’s major headlines, Davey Todd’s
performance at this year’s TT was nothing
short of spectacular, marking a significant
milestone in his racing career. With only
four years of course experience and a
single podium finish to his name leading
into the 2024 event, Todd’s achievements
this year have firmly established him as a
rising star in the world of road racing.
Fast out of the blocks, the 28-year-old
dominated the practice and qualifying
sessions, and his maiden TT victory
came in the three-lap Superstock TT race,
where he piloted the Milwaukee BMW to
a thrilling win.
He faced fierce competition from
seasoned riders, including the fastest
man ever to lap the Mountain Course Peter
Hickman. Despite the pressure, Todd held
his nerve to clinch his first TT win by a
mere 2.2sec.
His successes didn’t end there. Todd
went on to win the prestigious Senior TT, a
race that every rider aspires to conquer.
Although Peter Hickman’s unexpected
7
crash while leading the shortened
four-lap race contributed to the outcome,
Todd’s consistent performance and
ability to respond to challenges were
evident throughout.
His victory in the Senior TT has
underscored his growing reputation as a
TT force to be reckoned with.
As well as his two wins, Todd achieved
three more podium finishes this year.
He secured a second and third place
in the two Supersport races on the
untried Powertoolmate Ducati and
finished as the runner-up to Hickman
in the Superbike TT, showing he’s
fast, adaptable and consistent across
different categories.
Todd made his TT debut in 2018 and
had to sit out the 2020 and 2021 events
due to Covid cancellations. His first
podium came in 2023, competing against
established names like Hickman, Dean
Harrison and Michael Dunlop. This year’s
performance signals that Todd could go
on to become one of the most successful
riders in TT history.
8
SUPERTWIN
9
A NEW
KING
THE SUPERTWIN category is owned
by Michael Dunlop. Renamed from the
Lightweight category in 2022, it was
fitting that Dunlop scored an unmatched
27th TT win in the same class that his
late uncle Joey scored his 26th and last
victory 24 years ago.
A three-lapper with a mandatory
pitstop after the first, the opening
Supertwin race was a cracker. After
the Superbike win slipped through his
fingers, Dunlop fired his Paton S1-R
off the start line with a helluva point
to prove. The beneficiary of Dunlop’s
visor troubles, Peter Hickman (Swan
Racing Yamaha R7), needed three
quarters of a lap to find his grove on
the small-capacity twin, edging past
rising star Dom Herbertson (Burrows
Engineering Paton) for second place at
the Bungalow’s 31st milestone.
Hickman left pitlane 10.235sec behind
Dunlop, with Herbertson a further five
in arrears. By the time they reached
the Grandstand to start the last lap,
Dunlop’s lead was 12.027sec.
He stretched it out to 17.351sec at Glen
Helen and was under lap-record pace
at Ramsay, a full 21.796sec clear of the
fastest man around the iconic and unique
mountain course.
10
11
12
Dunlop crossed the line to become
the TT’s most successful-ever rider,
notching up 27 wins and 41 podiums from
83 TT starts.
“I don’t like to be cocky, but it should
have been 28 today,” he said in the
winner’s circle. ”I’ve broken a lot of
records during my lifetime, but that’s
one that I’ve always wanted.”
Hickman held on for second, while
Herbertson celebrated his first-ever
TT podium.
Dunlop secured his fourth TT victory of
the event, bringing his tally to 29, when
he was declared the winner of the redflagged second Supertwin race.
The two-lap race was halted on the
final lap due to an incident, with results
being declared based on positions at the
end of the first lap.
Well on pace to break his own lap
record set in 2018, Dunlop was leading
Hickman when the flags were thrown.
Mike Browne (Scott Racing Aprilia
RS660) finished third, achieving his
second TT podium.
Herbertson was the biggest loser of
stoppage. He was on track to pick up
his second TT podium, having passed
Browne on the last lap, and was half a
second up on him in the race for third at
the time of the flag.
It was later confirmed the flag was a
result of a crash by Jack Petrie, who was
later listed as being in a stable condition.
amcn.com.au
99
RACE REPORT. YOUR FORTNIGHTLY FIX
2024 ISLE OF MAN TT: PART 2
SUPERSPORT
SIDECAR
LOCAL
HEROES
1
DOMINANCE!
IF MICHAEL Dunlop owns the Supertwins
category, he positively possesses the
Supersport class.
Thirteen of his 29 wins have come
from his Supersport successes and his
Supersport Race 2 victory was his sixth
on the trot in the category.
His win in the four-lap opening bout,
on his self-prepared Yamaha YZF-R6,
was the race in which he equalled uncle
Joey’s long-standing record, but he
was pushed all the way by Davey Todd
(Powertoolmate Ducati), impressive
considering the Ducati had never been
raced around the gruelling mountain
course before.
Similarly, after so many years with Dao
Kawasaki, the fact that Dean Harrison
put his Team Honda UK CBR600RR on the
box after struggling with set-up issues
in practice and qualifying was a fine
effort too.
2
100
amcn.com.au
While both riders lined up for the
second Superport race – this one
shortened to just a two-lap dash with no
pitstop thanks to weather interruptions
– with far more data and know-how, it
didn’t make a difference to the winner,
such is Dunlop’s dominance in this
category. Dunlop had half a second
in hand after the first sector. Despite
revealing later that he felt as if he had
lost gas compression in the front fork,
he increased his lead at every split,
becoming the TT’s most successful rider
when crossing the line for the final time.
“I knew it was going to be hard work,”
he said afterwards. “It was a wee bit
windy and I couldn’t push as hard as I
wanted to.”
Todd led from Harrison for the opening
lap in the race for the final podium
places, but Harrison had passed Todd on
the leaderboard by half-race distance, a
lead he hung on to until the end.
“Over the moon,” Harrison said after
going one better than Race 1 to finish
second in the final Supersport contest,
while Todd too, said: “A new bike coming
to the TT, two podiums, I’m really over
the moon with that.”
Jamie Coward (KTS Racing) recorded
his fastest ever Supersport lap to finish
fourth ahead of Peter Hickman (Trooper
Beer Triumph), whose second Supersport
race was his 50th TT start.
3
THE TT Sidecar races were marked
by the impressive performances of
local brothers Ryan and Callum Crowe
(Kelproperties Honda), who dominated
both legs to secure their first-ever TT
victories as well as breaking into the
120mph club for the first time.
Proving their opening TT win, where
they finished almost 27 seconds ahead
Pete Founds and Jevan Walmsley (FHO
Racing Honda), was no fluke, their hardfought victory in the second Sidecar race
solidified their rise.
Despite a restart due to a red flag
incident, the Crowes maintained their
composure and pace, ultimately winning
by 20.491sec over 14-time TT winner Ben
Birchall and his new passenger Kevin
Rousseau (Wyckham Blackwell/Hager
LCR Honda).
It was an awe-inspiring return for the
duo, who had missed the first race after a
big qualifying crash on the mountain.
Clocking 120.335mph lap on the way
to their second TT victory hands the
popular Crowes the second-fastest
sidecar lap in TT history.
Veteran 60-year-old Dave Molyneux
and his 20-year-old passenger Jake
Roberts (Kelproperties DMR Racing
Kawasaki) completed the podium.
This gave Molyneaux his first rostrum
finish since 2014. Soon after the 17-time
TT winner announced his retirement,
almost 40 years after his maiden Sidecar
TT in 1985.
4
6
5
7
1. Michael Dunlop is an often misunderstood roadracing genius 2. Dean Harrison surprised with his adaptation to Honda machinery 3. Davey Todd put in a stellar performance on an untried Ducati
4. Dunlop has made the Supersport class his own 5. Harrison is apex-perfect on the Honda 6. Ryan and Callum Crowe are the new TT Sidecar heroes 7. The brothers Crowe soak up their win
8. Todd has joined the TT greats 9. Todd airborne in the Senior 10. Josh Brookes celebrates with his team 11. John McGuinness did his fastest ever Superstock lap and finished top-five in the Senior
SENIOR TT
9
GAME ON
THE SENIOR TT had it all. Delays, damp
patches, dilemma, drama and DNFs.
Chasing down his 30th TT win, after
Michael Dunlop’s (Hawk Racing Honda)
performance in the Superbike TT had
the Northern Irishman coming in as the
favourite, and after already winning two
races earlier in the day, he was on track
to become the first man ever to win three
TTs in a day.
After a lacklustre week by his
standards, Peter Hickman (FHO BMW)
blasted out of the blocks to lead from
Davey Todd (Milwaukee BMW) and
Dunlop to Ballaugh Bridge. He then put
in the fastest-ever sector time from
Ballaugh to Ramsay.
With Dunlop retiring at Hailwood
Heights with clutch issues, it was clear
the biggest prize of the TT fortnight
was going to be battled out by Hickman
and Todd.
Aussie Josh Brookes (FHO BMW)
had a great start to the blue-riband
event, too. He was up to third by the
end of the opening lap, 13.343sec
down on Todd, and just 3.158sec clear
of Harrison (Honda UK) in fourth. This
was an impressive showing from the
Aussie considering he had suffered
a mechanical DNF early on in the
Superbike TT, minimising his set-up and
data acquisition on the M 1000 RR.
8
WINNER’S
CIRCLE
A wrap of the podium
places and win tallies
of TT 2024
SUPERBIKE TT
1 Peter Hickman (14th win)
2 Davey Todd
3 Dean Harrison
SUPERTWIN TT 1
1 Michael Dunlop (26th win)
2 Peter Hickman
3 Dom Herbertson
SUPERSTOCK TT
10
11
1 Davey Todd (first win)
2 Peter Hickman
3 Michael Dunlop
SIDECAR TT 1
1 Ryan Crowe/Callum Crowe
(first win)
2 Pete Founds/Jevan Walmsley
3 Alan Founds/Rhys Gibbons
“This is a different Peter Hickman than
we’ve seen all fortnight,” marvelled the
commentators as his posted fastest
sector after fastest sector.
Hickman had stretched an 8.3sec
lead over Todd by the time he reached
Ballaugh Bridge on the second of the
four-lap race. As onlookers waited
to see what he could increase it to by
Ramsay, the arrival of riders behind the
Englishman on the road signalled trouble.
A uncharacteristic crash at Ginger’s
Hall put paid to the BMW rider’s hopes of
celebrating his third consecutive Senior
TT in 2024. Thankfully he was unhurt and
watched the rest of the race unfold from
a nearby pub.
At the end of the second lap, Todd
entered the only pitstop of the race
18.698sec clear of Brookes, who was
15.1sec ahead of Harrison. Despite some
traffic, the final two laps were relatively
uneventful. Todd held on for the win to
give his Milwaukee BMW by TAS Racing
team its first Senior TT victory since
2004, a feat team owner Hector Neil
called “a dream come true”.
Todd had come into the 2024 event
with a single podium but left with five
more, including two wins that included
the biggest of them all.
“Those last two laps were the longest
two laps of my life,” he said. “It doesn’t
feel real – I (only) got my first TT win a
few days ago. I can’t wait until next year
already, I honestly can’t wait.”
Brookes retained the focus required
to further extend his lead over Harrison
to an impressive 39.084sec.
“It’s amazing. I feel like I’ve won it,
it’s unreal,” beamed Brookes. “I’m
thrilled. I went the quickest I’ve ever
been around the course.”
James Hiller (WTF Racing Honda)
and John McGuinness (Honda UK)
completed the top five.
SUPERSPORT TT 1
1 Michael Dunlop (27th win)
2 Davey Todd
3 Dean Harrison
SIDECAR TT 2
1 Ryan Crowe/Callum Crowe
(second win)
2 Ben Birchall/ Kevin Rousseau
3 Dave Molyneaux/Jake Roberts
SUPERSPORT TT 2
1 Michael Dunlop (28th win)
2 Dean Harrison
3 Davey Todd
SUPERTWIN TT 2
1 Michael Dunlop (29th win)
2 Peter Hickman
3 Mike Browne
SENIOR TT
1 Davey Todd (second win)
2 Josh Brookes
3 Dean Harrison
amcn.com.au
101
YOUR FORTNIGHTLY FIX
ROUND 04 MISANO, ITALY - 14-16 JUNE// 2024 WORLDSBK CHAMPIONSHIP
WSBK
1
REPORT GORDON RITCHIE + PHOTOGRAPHY GOLD&GOOSE
TRIPLE TOPRAK
Razgatlioglu overcomes the heat and dust to take the spoils
THE POWERS- that-be in
WorldSBK declared a threeday weekend attendance
of 75,688 at a broiling and
passion-filled Misano, but
the only people who left
dissatisfied were the diehard Ducatisti. Neither their
hero Alvaro Bautista or their
new race winner Nicolo
Bulega (Aruba.it Racing –
Ducati) could dent the truly
transcendental pace of Toprak
Razgatlioglu (ROKiT BMW
Motorrad WorldSBK Team).
After local residents had
assured race teams that 2024’s
had been the most grey and
rainy summer in this part
of the usually sunny Italian
Adriatic coast, Misano turned
on a blisteringly hot weekend.
STATEMENT OF THE WEEKEND
Andrea Iannone used his home race to make a
political statement via a one-off rainbow-coloured
helmet design. According to the team, the 34-year-old
wanted to “send a message of peace, respect, equality and global
brotherhood which is much needed today”.
102
amcn.com.au
Saturday Superpole
qualifying ended up being
a record-smashing festival,
with Toprak setting a
1m32.320s new track best to
lead a front row of Bulega
and the ever-improving Remy
Gardner (GRT Yamaha).
Gardner, pushing hard
from a good start, took an
early lead in Saturday’s
Race 1 and stayed out in front
for three laps, making Toprak
push to catch and then pass
him. When he did the result
was a fast formality.
Bulega pushed hard, after
passing teammate Bautista,
but finished 1.7sec adrift of
the phenomenal Razgatlioglu.
In just a few months
Razgatlioglu has single-
ROUGH START OF THE WEEKEND
The inaugural Women’s Circuit Racing World
Championship was blighted by two crashes that
hospitalised Mia Rusthen and Jessica Howden.
Rusthen remains in an induced coma after undergoing surgery
but both riders are expected to make a full recovery.
WorldSBK Round 4 results and standings
11
8
12
16
13
15
10
14
9
7
5
6
2
1
3
4
Misano, Italy 4.226km
WorldSSP Race 1
WorldSBK Race 1
2
POS
RIDER
NAT
BIKE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
T RAZGATLIOGLU
N BULEGA
A BAUTISTA
A LOCATELLI
A LOWES
R GARDNER
A IANNONE
M VAN DER MARK
D PETRUCCI
I LECUONA
A BASSANI
G GERLOFF
M PIRRO
M RINALDI
S REDDING
X VIERGE
P OETTL
B RAY
T RABAT
A NORRODIN
TUR
ITA
SPA
ITA
GBR
AUS
ITA
NED
ITA
SPA
ITA
USA
ITA
ITA
GBR
SPA
GER
GBR
ESP
MAS
BMW
DUC
DUC
YAM
KAW
YAM
DUC
BMW
DUC
HON
KAW
BMW
DUC
DUC
BMW
HON
YAM
YAM
KAW
HON
TIME
33m07.016s
+1.782s
+3.176s
+10.337s
+11.671s
+14.822s
+16.637s
+19.044s
+20.686s
+24.041s
+26.233s
+30.303s
+32.536s
+35.186s
+35.566s
+45.895s
+48.811s
+54.387s
+1m04.508s
+1m10.077s
DNF S LOWES (GBR, DUC), T MACKENZIE (GBR, HON), D AEGERTER (SUI,
YAM), J REA (GBR, YAM)
POLE POSITION
T RAZGATLIOGLU 1m32.320s
3
1. You'd expect nothing less
from flamboyant Toprak
Razgatlioglu, who has turned
BMW from also-ran into a
championship leader
2. Razgatlioglu is a bit loose
but always in control
3. Remy Gardner leads
Andrea Locatelli
4. Andrea Iannone's soft-tyre
choice didn't work out
5. Gardner showed speed but
bad luck pulled him back
NAT
BIKE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24`
25
26
A HUERTAS
Y MONTELLA
S MANZI
V DEBISE
J NAVARRO
M SCHROETTER
F CARICASULO
O BAYLISS
N TUULI
G VAN STRAALEN
L OTTAVIANI
T EDWARDS
F FULIGNI
L BALDASSARRI
L MAHIAS
Y RUIZ
A SCIARRETTA
P BIESIEKIRSKI
O VOSTATEK
S JESPERSEN
K BIN PAWI
K KEANKUM
N ANTONELLI
R DE ROSA
M BRENNER
K TOBA
SPA
ITA
ITA
FRA
SPA
GER
ITA
AUS
FIN
NED
ITA
AUS
ITA
ITA
FRA
ESP
ITA
POL
CZE
DEN
MAS
THA
ITA
ITA
SUI
JPN
DUC
DUC
YAM
YAM
TRI
MVA
MVA
DUC
DUC
YAM
MVA
DUC
DUC
TRI
YAM
YAM
DUC
DUC
TRI
KAW
HON
YAM
DUC
QJM
KAW
HON
TIME
29m30.653s
+0.021s
+4.667s
+5.892s
+14.686s
+17.884s
+20.092s
+23.887s
+25.354s
+27.410s
+35.672s
+35.691s
+35.830s
+35.991s
+36.659s
+39.830s
+39.895s
+40.717s
+45.853s
+55.178s
+1m03.398s
+1m04.464s
+1m05.176s
+1m10.530s
+1m16.416s
3 LAPS
DNF J MCPHEE (GBR, TRI), B SOFUOGLU (TUR, MVA), L POWER
(AUS, MVA), G GIANNINI (ITA,KAW), T BOOTH-AMOS (GBR, TRI), A SARMOON
(THA, YAM), S CORSI (ITA, DUC), C ONCU (TUR, KAW),
WorldSBK Superpole Race
POS
RIDER
NAT
BIKE
1
2
3
4
5
6
7
8
8
9
10
T RAZGATLIOGLU
N BULEGA
A LOWES
A LOCATELLI
A IANNONE
A BASSANI
I LECUONA
J REA
S LOWES
D PETRUCCI
D AEGERTER
TUR
ITA
GBR
ITA
ITA
ITA
SPA
GBR
GBR
ITA
SUI
BMW
DUC
KAW
YAM
DUC
KAW
HON
YAM
DUC
DUC
YAM
TIME
15m36.088s
+1.651s
+4.779s
+8.061s
+10.913s
+12.013s
+12.436s
+14.981s
+0.876s
+15.255s
+16.071s
FASTEST LAP (NEW RECORD)
5
WorldSBK Race 2
handedly transformed BMW’s
prospects of a championship.
With Bautista third, Andrea
Locatelli (Pata Yamaha
Prometeon WorldSBK Team)
was a good fourth, after
breaking the pressure from
Alex Lowes (Kawasaki Racing
Team). The British rider has
grown into his lead role for
Kawasaki so much in such
a short time he (and his
teammate Axel Bassani) have
RIDER
FASTEST LAP
A BAUTISTA 1m35.473s
T RAZGATLIOGLU 1m32.687s
4
POS
been retained to front up the
new Bimota by Kawasaki
Racing Team project for 2025.
Gardner crossed the line
in sixth after losing front
grip and confidence, having
made his unmissable early
mark with self belief and
pace. Andrea Iannone (Team
Go Eleven) was seventh and
Michael van der Mark eighth.
Jonathan Rea (Pata Yamaha
Prometeon WorldSBK Team)
POS
RIDER
NAT
BIKE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
T RAZGATLIOGLU
N BULEGA
A BAUTISTA
A LOWES
A LOCATELLI
D PETRUCCI
A BASSANI
R GARDNER
I LECUONA
J REA
A IANNONE
S REDDING
S LOWES
T RABAT
P OETTL
M RINALDI
B RAY
G GERLOFF
T MACKENZIE
TUR
ITA
SPA
GBR
ITA
ITA
ITA
AUS
SPA
GBR
ITA
GBR
GBR
ESP
GER
ITA
GBR
USA
GBR
BMW
DUC
DUC
KAW
YAM
DUC
KAW
YAM
HON
YAM
DUC
BMW
DUC
KAW
YAM
DUC
YAM
BMW
HON
TIME
33m06.338s
+2.980s
+6.920s
+9.951s
+11.974s
+15.900s
+16.055s
+19.125s
+22.535s
+27.237s
+27.292s
+29.948s
+31.044s
+38.090s
+43.840s
+43.852s
+44.363s
+45.078s
+48.580s
DNF M PIRRO (ITA, DUC), X VIERGE (ESP, HON), M VAN DER MARK (NED,
BMW), D AEGERTER (SUI, YAM), A NORRODIN (MAS, HON)
FASTEST LAP
T RAZGATLIOGLU 1m33.307s
RIDER STANDINGS AFTER 4 OF 12 ROUNDS
1 RAZGATLIOUGLU 179, 2 BULEGA 158, 3 BAUTISTA 155,
4 A LOWES 124, 5 LOCATELLI 94, 6 IANNONE 83, 7 GARDNER 72,
8 VAN DER MARK 66, 9 PETRUCCI 65, 10 AEGERTER 46, 11 BASSINI
40, 12 S LOWES 34, 13 GERLOFF 33, 14 REA 31 15 SPINELLI 25
POLE POSITION
Y MONTELLA 1m36.876s
FASTEST LAP
A HUERTAS 1m37.404s
WorldSSP Race 2
POS
RIDER
NAT
BIKE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25`
26
27
28
29
A HUERTAS
Y MONTELLA
V DEBISE
S MANZI
J NAVARRO
M SCHROETTER
F CARICASULO
N TUULI
N ANTONELLI
T BOOTH-AMOS
S CORSI
L OTTAVIANI
O BAYLISS
G VAN STRAALEN
P BIESIEKIRSKI
Y RUIZ
A SCIARRETTA
F FULIGNI
J MCPHEE
L POWER
L BALDASSARRI
K TOBA
S JESPERSEN
K BIN PAWI
R DE ROSA
M BRENNER
O VOSTATEK
A SARMOON
C ONCU
SPA
ITA
FRA
ITA
SPA
GER
ITA
FIN
ITA
GBR
ITA
ITA
AUS
NED
POL
ESP
ITA
ITA
GBR
AUS
ITA
JPN
DEN
MAS
ITA
SUI
CZE
THA
TUR
DUC
DUC
YAM
YAM
TRI
MVA
MVA
DUC
DUC
TRI
DUC
MVA
DUC
YAM
DUC
YAM
DUC
DUC
TRI
MVA
TRI
HON
KAW
HON
QJM
KAW
TRI
YAM
KAW
TIME
24m58.358s
+1.213s
+2.118s
+3.082s
+4.105s
+10.547s
1 sector
1 sector
1 sector
1 sector
1 sector
1 sector
1 sector
1 sector
2 sectors
2 sectors
2 sectors
2 sectors
2 sectors
2 sectors
2 sectors
1 lap
1 lap
1 lap
1 lap
1 lap
1 lap
1 lap
1 lap
DNF B SOFUOGLU (TUR, MVA), T EDWARDS (AUS, DUC), K KEANKUM (THA,
YAM), L MAHIAS (FRA, YAM)
DSQ G GIANNINI (ITA, KAWA)
FASTEST LAP (NEW RECORD)
A HUERTAS 1m37.114s
RIDER STANDINGS AFTER 4 OF 12 ROUNDS
1 HUERTAS 136, 2 MONTELLA 125, 3 MANZI 114, 4 SCHROETTER 104,
5 DEBISE 78, 6 CARICASULO 72, 7 NAVARRO 67, 8 SOFUOGLU 55,
9 VAN STRAALEN 46, 10 MAHIAS 40, 11 TUULI 33, 12 O BAYLISS 33,
13 ANTONELLI 28, 14 J MCPHEE 25, 15 ONCU 22,
16 EDWARDS 19, 25 POWER 6
amcn.com.au
103
RACE REPORT. YOUR FORTNIGHTLY FIX
1. Iker Lecuona finished seventh in the Superpole race 2. It's ‘make war, not peace' as
Andrea Iannone hunts down Sam Lowes 3. Alvaro Bautista leads Alex Lowes in Race 2
ROUND 04 MISANO, ITALY - 14-16 JUNE// 2024 WORLDSBK CHAMPIONSHIP
WSBK
1
NONE OF THE OTHER RIDERS ON FACTORY-SPEC
BMWS CAN GET THE M 1000 RR
TO DO WHAT RAZGATLIOGLU DOES
crashed and injured his left
hand and wrist. The six-time
champ gridded up for the
Superpole race but no one had
anything in the 10-lap sprint
to challenge Razgatlioglu.
Bulega led for three laps,
but Toprak made short work
of the young Italian and went
on to win by 1.651sec from the
Ducati rider with Alex Lowes
in third.
Lowes held off the
challenge of Bautista for some
time, until the Ducati rider
fell on lap five. He remounted
to finish well out of the points
in 17th.
This was not the kind of
Ducati home round Bautista
had hoped to have in what is
now a three-way fight for the
championship.
Locatelli, Iannone and a
revitalised Bassani finished
fourth, fifth and sixth
respectively.
The final race of the
weekend offered a lot of hope
for Bulega as he took a strong
lead from the start, looking
like he may have the pace to
keep Toprak at bay. But it was
Remy Gardner
ON FORM from the off, qualifying
third in Superpole, Remy Gardner
led Race 1 only to finish sixth, then got
tangled with Garret Gerloff and fell in the
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a dream that lasted seven laps
as Razgatlioglu caught, passed
and then eased away from
Bulega for another career
weekend triple.
Bulega was a strong second,
well ahead of teammate
Bautista, who started from
11th. Lowes took his Ninja to
a strong fourth place, ahead
of Locatelli, Petrucci and
Bassani, with Bassani once
again finding progress in his
first season in a factory team.
It was a difficult weekend
2
for Iannone, who went a
different way from some with
his super-soft tyre choices to
try and find an edge. Seventh,
fifth and 11th were poor
reward for a rider who was on
a podium at Rounds 1 and 2.
Razgatlioglu was on-form
and untouchable at Misano.
His talent is impressive
and concerning for his
championship rivals,
especially since none of the
other three riders equipped
with factory-spec BMWs can
get the M 1000 RR to do what
he does, and two of them are
serial WorldSBK race winners
of recent times.
Even more ominous is the
fact that the series now heads
to Razgatlioglu’s favourite
track of Donington Park over
12-14 July.
In the championship points
Razgatlioglu has 179 points,
Bulega 158, Bautista 155 and
Lowes 124. There is another
gap to Locatelli on 94 and
then Iannone on 83.
“Unfortunately in the sprint race I had
to go wide at the start and I lost some
positions. I felt then we could have a
good race anyway, but I got involved in an
incident and that was the end. That finale
compromised Race 2 as well as it’s tough
to have a good run starting from behind,
but I still managed to score some points.”
3
WSBK 6th, DNF, 8th
Superpole Race. He was eighth
in Race 2.
“Not the Sunday we were looking
for after a strong weekend," he said.
4. Adrian Huertas and Yari Montella lead SSP Race 2 start 5. Double-winner
Huertas 6. Close action in the inaugural WCRWC race 7. Maria Herrera
8. Jeffrey Buis in WSSP300 Race 2 9. Inigo Iglesias Bravo and Aldi Mahendra
duel in Race 1 10. Bravo returns after Race 2 11. WSSP300 Race 2 podium
HUERTAS
DOUBLE
THE HOT WE ATHER played a major part
for all at Misano, with Superpole winner
Yari Montella (Barni Spark Ducati) not
quite able to match lap-record pace.
Montella and Adrian Huertas (Aruba.
It Ducati) battled for the win the entire
race but it was Huertas who saw the flag
first. The Race 1 winning margin was just
0.021sec after he pounced on his rival late
in the 18-lap race. A three-rider breakaway
saw Stefano Manzi tail the top two but
not get quite near enough. He was third,
with Valentin Debise (Evan Bros Yamaha)
Oli Bayliss
OLI BAYLIS S qualified a
strong eighth and repeated
that result in Race 1 after a
great start. He was 13th in the
Luke Power
QUALIF YING 32nd
determined Luke Power's
weekend. He crashed at T2 in
Race 1 and improved to 20th in Race 2,
Tom Edwards
SADLY a tech issue ruled
Tom Edwards out of Race 2
early on after he had qualified
20th in Friday’s Superpole and finished
12th in Race 1. “We did a test here
WCRWC
4
CLOSE
CALL
5
fourth and Jorge Navarro (Orelac Racing
Verdnatura Ducati) fifth.
A red flag stopped the Race 2 after 16
laps, with Huertas the declared winner
and Montella second. Huertas set a new
lap record of 1m37.114sec. Debise was
third with Manzi fourth and Navarro
again fifth.
In the championship points, Huertas
sits on 136, Montella 123 and Manzi 114.
WorldSSP 8th/13th
red-flagged Race 2. “I finally got a
good qualifying," he said. "If I started
from where I usually start and finished
where I did, I think I would be a lot more
happy. But then I realised we still need to
work a lot to try and make me able to fight
with some of the guys at the front. We are
getting there, for sure.”
THE WORLDS SP300 class offered
up two spectacular races, but the
first one was so close they called it
wrong to begin with. Aldi Mahendra
(Team BR Corse Yamaha) looked to
have won the fight to the line with
Inigo Iglesias Bravo (Fusport-RT
Motorsport by SKM Kawasaki) but
the final result was given to the
Kawasaki rider. By 0.007 seconds!
Mirko Gennai (MTM Kawasaki) was in
third place. In Race 2 the contest was
not quite that close, with Mahendra
1.02sec ahead of Jeffrey Buis
(Freudenberg KTM Paligo Racing)
and the closely following Iglesias
Bravo. Iglesias Bravo leads the points
table on 98, with Mahendra on 86 and
Misano pole man Daniel Mogeda 63.
8
WorldSSP DNF/20th
but was third in the WorldSSP Challenge
on Sunday. “In the first practice session I
had an electronics issue," he said. "In the
second Q session I had almost no track
time after quite a big highside. In the first
race I got taken out in the first lap. I only
did about 15 laps before the second race
so it was like an FP2 session.”
WorldSSP 12th/DNFth
recently where we made a lot of changes,"
he said. “But the pace of the test was
not there and when we came back here
I picked up a heap of time and felt more
comfortable. Unfortunately in qualifying
6
9
I was only a couple of tenths from being 11
places higher than where I started. I had
a good start. I gained positions but I had a
couple of people crash into me. I stayed on
and I managed to finish P12.”
7
10
MARIA’S!
MARIA HERRER A (Klint Forward
Team) took the historic first race win,
but at the third attempt and after many
delays. In a final five-lap race Herrera
put in a tough pass on eventual second
placed Ana Carrasco (Evan Bros Racing)
to win, with Sara Sanchez (511 Terra and
Vita Racing) third.
Tayla Relph
A HARSH introduction
for Tayla Relph to the new
Womens’ Circuit Racing World
Championship after qualifying
16th from 26 riders. She hurt her left
shoulder in a Race 1 crash, but gritted
In the second race, which made it to
the full 12-lap duration, another fourway Spanish fight had a wonderfully
competitive finish. Herrera and second
placed Sanchez battled it out on the scary
final corners to be separated by just
0.085sec at the finish. Carrasco was third.
Aussie Tayla Relph crashed in Race 1
and finished a gutsy 12th in the second.
Herrera leads the standings with 50 points
to Sanchez and Carrasco’s tied totals of
36. Relph is 15th.
11
WCRWC DNF/12th
her teeth and return and race in the
second to finish 12th. “I have a grade
II AC ligament in my left shoulder stretched - so I am very lucky," she
said. “I started 16th in Race 1 but I know
I am better than that. I made up some
positions in a lot of spots and by Turn 2
I was up in eighth position. I had a clear
line and a really good run but next thing
I knew I was on the ground. The data guy
told me someone had hit my rear tyre and
caused me crash.”
amcn.com.au
105
1. Jack Miller crashes at the Qatar round. Now he's crashing out of KTM 2. However, with an
astute manager and many rider contracts up for grabs the future isn't all grim 3. Maverick
Viñales with his new boss Pit Beirer 4. These three blokes have put Miller out of a job 5. Marc
Marquez is exactly where he wants to be for 2025 6. Could it be ‘back to the future' for MV?
7. Troy Herfoss binned the Bagger… 8. … but he finished ninth and eighth as a stand-in for the
MotoAmerica Superbike championship
2
MOTOGP
1
3
Rider shake-up sends Jack to the unemployment queue
THE ROLL-ON effect of eight-
time world champion Marc
Marquez joining the factory
Ducati squad for 2025
alongside reigning world
champ Pecco Bagnaia sees
Aussie Jack Miller looking for a
job next year.
The confirmation that
Marquez had signed came
after a frantic few days of
rider changes. It started when
Jorge Martin – widely tipped
to be Ducati’s first pick for
the factory seat – blindsided
the Italian squad by signing a
two-year deal to replace friend
and mentor Aleix Espargaro
at Aprilia’s ever improving
factory outfit.
The next cards to fall were
when factory Ducati rider Enea
Bastianini and factory Aprilia
rider Maverick Viñales were
named as teammates in the
new-look Red Bull KTM Tech3
squad. They’ll receive the same
machinery as Brad Binder
and Pedro Acosta in the toptiered Red Bull KTM team. And
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with all four KTM seats now
accounted for, Jack Miller’s
hopes of staying within the
fold are dashed.
“With Enea and Maverick,
we have two more very strong
riders on board, but this also
means giving up on two riders,”
said KTM Motorsport Director
Pit Beirer, referring to Miller
and former Moto2 and GasGas
Tech3 rider Augusto Fernandez.
As AMCN went to print,
there were still 12 seats to be
confirmed for 2025. Luckily
for Miller, this means 12
riders still without a signed
contract. The retirement of
Aleix Espargaro has made way
for new Ducati recruit Fermin
Aldeguer in terms of numbers,
but which satellite Ducati team
the young Spanish talent will
4
land in next season is still a big
unknown.
With a string of poor results
and a points tally of just 27
– a significant 74 less than
what rookie Pedro Acosta
has accumulated in the same
time on the same machinery –
Miller’s prospects aren’t where
they probably should be.
“I really was hoping that we
could get Jack back on the level
where he should be,” Bierer
said. “In Mugello, being out
of the points, that’s not where
Jack Miller should be. And no
matter what the future brings,
we have to turn that around,
because that’s not how we’re
going to end our relationship.”
Miller is managed by one
of the wisest heads in the
paddock, Aki Ajo, who you
LUCKILY FOR JACK MILLER, THERE ARE
CURRENTLY 12 RIDERS STILL WITHOUT
A SIGNED CONTRACT FOR 2025
5
can be sure is working hard to
secure a seat for the 29-yearold. Many are speculating
his experience on a Honda,
Ducati and, most recently,
KTM will make him a valuable
addition to the struggling
factory Honda squad. It faces
an uphill battle as it continues
its development phase in a bid
to make the once-dominant
RC213V competitive again.
Current rider Luca Marini has
a two-year contract with HRC,
while teammate Joan Mir has
said he has no desire to stay.
The same reasoning could
make him an attractive bid
for Yamaha, as only Fabio
Quartararo currently has
a contract with the Iwata
factory. But incumbent Alex
Rins’ successes and six years
experience with the inlinefour-cylinder Suzuki GSX-RR,
as well as the impressive onelap pace he’s shown on the
Yamaha, indicates his services
are likely to be retained.
KEL BUCKLEY
MOTOGP
NEW RULES ATTRACTING
NEW BRANDS
DORNA’S CEO Carmelo Ezpeleta has
confirmed he’s been approached by
manufacturers not currently competing
in MotoGP since releasing the new
rulebook that will take effect from 2027.
The new set of rules, which are aimed
at both slowing current-spec MotoGP
machinery as well as reducing the costs
involved in the high-end tech stakes,
makes MotoGP more approachable for
brands like BMW, which is currently
enjoying resurgence success in the
WorldSBK championship.
“There have been different
manufacturers who have shown interest
in being part of the championship in the
future,” Ezpeleta said.
However, he was quick to point out
Dorna isn’t necessarily looking to
increase the number of grid slots,
instead having more diversity across
the current line-up.
“For 2027 we are not thinking to
increase a lot the numbers of bikes,
because we think it’s important to
maintain this sustainability of the
6
championship,” he said. “If new
manufacturers come in, then there are
(also) possibilities to be part of one of
the existing Independent teams.”
A board member of the Pierer Mobility
Group recently confirmed the group’s
plans to reintroduce MV Agusta to the
premier class.
“That is still our intention,” Hubert
Trunkenpolz told Italian website GpOne,
but also made it clear it doesn’t have the
resources to develop a new MV Agusta
engine to power the prototype. It would
most likely be based around KTM’s
existing RC16 engine.
“Maybe we’ll develop different frames
and different aerodynamics, all of that is
feasible and imaginable,” he said. “It’ll
be then up to Dorna to tell us whether it
considered us as its own constructor or
as a satellite team.”
MV Agusta has enjoyed enormous
success in the road racing world
championship down the years, amassing
a total of 75 titles made up of 38 rider
titles and 37 constructor prizes. KB
MOTOAMERICA
7
HERFOSS
STILL KING
AFTER
BRAINERD
TROY HERFOSS has weathered an
intense weekend of action at Brainerd
International Raceway, pulling double
duty to ride in both the King of the
Baggers and Superbike classes.
Herfoss crashed spectacularly
on Saturday in Baggers practice but
walked away uninjured, eventually
landing third in the non-points
Challenge race. Hayden Gillim
(RevZilla Harley Davidson) was the
class of the field all weekend, taking
victory in the opening championship
race while Gillim’s Revzilla teammate
Rocco Landers relegated Herfoss to
third on the final lap.
8
Crucially, Herfoss’s main points
rival Kyle Wyman (Harley Davidson)
finished fourth.
“To have one-two Vance & Hines, it’s
really good for the team,” Gillim said.
“Good for this kid’s (Rocco Landers)
confidence – he’s a confidence wave,
man. If he’s on it, he’s confident and
he’s going to be tough.
“Obviously, being up here with
Troy (Herfoss) is really good for my
confidence too. I’ve got a lot of work to
do to even hope of trying to get back in
this championship.”
Gillim again dominated Race 2,
with Herfoss finishing second-last
after crashing and then remounting.
Again, he crucially finished in front of
Wyman, boosting his championship
lead to 13 points.
It was a heavy schedule for the
Aussie, who was also filling in for the
injured Cameron Beaubier on the Tytlers
Cycle Racing BMW M 1000 RR in the
MotoAmerica Superbike championship.
The Superbike class was dominated by
Bobby Fong, who incidentally has an
Australian connection riding for the
‘Aussie Dave’ Anthony-operated Wrench
Motorcycles. Herfoss finished ninth in
Race 1 and improved to eighth in Race 2.
Sean Dylan-Kelly is the other rider
with an Aussie connection, with Jake
Skate chief mechanic at his Top Pro
Racing BMW team. ‘SDK’ has had a solid
rookie season so far and took fourth in
Race 1 at Brainerd before high-siding
savagely in Race 2, leaving him sixth in
the points.
The next Superbike round will be held
at Ridge Motorsports Park, Washington
on 28-30 June and the next Baggers
round is a fortnight later at Laguna Seca
over 12-14 July.
MATT O’CONNELL
KING OF THE BAGGERS (AFTER 5 OF 9 ROUNDS)
1
2
3
4
5
T Herfoss
K Wyman
T O’Hara
H Gillim
J Rispoli
Ind
HD
Ind
HD
HD
amcn.com.au
205
192
142
135
108
107
1. Tommy Bridewell on the podium with Honda teammate Andrew Irwin 2. Josh Brookes struggled
at Knockhill 3. The sun shone occasionally at the Scottish venue 4. Ben Currie is defending SSP
champion 5. Jason O’Halloran on the charge 6. Billy McConnell had his best weekend this season
SPORT. YOU HEARD IT HERE FIRST
BSB
1
2
5
3
6
4
RESULTS AFTER 4 OF 12 ROUNDS
SBK
1
2
3
4
7
11
17
-
THREE SHARE
THE SPOILS
Bridewell ahead with first Honda win as Irwin gets penalised
TOMMY BRIDEWELL produced
his first British Superbike
Championship win for Honda
Racing UK at Knockhill on
a soggy Scottish summer
weekend that saw three
different race winners.
Bridewell took the opener in
tricky conditions, capitalising
on his pole position on the tight
Knockhill layout. While the
reigning champion was safely
out front, chief rival Glenn
Irwin was caught up in late
drama with oil intermittently
ejecting from his PBM Hager
Ducati. Jason O’Halloran
(Completely Motorbikes
Kawasaki) took evasive action
but Irwin failed to notice the
problem as well as the flags
summoning him to the pits.
He eventually retired but was
given a penalty that put him to
the back of the grid for Race 2.
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After finishing second in
Race 1, local Rory Skinner
(Cheshire Mouldings BMW
Motorrad) went one better in
the wet second race, breaking
through for his maiden BSB
victory.
“Over the last few laps I
kept looking at my pitboard
and I kept thinking, ‘is this
right?’, but I got into a flow
state and I was really chilled
out.” he said. “I wasn’t too
stressed, which was nice, as
I usually put a lot of pressure
on myself here.”
Christian Iddon (Oxford
Products Racing Ducati) and
Bridewell completed the
podium, with Iddon going one
better in a red-flagged Race 3
after Leon Haslam (ROKiT
Haslam Racing BMW) had
crashed heavily.
Glenn Irwin’s black-flag
penalty has gifted Tommy
Bridewell the lead in the
Superbike standings.
It was a tough weekend for
the Aussies, however Billy
McConnell (C&L Fairburn
Honda) took his best result of
the year with fifth in Race 3
after running as high as third
following a strong seventh in
Race 2. Jason O’Halloran and
Josh Brookes (FHO Racing
BMW Motorrad) both endured
a difficult weekend, with the
pair taking a best of fifth and
sixth respectively in Race 1.
Ben Currie (Oxford Racing
Products Ducati) produced a
stunning ride from P27 on the
grid to sixth in the opening
Supersport race, backing that
up in the feature race with a
gallant second place behind
main championship rival Jack
Kennedy (Honda Racing UK).
T Bridewell
G Irwin
D Kent
C Iddon
J O’Halloran
J Brookes
B McConnell
B Elliott
Hon
Duc
Yam
Duc
Kaw
BMW
Hon
Kaw
141
130
125
118
81
62
30
0
B Currie
Duc
153
BMW
24
Kaw
Kaw
106
44
Tri
33
SSP
2
BMW F 900 R CUP
7
P Young
SUPERTEEN
3
9
B Gawith
H Snell
SPORTBIKE
9
J Martin
“It was a crazy weekend, a
technical gremlin made for a
terrible qualifying and I also
fell out of the caravan and
destroyed my ankle!” Currie
revealed later. “Hopefully at
the end of the year when we
have the number one cup, we
can look back at this weekend
and say we took everything
we could.”
Brodie Gawith and Henry
Snell continue to impress
in the Kawasaki British
Superteen class. Gawith is
sitting third in the points
after three top-five finishes in
Scotland, including a podium
in Race 1.
In the National Sportbike
class Jayden Martin took a best
result of 11th in Race 2 after
crashing out of a wet Race 1.
There is now a small break
before the series heads to
Snetterton over 5-7 July
MATT O’CONNELL
7. Sam Clarke leads off the line in WA Superbike Race 1 followed by Ben Stronach (#35) and Bronson Picket (#5) 8. Clarke didn't hang around
9. Calvin Moylan won Production Race 2 and 3 10. Callum O’Brien make a clean sweep of the Superport class 11. Martin Calley had a threepeat of
wins in the Clubman 600 class 12. Andrew Baker won the Clubman 1000 round 13. Darren Nash/Cooper Mapstone had three Sidecar wins
WA STATE CHAMPS
8
7
PADDOCK
PASS
With Matt O’Connell
9
ONE UP!
10
CLARK IN CHARGE
SAM CLARKE is on a roll, winning
all three races in Round 3 of the WA
State Road Racing Championships at
Wanneroo Raceway on 3 June.
Clarke (RS36 Suzuki GSX-R1000)
dominated the first Superbike race of the
day from pole position. After his quick
start it was left to Ben Stronach (VRT
Signs Yamaha YZF-R1), Adam Senior
(Silkolene Yamaha YZF-R1) and Bronson
Pickett (Aark Suspension Yamaha
YZF-R1) to fight it out for the podium.
While Clarke took the wins in all three
races the minor placings were divided
between the other three. Clarke won
the round from Stronach and leads
the championship with 150 points to
Stronach’s 141 and Senior’s 125. Pickett
(108) sits fifth overall on 55 points after
finishing third for the round.
Callum O’Brien (Road 2 Race Kawasaki
ZX-6R) also had three wins to dominate
the Supersport class round. Adam Senior
(Kelly Transport Honda CBR600RR),
Jordan White (INVIEW TV Yamaha
YZF-R6), Josh Cook (CMS Yamaha
YZF-R6) and Calvin Moylan (HydroPneumatics Kawasaki ZX-6R) shared the
minor placings. O’Brien won the round
and leads the standings on 125 points
from Senior (121) and Cook (117).
Two riders shared the Production
spoils with Rossi McAdam
(Martin17Coaching Kawasaki Ninja 400)
claiming the first race while Calvin Moylan
(Westsliders Kawasaki Ninja 400) took
the wins in Races 2 and 3. Joel Jenzen (GHR
Yamaha R3) and Lauchy Williams (Turn
1 Motorsports Yamaha R3) shared the
remaining podium places. Moylan leads
the points table with 137 ahead of McAdam
(124), Jenzen (108) and Williams (102).
Krystal Biffen (GoMoto Store Kawasaki
Ninja 300) was the round winner in the
Production Lites, while Lexie McAdam
(Australind Mobile Mechanics Kawasaki
Ninja 300) leads the series on 120 points.
The Sidecar championship saw Darren
Nash/Cooper Mapstone (Nashtec ZX-10R)
pull off another meeting threepeat.
Their wins saw Sam Watson/Eamon
Hegarty (ETC Paving LCR GSX-R 1000)
finish second in the three races.
The Murray Stronach/Darryl McLeod
(Turnapart Engineering GSX-R 1000) duo
ended the round third overall with a third
and two fourth places.
Nash/Mapstone lead the series
standings with 170 points ahead of
Watson/Hegarty (145) and Rob and
Hamish Taylor (123).
Andrew Baker (Mintox Racing Suzuki
GSX-R1000) took top spot in the Clubman
1000 division, while Martin Calley
(Motorcycle Studio Kawasaki ZX-6R) took
the three wins in the Clubman 600 class to
add another threepeat to the meeting.
11
12
LAST WEEKEND I went road racing after
a seven-year hiatus – and what better
way than a four-hour endurance event at
Pheasant Wood, south of Sydney?
It was an awesome day and I’ll write
more about what happened soon, but my
first thought was that if Pheasant Wood
Circuit is any indication of how One
Raceway (formerly Wakefield Park) will
operate, then I can’t wait for it to open.
Track manager Cameron Shelley
thanked everyone and gave an update on
One Raceway’s construction.
“We’re all very excited, it’ll be a
world-class, billiard-table finish and the
new asphalt goes down next Monday (24
June)," he said. “The pit buildings have
been raised, there are brand-new roller
doors so you don’t hit your head, there’s
new cladding, new amenities, new
carparks… the list goes on and on.
“ASBK is definitely confirmed for 4-6
October. If we run the track clockwise
in its original format, we’ll call it the
Wakefield loop. If we run anti-clockwise
it will be called the Shelley Loop.”
The first public event at One Raceway
will be the day after ASBK (inquire now).
There are plans to also run regular
endurance events with slightly bigger
bikes than the 150cc class at Pheasant
Wood. Fun times are ahead!
13
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109
SPORT. YOU HEARD IT HERE FIRST
SGP
YOUTHFUL OPTIMISM
THERE WAS another sign that the
future of Australian speedway is
bright when the Youth World Cup
for 11-13-year-olds was staged at
Malilla, Sweden, on 15 June.
American Brady Landon won the
Cup with a maximum score while
Albury Wodonga rider Cooper
Antone finished second, for the
second year in a row, on 13 points
and Sonny Spurgin from Kempsey
was fourth after a countback on
nine points, having been excluded
from one of his heats. PB
UNDER 21S
THE THREE rounds of the
SGP2 series (World Under 21
Championship) for 2024 has
kicked off with the opening round
at Malilla on 14 June resulting in
a Polish clean-sweep of the
rostrum as Wiktor Przyjemski
headed Bartosz Banbor and
Sebastian Szostak.
The three qualifying rounds
each featured an Australian rider
with Tate Zischke doing best to
finish midfield in the round at
Macon, France. This led to him
being named as second reserve
for the SGP2 series. Michael
West and Harrison Ryan finished
in the bottom half of their rounds
at Ludwigslust, Germany, and
Terenzano, Italy, respectively. PB
1
24 FOR ZMARZLIK
Zmarzlik extends title lead as fill-in Fricke surges
BARTOSZ ZMARZLIK just keeps
rolling along, this time
ticking off more milestones
by winning the rain-delayed
Speedway GP of Sweden at
Malilla on 15 June.
Not only did he maintain
his record of qualifying for
every final so far this year, he
won his first final of the year,
which was his 24th grand prix
to surpass the record he had
had shared with Australia’s
Jason Crump since the end of
last season.
The win for Zmarzlik
extended his lead in the 2024
championship after a night
where both Australian riders
were prominent in the action.
Jack Holder started with a last
place before he reeled off four
straight heat wins to top a
congested score chart.
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Four riders scored 11 –
Robert Lambert, Zmarzlik,
Max Fricke (two wins, two
seconds and a third) and
Andzejs Lebedevs – with
three on nine - Mikkel
Michelsen, Dan Bewley and
Dominik Kubera.
Fricke and Holder were in
control in the first semi-final
as Michelsen and Bewley
bowed out, before Zmarzlik
had to pass Kubera and then
Lambert to win the second as
Lebedevs trailed.
In the final, Fricke beat
Zmarzlik to the first corner
and they then swapped
the lead three times before
Zmarzlik asserted himself
while Lambert held Holder
off for third. Zmarzlik
extended his lead in the
championship as he pursues
a fifth world title while
Lambert moved to second
ahead of Holder.
Fricke, who only replaced
injured countryman Jason
Doyle after three rounds,
has laid a great foundation
to move towards a top-six
finish this year. This would
guarantee him a place in
the 2025 line-up. Fricke is
already seven points ahead
of triple world champion
Tai Woffinden, who has
contested all five rounds.
The next round is the GP of
Poland on 29 June.
PETER BAKER
SGP STANDINGS AFTER 5 OF 11 ROUNDS
1
2
3
8
14
B Zmarzlik
R Lambert
J Holder
J Doyle
M Fricke
POL
GB
AUS
AUS
AUS
86
69
68
47
28
2
1. Bartosz Zmarzlik leads recent arrival Max Fricke, who has laid a great foundation to move towards a top-six finish this year 2. Fricke has replaced injured Jason Doyle after three rounds
3. Dallas Daniels leaves no one in doubt about who has won as he stands on the AFT Super Twins podium 4. Max Whale broke his tibia but plans to be back within a month! 5. Kody Kopp (KTM) and
Tom Drane (Yamaha) on the startline 6. Daniels was in a class of his own 7. Liam Walsh and Callum Norton on the Finke startline 8. David Walsh does it again 9. It's now five wins for Walsh
AFT
3
DANIELS DOMINATES
ORANGE COUNTY, New York, was
the venue for the seventh round of the
American Flat Track Championship with
Dallas Daniels taking out the Super
Twins Half Mile to extend his points lead
over Jared Mees.
The Estenson Yamaha MT-07 of
Daniels was unstoppable all weekend,
topping qualifying and winning his heat
and then the Mission Challenge.
Things were no different in the main
event, with Daniels romping away to a
5.293sec victory.
“It was one of those days when you’re
just on, and you feel it no matter what,”
Daniels said. Briar Bauman finished
second on his KTM 790 Duke but the
performance of the night belonged to
Dalton Gauthier, standing in on the Moto
Anatomy X Royal Enfield 650.
In his first ride on the Royal Enfield,
Gauthier took third by the barest of
margins at the last corner with Billy
Ross fourth on the Mission Foods
Kawasaki Ninja 650.
Jared Mees had to work his way
through the pack to fifth on his Indian
7
8
amcn.com.au
111
SPORT. GRID TALK
1
INTERVIEW MATT O’CONNELL + PHOTOGRAPHY SUPPLIED
MATT SWAAB
We chat to the bloke responsible for beaming live ASBK and ProMX broadcasts on to our devices
How did you find yourself
in the world of directing
live motorsport TV?
My journey started when I
left school about 20 years
ago. I got interested in
the video side of things
after I did a TAFE media
course and started filming
weddings. It was really
just a way to earn money. I
worked out that motorsport
was where I wanted to be
and began working on DVDs
in magazines. After DVDs
died I landed a role as editor
at AVE (a Sydney-based
multi-media television
production company). I
never dreamed I’d be a
broadcast director, but here
we are 15 years later!
You look after both ASBK
and ProMX, how many
cameras are typically
used at each event?
Obviously ASBK is very
different to ProMX – it is
112
amcn.com.au
very track dependant but
as an average you would
be looking at eight to 10
cameras on track for ASBK
and five to seven for ProMX.
Then you have roaming
cameras and specialty
cameras like drones and
slow-motion cameras.
ASBK has a set track layout
and generally allows me to
cut cameras in order.
For example, standby
camera 1, take 1, standby
camera 2, take 2 etc.,
whereas with ProMX
you’re trying to cover as
much distance with as few
cameras as possible. And
because the tracks turn back
on themselves the camera
cut becomes much more
challenging. For example,
Maitland ProMX cut order
is cam 1, cam 2, cam 3, cam
1, cam 4, cam 3, cam 4, cam
5, cam 4, cam 6, cam 4, with
some camera operators
needing to offer four
different shots throughout
a lap. To bring the signal
back to the truck where it’s
all controlled, you’re talking
about tens of thousands of
dollars for each camera and
they are all cabled, so that’s
kilometres of cable to deploy
at each event.
The OB (outside broadcast)
truck must be chaotic and
stressful at times. How
many people work inside?
Generally speaking, you’ve
got a director/switcher,
director’s assistant, replay
operator, graphics operator,
audio operator, CCU
operator and a producer. At
all events we have direct
communication with timing
and race control to ensure
we have all the necessary
information.
Motorcycling Australia
is very hands-on with the
production and provides us
great assistance throughout.
We have built a well-oiled
machine over the years.
Are you the one switching
cameras during an event?
Yeah, during the
Motorcycling Australia
events I switch, direct and
produce – it’s multiple jobs
in one. I steer the ship in
every direction from preproduction through to the
live event itself. I have
a broadcast schedule of
what’s happening minuteby-minute – trying to follow
the script once we’re live. I
also co-ordinate all the preproduction to bring in colour
stories and track coverage to
help bring the event to life.
During a race how do you
possibly keep your eye on
everything?
It’s not easy! I guess the idea
is that a race has a start and
finish and we tell the story
in between. Always, there
1. Matt Swaab with ProMX TV hosts Lee Hogan, Kate Peck and Danny Ham 2. One of the biggest challenges is filling coverage during a break in the racing schedule 3. Fitting into the vast
program of an international event, such as WorldSBK, is another challenge 4. Capturing candid moments is key 5. Swaab with ASBK hosts Peck and Steve Martin 5. ProMX is non-stop action
2
3
4
"THE WEEKEND IS JUST GO, GO, GO.
THEN I COME CRASHING DOWN ON
THE MONDAY… IT'S BRUTAL"
are stories within stories –
championship battles, that
type of thing. I have a great
team around me at AVE, so
there are plenty of eyes to
help out if required.
We work our commentary,
pitlane reporters and
graphics into the story
as a whole. The goal is to
make sure the viewers are
entertained and informed. If
you get red flags or medicals
you need to be thinking
on your feet as to how you
can fill time and keep the
viewers entertained.
Live TV can be stressful
because everybody operates
on split-second decisions –
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How on earth do you guys
get highlight packages put
together so quickly?
That comes down to the
replay operator. They have
access to all the camera feeds
as well as my switch.
Once the race starts they
create a playlist that will
include all the interesting
bits like overtakes or
crashes. Also during a race
they will be on standby
listening to me in the
headphones. I might ask for a
replay of an overtake at turn
five on camera three, for
example. Then they wait for
me to set it up and cue it in.
There’s a little bit of a rush
at the end of a race where
5
you’re trying to include
celebration shots into
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How difficult would it be to
include on-board footage?
It is definitely possible
but it’s purely a budget
constraint. To go to that
next level requires big
dollars. These days people
have easy access to GoProstyle cameras. From a
quality point of view, they
are definitely worthy of
broadcast but the big thing
is transmitting the signal
and switching it live – those
style of cameras don’t have
that technology yet. At the
moment you’d have to use
a specialist product that
minimises weight and aero.
As a director, who do you
draw inspiration from?
I’m a motorsport freak! I’m
always looking for new ideas
6
and how other people do
things but definitely MotoGP
and Formula 1 are the kings
of our sport. I’m always
looking to see how they
incorporate different all the
aspects into a broadcast.
MotoGP is a great example
of how things can be done if
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Is it possible for you to ever
enjoy the racing, or are you
too stressed?
I’m so immersed I don’t
really get to enjoy it. I do
get little bits of enjoyment
when I see a great pass or
something – and it does
help for me to look through
the viewer's lens to keep
things exciting. But really,
the weekend is just go, go,
go. Then I come crashing
down on the Monday. It’s
an adrenaline-based job
and once we’re off air, the
comedown is brutal.
amcn.com.au
113
REAR VIEW. FROM THE ARCHIVES
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