Riders for the 2019 Idemitsu Asia Talent Cup have been decided at the Selection Event in Malaysia.
The Selection Event to choose the Idemitsu Asia Talent Cup riders for next season is now over for another year after taking place at Sepang International Circuit in Malaysia.
Following inscriptions on Tuesday and a day of track action to assess the new crop of hopefuls on Wednesday, eight young riders from across Asia and Oceania have been selected to join the grid– as well as five reserve riders.
Aussie youngsters Jacob Roulstone and Harrison Voight are two of the youngest to make it through the selection process while Luke Power has been named as a reserve rider.
The Selection Event took place largely in the wet at Sepang, but it didn’t put too much of a dampener on proceedings.
Over 90 youngsters were put through their paces throughout the day before the Selection Committee made their final decisions.
The committee, led by Talent Promotion Director Alberto Puig, selected riders from Australia, Malaysia, Indonesia and Japan to either join the grid next year or be on the reserve list.
Now the grid for next year is decided, it’s time to decide the Champion this season. The 2018 Idemitsu Asia Talent Cup will be decided at Sepang this weekend, and young Aussie Billy Van Eerde currently leads the championship by 12-points heading into this weekend’s finale!
SELECTED & RESERVE RIDERS FOR 2019
WEDNESDAY, 31ST OCTOBER 2018 /// SEPANG GO-KART CIRCUIT, MALAYSIA
M IDIL FITRI BIN MAHADI
M SYARIFUDDIN BIN A
HERJUN ATNA FIRDAUS
ABDUL GOFAR MUTAQIM
JACOB JOHN ROULSTONE
HARRISON SAMUEL VOIGHT
MUHAMMAD AIMAN BIN AZMAN
MUHAMMAD HILDHAN KUSUMA
Alberto Puig (Talent Promotion Director):
“It was difficult, especially because of the conditions. It was pouring. We couldn’t do our full intended program of testing but we did what we could. Out of all this I think we’ve selected the riders who were faster today, and the reserve riders. It’s the first time we’ve had rain like this during the selection at Sepang. But we did it and we’re happy, we have some young riders of different nationalities. It’s also important that no one is injured although we had some crashes, everyone is ok. So for one more edition, job completed.
“We always try and find young riders because they always have more potential to learn and grow. We hope we’ve got some potential selected here. They understand they have an important opportunity but at the beginning it will be difficult for them, like it has been for all the riders who have come to race in the Cup. But as always, the guys who are strongest and have the most passion will make it on this road.”
Say, weren’t we just talking about how ebikes are lately cutting into the traditional motorcycle market? Why, yes we were, right here among other places. The Luddites as usual contend that putting a motor on a bicycle is cheating, but then they’re the same people who eschew ABS and TC. Sure, Eddie Merckx didn’t need assist in his prime, but now that he’s 73 I’m guessing he’d love an ebike, if he’s not pedalling around on one right now. And in any case, companies are in business to make money. What does it tell us that Yamaha can’t loan MO a test ebike because they’re selling them too fast?
Ducati Press Release:
An exclusive Ducati e-mtb ready for its debut at EICMA 2018
30 OCT 2018
The wait for the Ducati World Première is almost over and we are starting to reveal some secrets!
DUCATI WORLD PREMIÈRE 2019
DUCATI 2019 RANGE
On Sunday 4 November 2018 the Ducati World Première in Milan (streamed live worldwide on premiere.ducati.com starting at 19.00) will unveil the new Ducati e-mtb, the MIG-RR, an enduro born out of close collaboration with Italian company Thok Ebikes.
E-mountainbikes let cyclists take on climbs that, without the motor boost, wouldn’t be possible and, at the same time, they allow everyone to live the off-road on two wheels in total freedom. E-mtbs sales are booming worldwide. Ducati has now entered this market segment relying on the experience of a specialized company, Thok Ebikes, born from the passion of the BMX and Down Hill champion Stefano Migliorini.
The Ducati MIG-RR, which will make its public debut on the Ducati stand at EICMA 2018 (Fiera Milano Rho, 8-11 November), is a true high-end e-mtb developed by Thok Ebikes specialists in close collaboration with Aldo Drudi’s D-Perf and the Ducati Design Center.
While the new Ducati e-mtb is an offshoot of the popular MIG series produced by Thok, it features some unique technical solutions: wheels with different diameters and suspension set-ups with different degrees of wheel travel (29″ and 170 mm at the front, 27.5″ and 160 mm at the rear) make it a true enduro that meets the needs of even the most demanding rider.
With high-level components such as FOX Factory Kashima suspension, carbon fibre Renthal handlebars, Mavic wheels, 4-caliper Shimano Saint brakes and an 11-speed Shimano XT gear set, the MIG-RR features a Shimano Steps E8000 motor – which puts out 250 Watts with a torque of 70N – powered by a 504 Wh battery.
The battery is positioned underneath the down tube. The resulting low barycentre makes the Ducati MIG-RR an easy-to-ride yet precise bike even on the toughest terrain.
The Ducati MIG-RR will be distributed throughout Europe via the Ducati dealership network starting from spring 2019.
Royal Enfield 650 Continental GT Review Royal Enfield 650 Interceptor Review
Royal Enfield. That name summons up various thoughts depending on how old you are, where you come from and of course your knowledge of motorcycling history.
Right now though history is not where we should focus when we talk Royal Enfield. The Indian brand is undergoing a thorough modernisation program that aims to shift its perception as somewhat of an antiquated boutique brand for the eccentric, or simply an option for those a little or strapped for cash, in to a mainstream choice in mature markets such as ours.
Royal Enfield is striving to elevate their wares to new levels of quality and performance, but still aim to deliver motorcycles at a price point that makes them not only remarkably affordable for us in more affluent regions. While also remaining realistically attainable for the masses in emerging markets such as India, Brazil and Thailand.
To help them modernise and develop motorcycles with much broader global appeal Royal Enfield recruited dozens of staff from Triumph, and elsewhere in the motorcycle industry, to gain as much expertise as they can in order to bring a new range of much higher quality Royal Enfield motorcycles to market.
Last year they opened their Royal Enfield Technical Centre at the Bruntingthorpe Testing Ground. Here a 100+ strong international team of designers, engineers and test riders are permanent Royal Enfield staff all busy at work designing and refining new products.
The new Interceptor and Continental GT are the initial fruit borne of this new approach, but these are just the first of many new models on the way from the Indian brand as they position themselves to start making a real impact in mature markets.
MCNews.com.au recently attended the worldwide media launch of this new twin-cylinder range to gauge just how well the next generation approach from Royal Enfield is playing out in the real world.
As I first spied the brace of new Royal Enfield models that filled the parking lot of the Santz Cruz Dream Inn, my eyes were drawn immediately to the handsome Continental GT.
They all glistened in their various colours in the Californian sun against the glorious backdrop that is the famous century old Santa Cruz Wharf, the longest pier on America’s West Coast. The Continental GT in white was immediately my favourite.
The plain hue accentuated the clean lines of the machine to my eye, and I must admit to being taken aback a little with just how attractive these new machines were.
I liked the Interceptor also, it was tasteful and promised what looked like slightly more comfortable ergonomics, but the Continental GT had more brooding intent along with a little menace. Clearly the first impressions of these new machines were positive, and as I looked deeper they didn’t disappoint.
The paintwork and chrome looked brilliant, I would later learn these improved finishes are the product of improved production techniques now being used by Royal Enfield. I can’t of course attest to the longevity of both treatments in the long term, but I can say that on all the bikes I examined the paint, chrome, stainless steel and alloy surfaces all looked great.
The bends of the 2-into-2 exhaust leading to the long upswept mufflers are a signature element of the styling and one that has been carried off beautifully. They sound bloody good too, but alas only to onlookers, as they exit too far behind the rider to be heard from the cockpit.
If you want to listen to the concert while riding you will need to tick the optional extra box for some freer flowing units. The rortier pipes also come with what feels like a modest improvement in top end surge in the final third of the conventional 9000 rpm tachometer.
Despite looking quite individual, the two models share almost all the same parts. Primarily, it is only the seat, tank and bars that are markedly different, and along with peg position it is these items that also differentiate the ergonomics of the machines.
The GT has a little more ground clearance and a slightly stiffer base setting on the rear spring, but otherwise it is identical to the Interceptor. Ground clearance is generous on both machines and you are going full pelt with very little in reserve before you touch anything down.
In the corners these machines really do shine.The designers, or ‘felt-tip fairies’ as the engineers and test riders refer to them, decided from the outset that to achieve the stance they wanted the bikes had to roll on 18” rims at both ends. Dynamically, this posed numerous challenges that had to be overcome in order to obtain a sweet steering and handling motorcycle.
The development team left no stone unturned and has delivered a chassis that is remarkably competent and exhibits no bad traits that I could ascertain. They steer sweetly, hold a line well and do not run wide or stand up under brakes.
In fact, the dimensions and geometry of the tubular steel, double-cradle frame had been decided, and the production of tooling was well down the track when test riders found another breakthrough in dynamics while using yet another variation on their Harris Performance produced test frames. The fact that they then managed to convince Royal Enfield management to junk that purportedly seven-figure investment already made in tooling, in order to bring those improvements to the first production run, is a testament to how committed the company is to getting these new twins right.
The suspension is basic but actually works pretty well.41mm conventional forks offer no adjustment and have 110mm of travel while the piggyback rear shocks offer 88mm of travel. They are identical across both machines, save for the five-stage adjustable rear preload on the Continental GT having a base #1 setting equivalent to what would already be three-clicks on the Interceptor, however the spring rates remain the same.
I never copped any significant smacks in the arse or the goolies during my 400 kilometres onboard the machines and remained pretty comfortable throughout. The seats feel quite thinly padded and at the end of each day I was starting to move around on them a little, but overall they do the job reasonably well.
Seat height on the Continental GT is 790 mm while the Interceptor perch is marginally higher but still duck friendly at 804 mm.Both bikes roll on a 1400 mm wheelbase with 24-degrees of rake.
The tyres are of a tubeless specification but the 36-spoke rims they are fitted to are not. However, the extra carcass strength afforded by the tubeless spec’ rubber helps to add stability and poise to the chassis as a whole.
The Pirelli Phantom Sportcomp rubber also looks pukka and offer plenty of grip despite their unusually slim sizes, 100/90-18 at the front and 130/70-18 at the rear.These were jointly developed between Royal Enfield and Pirelli specifically for these machines and the compound was actually tweaked further after testers thought more improvements could be made while doing endless test runs in California ahead of the world launch.
It would have been nice, however, if the rims were able to be used without a tube as punctures on tubed tyres are not as simply fixed on the run via a plug and gas cartridge. That said, at least tubes should be easy to come by as 18-inch is the size widely used on almost all off-road enduro motorcycles. Thus any motorcycle shop in the back of Bum Fuck, Idaho, should be able to help you out if you get stranded.
The 648cc engine is all-new and will no doubt also power a cavalcade of more new models to come from the Royal Enfield stable over the next couple of years. We are also likely to see a slightly up-sized unit at some stage.
Remarkably, for an air-cooled engine, Royal Enfield have not only met Euro4 emissions levels, but tell us that they will also easily meet Euro5. It does sport a reasonable size oil-cooler but of course no liquid-cooling also means more simplicity, no water pump, hoses or radiator. It was pretty warm during our time in California but the bikes did not seem to get hot and bothered at all and I can’t remember feeling any major levels of radiant heat making their way up to me in the cockpit.
A 270-degree crank was chosen for the same reasons that this crank phasing has almost become the default in modern parallel twins. It gives more of a v-twin feel while retaining the packaging and cost advantages that a parallel engine affords. I am not sure if I agree that was the right move, I quite like the feel of a 360-degree crank and they are now so rare that this could have been another welcome point of difference for Royal Enfield to capitalise on, after all that is the original song of the British twins.
Thumbing the starter from cold sees the twin idles a little over 1500 rpm before settling down to around 1200 rpm once warmed up. The feel and sound brings a smile to your dial.
A single overhead cam actuates the four valves on each of the 78 mm cylinders and the engine runs a remarkably low 9.5:1 compression ratio.Obviously that is to cater for low octane fuel found in some regions, but it certainly doesn’t help the engine muster any sort of immediate urgency under throttle.
Throttle response is pretty much faultless though, from closed to open the response is smooth at virtually every rpm.I don’t think you could even purposefully be ham-fisted enough to elicit any sort of abrupt response. This is a boon for new riders, and a credit to the team responsible for tuning the Bosch engine management system, but I would like to feel a little more instantaneous shove when I hit the throttle, and think this would add a little more to the riding experience.
Of course, a learner legal 47 hp is never going to rip your arms off but still I would prefer a little more urgency when hitting the throttle on the exit of a turn, and feel this could have easily been achieved.
Maximum power is reached at 7250 rpm whilst torque peaks 2000 rpm earlier at 52 Nm. Royal Enfield claim that 80 per cent of that twist is available right down to 2500 rpm. That sounds about right to me as there are certainly no real peaks or troughs to speak of throughout the rev range. It is virtually impossible to stall and a generous 37.5-degrees of steering lock makes tight manoeuvring a doddle.
Cruising at 130 km/h sees you at that 5250 rpm torque peak and proves pleasant enough with no real vibrations to speak of. If you are extraordinarily patient you can see as high as 185 km/h on the conventional speedometer as you eventually brush the rev-limiter in sixth gear just over 8000 rpm.The box itself is smooth and sweet while the clutch is of the slip-assist type and proved light at the lever.
I accidentally tested the slipper function a couple of times. The first machine I rode dropped out of gear a couple of time as I whacked the pair of 34 mm throttle bodies open while still carrying a decent amount of lean on corner exit. This was no fault of the gearbox, but due to the shifter not being adjusted for my size tens correctly, which in turn had prevented me from completing the previous shift properly. Once the shifter was adjusted to a more suitable height it never happened again. That slipper clutch did save my arse though.
Braking performance actually proved quite good considering there is only a single disc front, albeit a large 320 mm item clamped by a twin-piston ByBre caliper. The ABS control unit is a contemporary Bosch dual-channel item quite minimalist in size.
The mirrors work well enough and while the switchgear has a slightly tacky look it proved functional enough. In another cost saving measure the lights are conventional globes and not LED. A small LCD panel housed in the speedometer shows a fuel gauge along with the usual trip and odometer functions. By necessity of the crazy traffic from where it hails from the horn is very powerful by motorcycling standards. The Continental GT is crying out for some bar-end mirrors from the aftermarket catalogue.
The look of the Continental GT had me immediately favouring it over the slightly more upright and little more staid looking Interceptor, however, for day to day commuting and possibly overall riding enjoyment it is perhaps the Interceptor that gets the nod. At 13.7-litres the Interceptor also scores a slightly larger tank than the more sculpted 12.5-litre tank fitted to the GT.
I can’t help myself though, and still think it would be the Continental GT that would get my dough as I really am quite taken by its looks.Then I would be looking at the louder exhaust, a set of high-compression pistons and some hotter cams to add the final pieces of the puzzle to produce some increased urgency to the throttle and a little more thrust out of the bends. But then with more power of course I would then need to tweak the suspension…
As they rock out of the box there is little to complain about. Overall, in my opinion, they are a much better ride in every scenario than, for example, Harley’s Street 500. And dynamically, it is a sweeter handling machine than the outgoing Triumph Street Twin.
As I said in my initial thoughts published on MCNews.com.au immediately after the launch, I would not hesitate in recommending one of these to a new rider in Australia. Or an experienced rider just after a really affordable fun bike, and who doesn’t find a 47hp motorcycle beneath them. That’s something I would have never said of their previous models, but these new twins have broken the mould and most certainly have elevated the Royal Enfield to a new level of engineering competence.
Those of you that have followed my reviews for a long time, know that I am rarely so glowing and overwhelmingly positive about any bike, that’s generally not really the way I roll. You may have also noticed that I use the world ‘surprised’ quite a lot here, even though I went to great pains to try and not be too repetitive. But Royal Enfield really do need to be congratulated on taking this massive step forward. The real test of course will come out in the field, to see how well that lovely finish holds over the long term, and how well the mechanicals hold up as the kilometres are racked up. Early indications are positive in this regard but only time will tell.
Australian pricing is yet to be confirmed but early indications are that the range will start around $10,000. Cost of ownership is also looking attractive with 10,000km service intervals while a market leading three-year warranty adds considerable peace of mind. Hopefully the dealership back-up and after sales support also proves positive.
These new twins are a successful marriage of Royal Enfield’s basic roots of mechanical simplicity, but with just enough modern technology to ensure that the ride is fun, but without the fuss.
I look forward to what’s coming next from Royal Enfield. I am not sure what that will be, but I am damn sure there is going to be a lot more to look forward to from this company than we have ever anticipated before. And I find that pretty exciting.
While they have nearly gone out of business at low points in their history, Royal Enfield have always been producing motorcycles since the brand was first born in 1901. Thus Royal Enfield are the world’s oldest motorcycle manufacturer to be in continuous production. I think perhaps the best chapters in Royal Enfield’s long history are still to be written.
Summer is knocking and Honda have a whole host of EOY deals on a range of road motorcycles, from the LAMS legal CBR500R and CRF250 Rally, all the way up to the CBR1000RR SP2 and Africa Twin Adventure Sports DCT, just to name a few.
Inject more excitement and thrill into your daily life with the ultimate Supersport machine – the famous Fireblade! You can pick up a free Snap-On Tool kit** valued at $1529 RRP with the purchase of either the CBR1000RR, CBR1000RR SP or CBR1000RR SP2 Fireblade models.
New riders after something with Honda’s renowned sporting heritage and performance features packaged with real-world considerations of comfort, affordability and power will love the CBR500R. Another exciting Sportsbike to be seen on and now available for $7,999 Ride Away* and 0% finance+.
LAMs approved, the CBR500R packs no nonsense punch with a large 16.7 litre fuel tank, perfect for extended travel range when needed. 41mm adjustable pre-load front forks have external preload adjusters to allow for adaptation to different riding situations and results in controlled ride. Sophisticated Pro-Link single-shock rear suspension offers nine-stage spring preload adjustability. The CBR500R also has LED lighting, ABS as standard and the front brake lever features a five-step adjustment mechanism to suit rider preference.
The CMX street bobber is also now available for only $8,499 Ride Away. LAMs friendly, powered by a 471cc parallel twin-cylinder engine with a smooth, linear power delivery. The CMX is slim, with a low seat height designed for easy manoeuvrability at low speeds.
Rolling on fat tyres its low and lean ‘bobber’ silhouette – crowned by the steeply raked 11.2L fuel tank and fat handlebars – sits the rider firmly ‘in’ the machine. From every angle of its stripped form, it expresses an offbeat individuality.
Riders looking for something with a completely new style tone should make the most of the special 3% introductory finance offer^ available on the brand new, 2019 CB300R. A lightweight machine, tipping the scales at only 143kgs, this machine truly stands out on its own with its minimalist, bare-boned looks.
There is also something for adventure riders, with a very enticing deal if purchasing an Africa Twin Adventure Sports manual model, you can upgrade to the DCT version for free.
The Africa Twin ‘Adventure Sports’ DCT with ABS offers long-distance riders an elevated adventure touring experience. A worthy successor to the original and very much ‘Go Anywhere’ machine it promises to be, with Throttle By Wire (TBW) with three ride modes to tailor engine character and traction.
It also has Honda Selectable Torque Control (HSTC) which has seven levels and OFF, as well as a new intake design and exhaust to aid mid-range response and lithium-ion battery which saves 2.3 kg and enhances durability.
The CRF250 Rally also has $500 Honda Dollars available – an ideal choice for riders who want the option of a machine with on/off road capabilities in a compact package, which brings the spirit of Rally-raid racing to every day.
The deals don’t stop there, with $500 HondaDollar* on the stylish SH150, its lightweight and a joy to ride while offering optimum fuel economy thanks to PGM-FI fuel injection and Idle Stop.
*Ride away offers available on all year models for CBR500R, and all year models for the CMX. Price includes GST. *Credit provided by BOQ Credit Pty Limited ABN 92 080 151 266 (BOQC) (Australian Credit Licence Number 393331) trading as Honda MPE Financial Services. BOQC is a wholly owned subsidiary of Bank of Queensland Limited ABN 32 009 656 740 (BOQ). BOQ does not guarantee or otherwise support the obligations or performance of BOQC or the products it offers. BOQC’s standard credit assessment criteria apply and fees and charges are payable. The interest rate is 0.00%pa and applicable on a 36 month term secured consumer loan agreement.The comparison rate of 0.00%pa and is calculated on a loan amount of $10,000 for a term of 36 months. These rates are for secured loans only. WARNING: This comparison rate is true only for the examples given and may not include all fees and charges. Different terms, fees or other loan amounts might result in a different comparison rate.This offer is subject to approved applicants who finance new All YM CBR500RA models during 1st October 2018 and 31st December 2018. Full terms and conditions available at authorized, participating Honda MPE dealerships.+Ride away offer available on the CBR500R (17 year models and older). Price includes GST. Available between 1 October and 31 December 2018. Only at participating Honda Dealers. Overseas models shown. ^HondaDollars may be used instore to purchase accessories, servicing or reduce purchase price. $500 HondaDollars when purchasing an SH150 Scooter, 2017 year model and older. **DCT Upgrade available only when purchasing an Africa Twin Adventure Sports Manual model, customer gets the option to upgrade to the DCT variant for free. Available between 1 Oct and 31st Dec 2018. Only at participating Honda Motorcycle Dealers. Whilst stocks last. For full terms and conditions see in store. Overseas models shown, accessories not included and subject to availability, 1.44 volt polisher (tool only), 14.4 volt 2.0 Ah (Amp hour) lithium battery (2) Charger and Tote bag.
NMOTO, a Florida based motorcycle manufacturing company has unveiled its Nostalgia project: a beautiful design inspired by the 1934 BMW R7.
Combining vintage aesthetics with modern technology, NMOTO’s Nostalgia Project allows consumers to own a piece of history that rolls on a BMW R nineT chassis complete with up to date electronics and a current spec’ air-oil cooled 110 horsepower R nineT boxer engine.
With comfortable suspension and unique steering mechanisms encased in a canonical design inspired by the BMW R7 pre-war prototype, the Nostalgia motorcycle gives enthusiasts a slice of the past without sacrificing performance or rider experience.
In just 9 months from concept and final product, the Nostalgia project’s streamlined profile mimics the dimensions of the 1934 prototype despite it’s modern R nineT base.
Primarily constructed of aluminium, the final product is lighter than both stock BMW R nineT and the prototype from which it gets its design inspiration.
In total, 74 custom parts were created in-house by NMOTO’s expert engineers and fabricators. This includes a new 12-litre fuel tank and custom exhaust system.
NMOTO designers didn’t stop with a beautiful exterior. The entire electrical system was also re-designed to accommodate this unprecedented project. NMOTO is the first company to successfully integrate the BMW R nineT electrical system with non-standard, aftermarket control panels in the bars.
The Nostalgia project imitates vintage design by reincorporating the ignition lock and speedometer into the headlamp housing, though both parts are modernized.
LED indicator lights and a keyless ignition system were both worked into the redesign of the R nineT electrical system, which is mostly concealed within the framework itself.
NMOTO also takes special pride in the exhaust system on the Nostalgia project, which is completely handcrafted from stainless steel.
The 1937 BMW R7
The BMW R7 was one of the most innovative motorcycles of its time. It introduced the telescopic front fork, had a concealed gas tank, and also featured an 800 cc boxer M208 engine with a solid cast crankshaft. Despite this, many of the technical advancements found in the R7 weren’t seen again until 1969. Unfortunate timing and high manufacturing cost also buried the unique art deco design of the R7 for decades until it was rediscovered in 2005. Thankfully for motorcycle enthusiasts, the BMW R7’s original prototype was completely restored and reintroduced to the world at Pebble Beach in 2012.
Jay Leno on the R7
The primary objective of the Nostalgia project was more than simply creating a scale accurate look of the R7; NMOTO aimed to adapt the design to a modern chassis, taking into account the features of the serial BMW R nineT so as not to lose any modern performance dynamic.
In particular, NMOTO engineers and designers worked together to design, develop, and fabricate completely new aluminum body parts. This also required them to narrow the rear subframe to better match the original prototype’s build. By concealing all the wiring into the framework of the motorcycle, NMOTO was able to maintain the sleek and streamlined appeal of the R7.
Collectors know that vintage motorcycles require constant maintenance and attention, which is why they are more often kept as collectibles than for utility. NMOTO believes that the primary pleasure in motorcycle ownership is in riding and this project is aim to marry nostalgia with modern day comfort and reliability to provide a motorcycle that can be ridden every day.
The serial BMW R nineT is modern, fast, and comfortable, with the latest generation of the legendary air-cooled Bavarian boxer engine. The 1170 cc and 110 hp engine, six speed gearbox, traction control and anti-lock braking system all help to propel the Nostalgia project into the modern motorcycle arena.
While working on the Nostalgia project, NMOTO designers paid special attention not to disturb the balanced chassis or engine of the original BMW R nineT, as it closely resembled pre-war hardtail motorcycles which lacked rear suspension. Instead, they crafted a special bracket for the original wing mounting system and added the new mufflers to enhance the vintage style.
With 11 colour combinations, adjustable steering and seat trim finish, NMOTO offers customers the broadest customization options. The rear of the motorcycle can be equipped with a luggage trunk or passenger seat, or customers can opt for a manual gear shift mount on the tank in the style of pre-war motorcycles. NMOTO also plans to have its own line of accessories for the BMW R nineT.
It was a fairly limited supports program at this year’s Australian Motorcycle Grand Prix with only two classes present, Superbike and 300 Supersport.
While there were 26 Superbike entrants, a lot of Australia’s fastest Superbike teams had decided to forego the non-championship event in the face of budget constraints. Thus Yamaha Racing Team’s Wayne Maxwell and Daniel Falzon were not in the field, nor was Team Suzuki’s Josh Waters. BCperformance Kawasaki were also not attending the event.
There were, however, a lot of riders in the field that do not regularly compete in ASBK Superbike events so some of the speed differences were very large indeed. A massive 14-seconds separated the fastest and slowest competitors.
It is fair to say, that Australian Superbike did not have its best feet forward in front of the MotoGP circus and the strong crowds that were present across the Phillip Island Grand Prix weekend. Albeit that the support class action was largely held at times when most of the crowd were yet to arrive, or had already left. That notwithstanding, the racing was tight and action packed across both classes.
The weekend also clearly underlined yet again why ASBK should not, and do not, schedule championship races at the MotoGP event. We are nothing more than card fillers, and as such there are never any guarantees of our events going ahead. We can generally get away with it at WorldSBK events, as they are generally at the beginning of the season, thus the championship connotations are not quite so important, but at MotoGP it would be madness to have championship points on the line.
A three-hour delay after a hefty oil spill early on in Moto3 first practice saw most of the day’s domestic schedule postponed. Luckily, ASBK Superbike competitors had got out on the circuit for FP1 at the ridiculously early time of 0755. An hour later they then got out for their single 20-minute qualifying session on a track registering a cool 16.7-degrees celsius, and an ambient of 13-degrees.
It was the NextGen BMW of Glenn Allerton that set the pace by lapping fractionally faster than the DesmoSport Ducati Panigale of Troy Bayliss.
2018 Australian Superbike Champion Troy Herfoss was around half-a-second slower while young Mark Chiodo was the fastest Suzuki. Chiodo was riding his private machine due to the non-appearance of the Ecstar Suzuki squad.
We were scheduled to have two Superbike races on Friday, a ten-lap race followed by another eight-lapper. Instead competitors only got to race a single eight-lap bout on Friday which got underway at 1720. Superbike then got a second race at 0855 on Saturday morning and a third and final race from an originally scheduled four then took place at 0935 on Sunday morning.
Predictably, it was the three men with multiple high-level road race championships under their belts that ran away with the show up front in Superbike.
Troy Bayliss, Glenn Allerton and Troy Herfoss all shared a win apiece. It was however the elder statesman that won the meeting with Bayliss scoring two more points than Allerton, who in turn scored two more than Herfoss.
Troy Bayliss won the first bout in what was a ripper duel between the Ducati legend and NextGen BMW’s Glenn Allerton, a quarter-of-a-second separating them at the line.
It was an important indication that Allerton is really back from injury, up for a fight, and keen to re-establish his place in the top echelons of Australian Superbike’s pecking order come season 2019. The BMW has quite often been found a little wanting at Phillip Island, but clearly the NextGen squad had the S 1000 RR working well last weekend.
Troy Herfoss had an early off-track excursion that took him out of the battle but he still easily took third place, seven-seconds ahead of Mark Chiodo who just managed to hold off Alex Phillis to claim fourth.
The second race was staged in drizzly conditions early on Saturday morning. This time around Herfoss was back in the hunt for the win and fighting up front with Bayliss and Allerton.
17-thousandths of a second separated Allerton and Bayliss at the flag but it was the nose of the BMW that was in front and Allerton was credited with the win.
Herfoss was only a bike length or so further behind at the flag in third place, but a huge 25-seconds ahead of fourth-placed Yannis Shaw.
Shaw beat Superbike debutante Max Croker to the line by a single thousandth of a second to claim that fourth place in a photo finish.
The third race was another cracker and staged in completely dry conditions at 0935 on Sunday morning in front of what was already quite an impressive crowd. Herfoss, Bayliss and Allerton were at it hammer and tong throughout the entire eight-laps, and looked set for a fierce final lap battle to the line.
Alas, lapped riders pretty much decided the outcome as Herfoss threaded his Fireblade through the backmarkers at the most opportune parts of the circuit, while Bayliss and Allerton were baulked at Southern Loop, Honda and Siberia.
That gave Herfoss the breathing space he needed to remain unchallenged through Hayshed, Lukey Heights, MG and the final high-speed turns to take the win by three-tenths. Luck played its part for sure, but Herfoss had made his own luck by being brave enough to lead at the start of that last lap and it paid dividends.
The battle for second was still on in earnest though with Bayliss pipping Allerton by a single thousandth of a second in a photo finish at the line to claim second place. That second place was enough for Bayliss to take the overall event victory from Allerton.
All three champions recorded laps in the high 1m32s in that final race. The next quickest competitor was Mark Chiodo, with a fastest lap of 1m34.172 on his way to a lonely fourth place.
Alex Phillis also got into the 1m34s with a best of 1m34.969 on his way to fifth place in the final bout while Max Croker showed that he is adapting to the big-bore Superbikes with a best lap of 1m35.454 on his way to sixth. Croker will step up to the Superbike category full-time for season 2019 with the Mat Mladin Motorsports squad.
Phil Cjaz got in the 36s, Shaw the 37s, while the rest of the field from ninth place back were in the 39s or slower. In contrast, at the ASBK finale a fortnight earlier the top 20 were all lapping 37s or better, with the top ten all in the 34s or better.
It was a great finish to the Superbike season for Troy Bayliss, made all that much sweeter when 15-year-old son Oli took out overall honours in the Supersport 300 category after some titanic battles with Seth Crump, Hunter Ford, Lachy Taylor and Dylan Whiteside.
It was certainly somewhat surreal witnessing the sons of two of Australia’s most successful ever motorcycle racers going at it hammer and tong around Phillip Island.
Troy Bayliss is of course a three-time World Superbike Champion, while Seth’s dad Jason Crump took three solo Speedway World Championships, along with a very long list of other Speedway honours both at home and abroad.
The sons of Aussie motorcycle royalty shared a win apiece at Phillip Island while Hunter Ford took second in both races.
Australian Superbike MotoGP Supports 2018 Overall
Troy Bayliss – Ducati 25-20-20 / 65
Glenn Allerton – BMW 20-25-18 / 63
Troy Herfoss – Honda 18-18-25 / 61
Mark Chiodo – Suzuki 17-14-17 / 48
Alex Phillis – Suzuki 16-15-16 / 47
Max Croker – Suzuki 15-16-15 / 46
Yannis Shaw – Kawasaki 13-17-13 / 43
Phil Czaj – Aprilia 14-12-14 / 40
Corey Forde – Honda 11-11-12 / 34
Jake Drew – Yamaha 12-10-11 / 33
Australian Supersport 300 MotoGP Supports 2018 Overall
So often in the lower ranks of road racing riders present in questionable leathers in various states of disrepair. This deal with Ricondi should help ensure this new junior road racing venture portrays a professional appearance at every outing.
Ricondi, an Australian company which design, develop and test their products right here in Australia, will be the exclusive supplier of gear used by riders in the 2019 bLU cRU Oceania Rookies Cup.
Ricondi will provide all riders of the Junior Road Racing Academy with custom designed leathers, as well as providing repair services to ensure all participants are at their safest and looking their best.
Andrew Smart – Director of Ricondi
“It’s a big step in recognition for Ricondi as a manufacturer to be chosen for such a big venture as the Oceania Rookies Cup. It’s also great to see junior motorcycle sport recognised and supported in such a substantial way. Ricondi will provide all finalists of the bLU cRU Oceania Rookies Cup with custom designed leathers which are designed to keep the kids as safe as possible, whilst also allowing the sponsors to get as much exposure as they can. Ricondi will also provide a repair service to keep kids protected regardless of any incident. We recognise that these suits are going to get a few scuffs. In partnering with the Rookies Cup, we are delivering this service to ensure the kids remain safe and look good at all times.
“Our race suits have evolved over the last eight years to become a truly world class and trusted product, as is evident by the number of riders racing in Ricondi suits. We’re always updating and perfecting our suits to make sure they are the best they can be and the extent which the brand has been embraced is humbling.”
Martin Port – MA Operations Director
“In collaborating with Ricondi this partnership is an exciting move forward for Australian Junior Road Racing. Ricondi’s commitment to producing quality suits is second to none, but their additional focus on developing junior race suits made this partnership a perfect solution to fitting our junior competitors in safe and stylish suits.”
Fly Racing and McLeod Accessories have announced the 2019 Maverick Boot, which as a limited introductory deal is available for $199.95 RRP and is available in both Adult and Youth sizes.
The 2019 Maverick Boots are CE Approved to EN13634:2015 and feature a three-buckle system on Adult sizes and two-buckle system on Youth sizes, with adjustable quick-lock buckles of open design to ensure dirt doesn’t clog the buckle.
A 3D moulded shift-panel includes added grooves and a texture which helps reduce premature wear, while pre-shaped molded plastic shin protection ensures impact resistance and comfort.
The inner anke panels are durable and flexible plastic construction, with articulated rear ankle for the flexibility to bend your foot, while also remaining supportive.
A molded outsole is light weight and stylish, alongside a injected fish-tail midsole, and the rubber outsole is designed for grip and durability. The rubber heat sheilding is heat resistant to ensure it won’t melt, while an elastic gaiter makes sure comfort around the calf is strong, while preventing the ingress of debris.
2019 Fly Racing Maverik Boot features
3D molded plastic shift panel
Articulated rear ankle
Pre-shaped molded plastic 3D shin
Plastic inner ankle panel
CE Approved to EN13634:2015
Rubber heat shield
Elastic gaiter for comfort and sealing
One-piece plastic injected ‘fish tail’ midsole
Adjustable quick-lock buckles
Youth (three-buckle, 2 inches shorter than adult)
Available Now at special introductory price of $199.95
Honda’s value packed touring machine, the NC750X is available with the addition of the Honda Selectable Torque Control (HSTC) system, as well as an all new LED headlight for $9,599 MLP.
The NC750X is one of the top selling models in Europe and Japan and features a liquid-cooled, SOHC eight-valve parallel twin.
The relatively long-stroke and specially shaped combustion chambers combine with a high mass crankshaft to produce plenty of torque from low rpm.
The HSTC features two levels; Level 1 allows some rear wheel spin – on gravel or dirt for instance – while Level 2 provides confidence-inspiring traction on slippery roads and is ideal for tricky commuting and touring conditions.
Level 2 is the default from ‘ignition on’, and a push of the button on the left handlebar changes the setting to Level 1. Pushing and holding the button turns HSTC off for those confident in their own abilities.
The rear shock features spring preload adjustment, while Showa Dual Bending Valves (SDBV) forks are fitted up front.
The NC750X’s rugged steel diamond frame is designed for high levels of rigidity while the riding position is upright and neutral, with a higher viewpoint for good vision and comfort.
An adventure-style riding position offers low-speed control – combined with a low centre of gravity and generous steering lock.
A large windscreen gives plentiful wind protection and there is generous storage, 22-litres to be exact, in the storage compartment positioned where the fuel tank is normally situated.
On the exterior of the storage compartment there are external rails built onto its lid which are useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organising luggage and make best use of all of the space.
A lightweight two-channel ABS is standard and offers confident braking even on slippery or wet road surfaces, with single wavy disc brakes front and rear, featuring a 320mm front rotor with two-piston caliper and 240mm rear with single-piston caliper.
The NC750X will be available in Candy Chromosphere Red and Matte Pearl Glare White and is available for an MLP of $9,599.