It might seem early, but we are already compiling a list of Toy Runs around the nation and need your help.
We have started listing several below, but this is in no way the complete list. In fact, we might have already missed some such as the Great North Brisbane Motorcycle Toy Run which was run last Sunday (27 October 2019)
Make sure to tell us where and when it starts, where it goes, how long is the ride and what should riders bring as gifts/donations?
Most toy runs accept gifts of toys and non-perishable foods which are distributed by various charities to needy families.
Safe toy runs
Ipswich toy run
Riders are encouraged to dress up and decorate their bikes, but ensure they are still safe and roadworthy.
Also, the Lockyer Ulysses Branch which runs the Ipswich Toy Run has warned riders not to throw lollies or high-five spectators as it could lead to a crash.
They say Ipswich Police they will access video of the event and fine offending riders or pillions.
We are unaware of any similar warnings at any other toy runs.
However, police in several states have told us that anyone putting themselves and other road users at risk at these events “will be dealt with accordingly”.
So, no impunity at toy runs just because they aid charity!
Townsville GoFundMe
Townsville Toy Run
We have already published information about the 39th Townville Toy Run who have started a GoFundme page. to raise $5000 to aid people still reeling from the February floods.
Organiser Dave Ross says many Townsville families lost “absolutely everything in the floods earlier this year”.
So they started the GoFundMe campaign to raise funds to buy more items such as Christmas trees and decorations, personal grooming for young teenagers, educational toys for toddlers, etc.
Toy Runs list
(Click on the place name for more details)
November 16
Cairns: The fifth annual toy run starts at the cruise liner terminal at 11.30am, hosted by the Cairns and Tablelands Recreational Motorcyclists. This year the costume theme is “Beards and Blues”. Ride leaves at 1.30pm.
November 24
Port Melbourne: The Father Bob Toy Runhas starting points in all directions from regional and outer suburbs heading to 1 Wharf Rd, Port Melbourne for 11am. The Father Bob Maguire Foundation feeds and supports many homeless, and families, facing financial hardship. Donations of new non-fluffy toys, non-perishable food (ring-pull cans), UHT milk, toiletries, new clothes, clean second-hand blankets and cash are needed.
Townsville: 39th Salvation Army Christmas Toy Run Appeal on Sunday November 24 at Village Boulevard Riverway Park under the trees with a 90km ride from 9am. Donations can be dropped at North Shore Woollies or Toyworld.
December 1
Superheroes theme in Newcastle
Newcastle: The Bikers for Kids Toy Run is one of Australia’s oldest and arguably the biggest. More than 12,000 are bikes expected for the 42nd running of the event, from 8am, leaving from Stockton to Wickam Park. Click here to register. This year’s theme is again superheroes!
Sunshine Coast: Ulysses Toy Run starts at Kawana Shoppingworld from 8am and ends at the surf club.
Bendigo: The Bendigo Toy Run, organised by Allies Motorcycle Club Bendigo, meets at Lansell Plaza at 8 for an 8.30 ride to Lake Weeroona for a barbecue lunch, activities and prizes.
December 7
Hobart: The 40th MRA Toy Run starts at the Derwent Entertainment Centre at noon and finishes on the lawn in front of Parliament House.
Gippsland: The 20th Gippsland Motorcyclists Toy Run starts at Bobber Dave’s Bike Shop, Nefertiti Court, Traralgon, from 9.30am for a departure at 11am. Ride ends at Old Gippstown, Moe, for lunch. Toys and gifts go to the Salvos and Vinnies.
December 8
Canberra: The 39th Annual Motorcyclists Toy Run from the Old Parliament House starts at 8am with a loop ride at 10am. Trophies for the club with the biggest attendance and the largest corporate group entry.
Brisbane Santa Ride: Riders muster at New Farm Park from 7.30am. All proceeds this year go to the Starlight Children’s Foundation.
Ipswich: The Lockyer Branch of the Ulysses Club holds their 23rd annual toy run from 8am at Brassall Shopping Centre. Remember not to throw lollies or high-five kids!
Adelaide: The 41str Motorcycle Riders Association of SA Toy Run will be held at the Clipsal Track in Victoria at 11am Park, finishing with a fete on Callington Oval.
December 14
Sale: The 22nd Annual Keith Hamilton Toy Run starts at 9.30am from the Sale Clock Tower accepts non-perishable food, children’s clothes and toys in the sleigh at the GJ Gardner Homes office.
December 15
Melbourne: The 42nd Melbourne Toy Run is a week later this year with starting points all over the city heading to MCAS store carpark in Keilor at 10am.
Rising water during an isolated storm floods the road and drags gravel, silt and debris onto the roadway.
The sun may be shining now, but the dangers associated with that recent downpour may still be lingering around the next corner.
Many of the roads we love most meander along streams and rivers. During a storm, those ribbons of water often flood the adjacent roadway and then recede, leaving a mess of trouble for the rider. Even in areas where no stream is nearby, rushing water can instantly appear as storm runoff descends from hillsides, sloping yards and steep driveways during a heavy downpour. The waters rage across the road surface, dragging rocks, sticks, tree branches and an abundance of mud.
None of us likes to ride in foul weather. But, while we may be mindful of danger when dark clouds and lightning appear, we often forget about risk once the sun emerges and the road surface dries. When rain has moved on, it’s easy for us to move on as well, picking up the pace and riding as if everything is normal. But road conditions are often not back to “normal” in the hours — or even days — following a severe storm.
Just a few hours after the storm, the sun shines and the road dries, but dangerous silt and debris can catch the unsuspecting rider by surprise.
Look for uneven color on the road. Light tan areas on the surface may be fine silt that has been washed onto the road by recent flooding. It is usually seen in low spots on the road and can be particularly slippery, especially in the middle of a turn. Be even more vigilant to look for dark areas that may indicate remaining damp areas — especially in the shadows. These dark spots can be as slippery as grease and could put a rider down instantly if the bike is leaned or if brakes or throttle are applied while riding through it. If you can’t avoid it, coast through with no throttle or brake adjustments while staying as upright as possible.
Notice unusual collections of gravel, dirt and debris at the road’s edge. That’s a sign that water has crested above the road level recently. And a good indicator there may be large areas of debris up ahead.
While you’re at it, scan side roads and gravel driveways for ruts and washouts that may suggest debris has washed out onto the road surface up ahead.
We’ve all heard talk about the calm before the storm. But for the rider, it’s the calm after the storm that we need to be extra mindful of.
Effective air filtration is critical to your engine’s survival. When it comes to removing debris from the air you can rely on OEM paper (right), oiled cotton gauze (middle) or oiled foam (left).
The air filter is the unsung hero of every engine on the road. Without it, dust and debris in the air would wear down your piston rings and cylinder walls like a storm erodes a coastline. As the filter does its job it gets loaded up with dirt, and a dirty filter is going to rob your engine of power and put a dent in your fuel mileage. That’s why you’re supposed to replace the filter every 10,000 to 15,000 miles. And when it comes to replacement air filters, they come in three flavors: OEM paper, oiled cotton gauze and oiled foam.
Most OEM filters are made of cellulose, or paper, like a coffee filter. Tiny pores in the paper let air through but keep the vast majority of dirt out. Many modern OEM filters even have a viscous coating to help trap fine dust. The problem is, paper filters are restrictive and those tiny pores plug up quickly. So to get more flow and increase the filter’s dirt-holding capacity, the element is pleated, like an accordian. It only takes up a little more space than a flat filter, but has vastly more surface area and thus more pores, more airflow and a longer service life before it gets stopped up.
Paper filters are considered surface filters, because they block debris right on the face of the element. That limits their total debris load, which is why paper filters feature so many pleats.
OEM filters are very effective, but their priority is filtering particulates and protecting the engine, not maximizing air flow. So a big downside is that they’re restrictive, at least compared to “high flow” performance filters. They’re also disposable, as in once it’s dirty, you throw it out and replace it with a new one that may cost $20 to $40.
Aftermarket filters are appealing for two reasons. First, they can offer increased airflow, which could make more power — more on that in a minute — and second, they’re almost always reusable.
Old-school paper filters were white, but most modern OEM filters are either green or red due to their viscous coating. This sticky substance helps the filter capture fine dust.
K&N is probably the most well-known aftermarket filter on the market. It resembles an OEM paper filter, but the pleats are composed of layers of oiled cotton gauze, not a single sheet of paper. The gauze is more porous, so it flows more air. In fact, if you hold it up to the light you can actually see through it, which doesn’t seem like a great characteristic for something that’s supposed to keep dust out of your engine. Luckily, the filtering material is oiled, so as dirty air swirls through and around the fiber filaments, the oil grabs and holds the grime. And a K&N style filter can hold a lot of dirt, which often means more miles before you need to wash it.
You’ll see all the crud the filter collects when you wash it out. And that’s a key benefit to oiled-gauze filters — you can reuse them over and over. A K&N does cost more than an OEM paper filter, usually about 50% to 100% more, and you’ll need to buy the $20 cleaning and re-oiling kit, but in the long run it can save you money, not to mention save trash from going to a landfill somewhere.
Oiled-gauze filters like this (used) K&N are made up of several layers of cotton fabric sandwiched between metal screens. A loose weave allows air to pass through easily.
Next up is oiled foam. You see this style of filter stock on off-road vehicles because oiled foam can hold a lot of dirt while still flowing well, so they’re well-suited to super dusty environments where a paper filter would clog up quickly. They also function when wet since the foam and oil aren’t absorbent. Get an OEM paper filter or gauze filter wet and the fibers will swell, strangle airflow and possibly stall your engine.
Oiled foam operates on the same dirt-capturing principle as the K&N, but it’s thicker. In fact, it’s what’s known as a “depth” filter and is typically an inch thick. Air has to wiggle and wind its way through the foam, which is not only layered coarse to fine, but saturated in a super-tacky oil that grabs and holds grime. It’s a very effective means of filtration as long as there’s still oil available to capture dirt.
Foam filters are common on off-road vehicles. They perform well in dirty and wet conditions, though they require frequent washing and re-oiling.
When a foam filter gets dirty enough that all the oil dries out, it’s possible for dusty air to make its way through the foam and into your engine. That’s obviously bad news, which is why oiled-foam filters need to be washed and re-oiled as often as every ride, and it’s a messy procedure. Servicing the air filter that frequently may be OK for a dirtbike or quad with an easy-to-access airbox, but any sort of accelerated maintenance schedule is going to be hard for street riders to swallow, no matter how good the filter is.
Foam filters are made of open-cell, reticulated material that’s coated in a tacky oil. The foam acts as a maze for dirty air and the oil grabs and traps grime as it passes by.
Another, often predominant reason riders install an aftermarket filter is to get more power out of their engine. However, a noticeable power increase is highly unlikely without complementary modifications. An engine is an air pump and it can only inhale so much air, so unless you’ve done something to take advantage of a freer-flowing air filter — like installing cams or a race exhaust, and definitely tuning your fueling — you’re not going to gain any perceptible performance from dropping in an air filter. In fact, if you neglect to tune your bike’s fuel, either with a re-jet on carbureted models or a remap on EFI bikes, you’ll likely experience running issues.
This cross section of a used CRF450L filter reveals its thickness and the different density foams used in its construction. Dirt has not even begun to penetrate to the finer interior layer of foam.
So, which filter is best for your bike? It really depends on your application. If you’re a street rider who logs lots of miles and wants maximum protection, you can’t go wrong with an OEM paper filter. The extended service interval alone is appealing, particularly when the airbox is hard to get to. If, however, you ride in especially dusty conditions, have a modified engine, or simply don’t like the idea of a throw-away air filter, an oiled-cotton or oiled-gauze element is a great option. Each style of filter has its pros and cons, and now that you know what they are you can decide which type is right for you.
1961 Matchless G12CS. Owner: Steve Eorio, Paso Robles, California.
The 1950s and ’60s were the era of the UBM — Universal British Motorcycle — a parallel OHV twin sitting upright in the frame, in the 500cc to 750cc range. The original UBM was the Triumph 5T Speed Twin of 1938, soon to be copied by half a dozen of the major British motorcycle companies. Matchless, which built its first motorcycle at the Plumstead works in southeast London around 1901, came up with its own version in 1948, the 498cc G9, with a 66 x 72.8mm bore and stroke. And a fully sprung frame, with a swingarm rear suspension.
It should be noted that in the 1930s Matchless bought the AJS marque and the company became Associated Motor Cycles, Ltd., or AMC, the major difference between the two brands being the lettering on the gas tank.
The G9 engine differed from other UBMs in that it had a third bearing on the crankshaft, between the two connecting rods, to give added strength. The engine’s dry sump lubrication system used the camshaft to run two oil pumps, one on each side of the crank, aiding in efficient lubrication; apparently these engines could go 75,000 miles before any major work was needed. Quite remarkable for a UBM of the era, when top-end jobs were often done at 20,000 miles, bottom-end at 40,000.
The two cylinders were separate, as were the heads, and while this seemed to work well with the 500, as the engine grew larger the lack of rigidity appeared to enhance vibration. During the 1950s most factories increased the size of the engine, with 650cc being considered the maximum reasonable size for a UBM, due to those vibratory concerns. In 1955 Matchless elected to bore out the engine to 72mm for an increase to 593cc — called a 600, designated as a G11. This was followed by the G11CS, or Competition Sprung, a street-legal scrambler with easily removable lights, and the G11CSR, a more roadworthy version, often called the Coffee Shop Racer. The CS models came with higher compression ratios and other performance enhancements…and often more problems. The frame used a single downtube to meet up with the full cradle holding the engine.
In 1958 Matchless offered 17 different models, including the first G12 650. The very important American market had been demanding that 650, the dealers needing it to compete with the Triumph and BSA 650s. Small problem: the engine could not be bored out any more. Solution: increase the stroke to 79.3mm, or 646cc. That was the G12, with the basic road-going model having valanced fenders and a reliable 7.5:1 compression ratio, and two sportier CS models with an 8.5:1 compression ratio and light alloy fenders.
The restroked engine required a new crankshaft, made of “nodular” iron, which flexed enough to reduce vibrations. It was also designed to incorporate a Lucas alternator, though still with six-volt electrics. A new frame with twin downtubes now welded to the full cradle was developed, which did help in reducing the vibration inherent in a 650 vertical twin using a 360-degree crankshaft, although the single-tube frame was also used. The motorcycle seen here, which was built from bits and pieces, has a 1961 G12 engine in a 1959 single downtube frame. An AMC Teledraulic fork is up front, a pair of Girling shock absorbers at the back.
Gas tanks varied in size according to the model and year, but this ’61 G12CS carried only two gallons, all you would need in a race, and was said to weigh 425 pounds with a full tank. And with 5.3 pints of oil in the reservoir.
Other changes occurred over the G12’s years, including 12-volt electrics, sending out decent visibility from the seven-inch headlight. The basic G12 had 18-inch wheels, while this CS was running 19-inchers. Distance between the axles was a little more than 55 inches. Brakes were single-leading-shoe drums, an eight-incher on the front, seven on the back.
One interesting bit of history is that the Matchless marque was originally sold in the U.S. by Californian Frank Cooper, who became the AMC importer around 1946. He did quite well selling singles to win desert races, though the twins were not as popular.
In 1953, AMC acquired financially troubled Norton, although Norton production and sales remained quite separate, the U.S. importer being Joe Berliner, or J.B. Then, in 1960, AMC bought the Indian Sales Corp., which had been selling rebadged Royal Enfields — this was to get the Indian dealers, such as they were, to sell Matchboxes rather than Royal Oilfields. And AMC summarily fired Cooper, after 14 years of good work.
However, AMC filed for bankruptcy in 1962 (Cooper must have laughed), resulting in Matchless being merged more closely with Norton, and Berliner having to deal with Matchless as well. In early 1963, J.B. Matchless Corp. put a full-page ad in Cycle magazine promoting the G12CS and G12CSR…along with the 750cc G15 Matchless, which looked surprisingly like the Norton Atlas model that had appeared in 1962. In 1963 that old 1952 Matchless/Norton arrangement, keeping them separate, changed drastically as bill collectors were pounding on both doors, and Norton production moved from its old Birmingham factory 100 miles southeast to Plumstead.
Not surprisingly, interest in the G12 waned considerably. The last Matchless ad I could find in a U.S. moto-mag was in Cycle’s July 1966 issue, featuring the Atlas-based G15, and mentioning one G12CSR and two G80 singles. At the time British bureaucrats, knowing nothing about motorcycles, thought they could save the industry by merging Matchless, AJS and Norton into the company of an affluent entrepreneur and racecar driver, Dennis Poore. Poore was already looking after the Villiers engineering firm, which made most of the British two-stroke motorcycle engines. The Matchless and AJS names dropped from sight, and the new company was called Norton-Villiers.
MotoGP finishes the Pacific tour this weekend as the Sepang International Circuit hosts the final race of the three-week fly-away trip and the penultimate event of the season with the Shell Malaysia Motorcycle Grand Prix taking centre stage.
Sepang
Malaysia signals the final race in a busy five-week schedule for the MotoGP paddock, which has seen races in Thailand, Japan, Australia and now the final venue at Sepang.
There’s plenty still on the line too, with the team title, the fight for top Independent and the battle for the top three overall still very much at boiling point – so who will leave the Shell Malaysia Motorcycle Grand Prix walking the tallest?
MotoGP heads to Sepang International Circuit
Marc Marquez (Repsol Honda Team) seems a good candidate. He’s got a good record at Sepang and he’s on a roll of winning form, so who would bet against the reigning Champion? This weekend could be an even bigger one than many too, as the team title could be decided. Repsol Honda are now just one-point behind Ducati overall, and Marquez has been the biggest contributor. Can the Spaniard make it three out of three?
Marc Marquez handed his trophy for winning the Australian GP by Giacomo Agostini
Marc Marquez
“We enjoyed a great victory in Australia as me, the Repsol Honda Team and the bike are working very well together. Now we arrive at the last race of the triple, but it’s not time to stop and relax. Sepang is another track where I think Yamaha will be fast, as will Ducati, but the target is of course to try and fight for victory again. We will see how the weekend goes and adapt as we need to.”
2019 Phillip Island MotoGP Race results 1 – Marc Marquez (SPA – Honda) 40’43.729 2 – Cal Crutchlow* (GBR – Honda) +11.413 3 – Jack Miller* (AUS – Ducati) +14.499
The Ducati Team, however, won’t go down without a fight – and especially not at Sepang. Andrea Dovizioso has a top record at the track and will be eager to bounce back from a tougher Australia. He was confirmed as second overall Down Under so that’s less pressure in the rider standings, but the team spoils are important for him and teammate Danilo Petrucci, and they’ve been ahead for some time.
Andrea Dovizioso
“The Sepang circuit is for sure the one I prefer more than any other in the world championship. On this track I have some great memories and I’m able to ride to my best characteristics, but at the same time it’s one of the most demanding races on the calendar. Heat and humidity are two factors that have particularly affected us in the past, so let’s see what will happen this year. On paper I think that we can be competitive in all conditions, with or without rain, as we have shown in the past, but nowadays in MotoGP it’s really difficult to make predictions.”
Andrea Dovizioso
Petrucci, after a crash at the start of the Australian GP, lost his record of being the only rider so far to have scored in every race too, and he’ll want more for himself and the squad.
Danilo Petrucci
“Unfortunately the crash at Phillip Island had some repercussions and, even though nothing is broken, my ankle is still hurting and it’s difficult for me to put my foot down. I hope that the pain will go down in the next couple of days and that I can race normally. In any case, Sepang offers us another chance to accumulate points and we have to make the most of it. We still have two races to fight for third place in the world championship and for the Teams’ title, which is now my main aim.”
Danilo Petrucci
The man he collided with at Phillip Island, Fabio Quartararo (Petronas Yamaha SRT), will also want a lot more from the weekend. After his FP1 crash saw him fighting to get back near the front on race day last time out, it’s time to reset and try to impress in front of the home fans – not his, but the team’s.
Fabio Quartararo
“Australia was a tough weekend and my mission since then has been to let my ankle recover as much as possible. Fortunately, it was not further hurt in my crash on Sunday. I want to be as fit as possible as my target is to be at 100% for Malaysia. It’s a high target, but it’s important to set my sights high and have that mindset. Obviously, we tested in Sepang in the pre-season, and that’s a big benefit in my first year. We want to be fast as it’s the home race and a great place to reward the team and Petronas for all their support. We did a pretty good job at that test at Sepang and we return with a lot more experience under our belt. For sure, it will be really special with all the Malaysian fans so we want to reward everyone as best we can.”
Fabio Quartararo qualified on the front row at Phillip Island despite a big crash on Friday. He then went out of the race early on lap one
Malaysia is Petronas turf and the quickest rookie on the block will be gunning for some big glory – as will his teammate Franco Morbidelli, as he also had a tougher race last time out. Quartararo is also up for top Independent Team rider honours and the Petronas Yamaha SRT outfit are fighting for top Independent Team, so there’s plenty to play for.
Franco Morbidelli
“It’s going to be a nice weekend with so many fans supporting us at the home race for Petronas and the team. It’s a circuit I like a lot as it’s technical and interesting; it’s really a complete track. We don’t expect the weather challenge to be the same as we saw in Phillip Island, that was a particularly frustrating situation as a rider, especially as we couldn’t get the bike as I wanted for Sunday. Of course, we know it’s likely to be quite a draining race with the heat and humidity, but that’s why we do so much training. For all the team’s home support we want a good result.”
Franco Morbidelli
Phillip Island was also a tougher one for Monster Energy Yamaha MotoGP. Maverick Viñales was the fastest man all weekend – Marquez also said as much – but disaster struck just a few corners from the finish line as he battled the reigning Champion. How will he feel heading into Malaysia? He knows, at least, he had the speed to challenge the number 93 in Australia, even if it didn’t all come together at the end, and he’s not too far behind Alex Rins (Team Suzuki Ecstar) in the fight for third overall.
Maverick Viñales
“We were very competitive last weekend on Phillip Island and used the race to learn. The consumption of the tyre was good and my pace too. The bike was working well, and the team did a great job all weekend, so we are ready to fight again in Malaysia now. It will be a very different kind of round. The temperatures in Sepang are always really high and that adds an extra difficulty, but we‘re ready. We had a good test at this track during the pre-season, and I‘ve been feeling good on the bike lately, so we will be trying hard to fight at the front again this weekend.”
Maverick Viñales was incredibly strong all weekend at Phillip Island
Viñales’ team-mate Valentino Rossi also had a tougher latter half of the race in Australia, although ‘The Doctor’ led the race in the initial stages and took a solid points finish in his 400th GP. But he’s not about solid points finishes, so it’s a bit of a bounce back on the cards for the number 46 – at least in terms of his pace throughout the whole race.
Valentino Rossi
“Now we‘re going to Sepang, where we also tested during the pre-season, but it‘s always difficult to understand where we stand before the race weekend starts. I was very strong in Malaysia last year. The last race at the Phillip Island circuit wasn‘t fantastic, but it was also not so bad, there were some positive points. The Sepang track is of course completely different and has very different conditions from what we experienced at the last round. This GP will be a lot more demanding physically for everybody, but we‘ll see. For sure we will do our best again.”
Valentino Rossi started striongly but again lost grip quickly at Phillip Island
Rins, meanwhile, is under threat from Viñales and Petrucci for third, but he also has something else to think about of late: rookie team-mate Joan Mir. The debutant took his first top five finish at Phillip Island and he’ll be looking to build on that, as well as turn the tables on an incredible race for fellow rookie Francesco Bagnaia (Pramac Racing), who beat him to fourth. Bagnaia, however, was the second fastest man at Sepang in testing, so he’ll be feeling pretty confident about beating Mir – and taking the fight to team-mate Jack Miller once again.
Joan Mir
“I think Sepang could be even better for me than Phillip Island, because I have already ridden there during the test, so I’m more familiar with how it feels on a MotoGP bike. Also, I have won in Sepang in the past, so I’m expecting a good weekend. Everything is going well with my GSX-RR and I feel close to the podium now, maybe my first one can be achieved there…”
Joan Mir
Miller is the man who stands to ruin the Petronas Yamaha SRT party for Quartararo in terms of the Independent Team rider standings, and the Aussie took a stunning home podium last time out as top Ducati. Can he reel in even more ground?
Jack Miller does a shoey on the podium at Phillip Island – Image by Rob Mott
And can Cal Crutchlow (LCR Honda Castrol) get back on the box? The Briton was second Down Under to take his best finish of the season, and that at the track where he suffered his huge and potentially career-threatening crash last year. His is a longer shot at stopping the young hotshot Frenchman, but the maths say it’s possible….
The fight for points at Sepang is sure to be another hard-fought battle, and Red Bull KTM Factory Racing and Aprilia Racing Team Gresini, the latter of which took their best finish last time out, will be hoping to complicate matters even further for those looking for a place in Q2, the top ten and the top five.
Piero Taramasso – Michelin
“The end of this long and exhausting tour of Asia and Oceania is drawing to a close, but that does not mean we are ready to relax, because the Malaysian GP is a very important race and also one that requires the utmost respect. Over the last three events we have had a huge mix of weather, from torrential rain to high temperatures and we now expect to roll that all in to one weekend here in Malaysia, but without the chill we had in Australia! We have probably more data from Sepang than any other circuit, but it still is a track that demands total respect, as it’s very technical, has an abrasive surface and usually the asphalt can be very hot. This is one of the venues where the tyres face the possibility of the greatest difference in conditions, not only over the weekend, but hourly, as we can have torrential rain and then the track dries quickly. The correct rubber is needed to work in those situations and from our intensive testing and knowledge of the circuit we know we have that.”
It is almost guaranteed that Michelin will have to break out the wets again this weekend…
Rins, meanwhile, is under threat from Viñales and Petrucci for third, but he also has something else to think about of late: rookie teammate Joan Mir. The debutant took his first top five finish at Phillip Island and he’ll be looking to build on that, as well as turn the tables on an incredible race for fellow rookie Francesco Bagnaia (Pramac Racing), who beat him to fourth. Bagnaia, however, was the second fastest man at Sepang in testing, so he’ll be feeling pretty confident about beating Mir – and taking the fight to teammate Jack Miller once again.
Leisk retiring from KTM Group general manager role
Section: General
Long-time general manager to be replaced by Brad Hagi from April 2020.
Image: Supplied.
The KTM Group has revealed Jeff Leisk will retire from his role as general manager after more than 25 years of association with the KTM and Husqvarna Motorcycles brands.
Leisk will hand the reins to Brad Hagi, who is currently President KTM Southeast Asia. Leisk will remain with the company until 1 April 2020 to ensure a smooth transition.
A former multiple Australian motocross champion and world championship contender, Leisk moved into the corporate world in the early 1990s and worked with KTM as an ambassador before taking a full-time role within the business in July 2000.
“It has been an incredibly enjoyable and rewarding experience for me, and I am grateful for the support that I have received and the friendships that have been built with our customers, dealers and of course the media,” said Leisk.
“Together with the team in Australia and New Zealand, we have established a strong network and an enviable reputation across all segments to become leading brands in the market. I am confident that the KTM, Husqvarna Motorcycles and WP Suspension brands will continue to grow in this oceania market under Brad’s leadership.
“With the recent sale of the business to the KTM Group, it is an appropriate time for me to take a break from the sport and the industry that I have loved and been a part of for the last 45 years. I am very much looking forward to continuing with my passion for motorcycling on a personal level.”
Hagi comes to the oceania market with a wealth of global experience. He started his tenure with the company in the role of vice president of sales at KTM North America whilst his most recent roles include President KTM Japan and President KTM Southeast Asia. Hagi is currently based in Singapore and will relocate to Sydney early next year.
“I am looking forward to moving to Australia and further developing the KTM Group brands in both the Australian and New Zealand market,” Hagi commented.
“An important factor of the success that has been achieved in these markets with the KTM, Husqvarna Motorcycles and WP Suspension brands is due to the strong relationships that have been built with our dealers and of course our customers, I look forward to continuing this.”
09:00 local time (GMT+8) on Friday is when the Sepang International Circuit will be filled with the sound of motorcycles for the first time this weekend, as the Moto3™ riders kick off their opening Free Practice session. Moto2™ (09:55) and MotoGP™ (10:50) follow suit on Friday morning, with the premier class getting their FP2 session underway at 15:05.
Those 50 points proved pivotal for Augusto Fernandez (Flexbox HP 40), however. Marquez’ closest rival a few rounds ago is now out of the fight but could still play a big role in the outcome, with Phillip Island a definite blip in a solid season. With so many combinations that could decide the it, the likes of Fernandez, teammate Lorenzo Baldassarri, on-form Jorge Martin (Red Bull KTM Ajo) and last year’s Malaysian GP winner Luca Marini (Sky Racing Team VR46) could complicate matters.
In a competitive field with a lot on the line, can they make it some home glory this weekend? We’ll find out, and the likes of Dalla Porta, Arbolino, Canet, Niccolo Antonelli (SIC58 Squadra Corse) and teammate Tatsuki Suzuki will be doing their utmost to stop them. Tune in for Moto3™ this weekend at 12:00 (GMT +8) as the penultimate showdown of the season heats up.
