After covering the first Oran Park WorldSBK event in an earlier column (1988 Link), this time around we take a look at the second WSBK event to be held in Australia – the 1989 round, again at Oran Park.
The first race was run under wet, then drying conditions and was won by Peter Goddard from Rob Phillis and Fabrizio Pirovano.
F to R: Raymond Roche (Ducati 888), Aaron Slight (Kawasaki ZXR750), Rob Phillis (Kawasaki ZXR750).
The weather had cleared for the second race which saw Michael Dowson take the win followed by Raymond Roche and Rob Phillis. A spectacular coming together by Malcolm Campbell and Fabrizio Pirovano on lap 15 saw both fail to finish.
Race 2 podium. Winner – Michael Dowson.
Fred Merkel on the Honda RC30 went on to take his second consecutive championship.
Fabrizio Pirovano (Yamaha 0W01), Raymond Roche (Ducati 888), Malcolm Campbell (Honda RC30).Raymond Roche (Ducati 888).Aaron Slight (Kawasaki ZXR750), Stéphane Mertens (Honda RC30), Fred Merkel (Honda RC30).Graeme Morris (Ducati 851), John Richards (Yamaha FZR750).Fabrizio Pirovano (Yamaha 0W01), Malcolm Campbell (Honda RC30), Peter Goddard (Yamaha 0W01).F to R: Fabrizio Pirovano (Yamaha 0W01), Raymond Roche (Ducati 888), Malcolm Campbell (Honda RC30).Peter Goddard (Yamaha 0W01).The start of race 2.Fred Merkel on the grid for race 2.Roche awaiting the start of race 2.Roche’s Ducati 888 on the grid.Roche on the dummy grid for race 2.Team Manager Marco Lucchinelli on Roche’s bike.The Ducati pit.The Ducati pit.The Ducati pit.Rob Phillis (Kawasaki ZXR750).Michael Dowson (Yamaha 0W01).Fabrizio Pirovano (Yamaha 0W01).Rene Bongers (Yamaha 0W01).Chris Oldfield (Bimota YB4R).Fred Merkel (Honda RC30).Raymond Roche (Ducati 888).Rob Phillis (Kawasaki ZXR750).Jari Suhonen (Yamaha 0W01).Fred Merkel (Honda RC30).Aaron Slight (Kawasaki ZXR750).Raymond Roche (Ducati 888).Aaron Slight (Kawasaki ZXR750).Rob Phillis (Kawasaki ZXR750).Michael Dowson (Yamaha 0W01).Anders Anderson (Yamaha 0W01) follows Malcolm Campbell (Honda RC30).Fred Merkel (Honda RC30).Aaron Slight (Kawasaki ZXR750), Fabrizio Pirovano (Yamaha 0W01).Chris Oldfield (Bimota YB4R).Stéphane Mertens (Honda RC30).Malcolm Campbell (Honda RC30).Michael Dowson (Yamaha 0W01).Fabrizio Pirovano (Yamaha 0W01), Anders Anderson (Yamaha 0W01).Rob Phillis (Kawasaki ZXR750), Michael Dowson (Yamaha 0W01).Rob Phillis (Kawasaki ZXR750), Fabrizio Pirovano (Yamaha 0W01).Fabrizio Pirovano (Yamaha 0W01).Fabrizio Pirovano (Yamaha 0W01, Aaron Slight (Kawasaki ZXR750, Anders Anderson (Yamaha 0W01.Race 2 podium. Third place – Rob Phillis.Race 2 podium. Second place – Raymond Roche.Fabrizio Pirovano is carried back to the pits by a team member.The Pirovano-Campbell accident!The Pirovano-Campbell accident!The Pirovano-Campbell accident!The Pirovano-Campbell accident!
New-look Muc-Off Honda team of Brayton made official
Section: Competition
Oldenburg returns for a second season as Harrison joins him in 250SX series.
Image: Supplied.
Muc-Off has been announced as title sponsor of the Konsky Motorsport-operated Honda team for 2021, signing Justin Brayton, Mitchell Oldenburg and Mitchell Harrison.
The motorcycle care and maintenance brand replaces Penrite as title sponsor, expanding into 450SX in Monster Energy Supercross alongside its existing 250SX effort.
It had already been confirmed that Brayton would be transferring from Team Honda HRC to the team in which he’s won four-consecutive Australian championships, while Oldenburg returns for a second season and Harrison has been named as replacement of Luke Clout.
“I am really pleased that we can finally shout about our plans for 2021,” Konsky said. “It has been four months in the making, with a final push at the 11th-hour to get to this point. Now we are here, I am keen to start seeing results.
“Working with Muc-Off as our new title sponsor for next year has been really refreshing. Their ethos and work ethic has been instrumental in getting us here and I am looking forward to seeing this relationship develop.”
Brayton commented: “It’s super-exciting to be working closely with Yarrive again for 2021, especially with him bringing an exciting new brand to the table – his passion and enthusiasm for this sport has been a positive influence on me.
“We have seen a lot of success in Australia, so I hope to relive this in the US next year. I have been riding the new 2021 CRF 450R and I am feeling comfortable on it, testing has been great so now I just need to put it all together and focus on a strong and consistent season.”
Muc-Off will be supplying the team with a full supply of their innovative motorcycle products from their Clean, Protect and Lube systems. This includes the renowned pink Nano Tech Bike Cleaner, the flagship product that launched the brand back in 1994.
“When I started the company it was a dream of mine to be working at the pinnacle levels of motorsport, so I am pumped that we are at the point where we can be title sponsors of an exciting Supercross team in such a dynamic and globally admired series,” stated Alex Trimnell, Muc-Off CEO.
“We look forward to working with the Muc-Off Honda team in developing new and exciting products, as well as supporting them in their mission to be a leading player in the sport. To see the brand with so much presence at this level of racing, makes me very and this I know is shared throughout the whole team at Muc-Off.”
The Kawasaki 650 LT received its last major update in 2015 and with ample storage capacity, a friendly parallel-twin engine, as well as an agile chassis — this middleweight sport-touring machine still entices. Photos by Kevin Wing.
When the current generation of Kawasaki’s Versys 650 LT appeared on the scene in 2015, the motorcycle landscape was a different place. Things like full-color TFT instrument panels, ride-by-wire throttles, and electronic aid packages with IMUs were reserved for an elite class. Today, those features are all but ubiquitous among liter bikes in nearly every category. They have even begun trickling down to select middleweights. Heck, the latest Kawasaki Ninja 650 has a TFT display with Bluetooth connectivity.
In a rapidly advancing world, the Versys 650 LT has studiously marched on, gaining a devout following for its affordability and utility. Its basic analog and LCD dash works well enough — the first LT came out long before ride modes were a twinkle in an engineer’s eye for this segment. Modern LED headlights would be an improvement over its halogen bulbs. The 649cc parallel-twin engine is eager and astoundingly dependable while missing some of the excitement seen in competitors. All of that is mated to a compliant chassis that’s proven itself in commuting and touring roles.
A basic analog and LCD instrument panel is easy to read, including helpful features like a gear indicator. Simple and effective.
What I’m describing isn’t the flashiest model with the latest whiz-bang gadgetry; although ABS is standard, the 2020 Kawasaki Versys 650 LT is a blue-collar workhorse — a bike of the people.
Two essential features define the LT model: hand guards and key-matched, quick-release 28-liter hard saddlebags that will hold a full-face helmet in each side. That’s plenty of storage for trips, short and long.
With a wet weight of 501 pounds, the 650 LT is commendably agile, tipping into corners easily. A slightly stiffer suspension setup would boost chassis confidence.
Saddle up on the 650 LT, and you’re met with a bolt upright, neutral riding position, and riser handlebars that elevate your arms comfortably. Interestingly, the seat height is a somewhat lofty 33.1-inches, but the pleasantly plush saddle and compliant suspension squish down, allowing my 32-inch inseam to plant my feet on the deck. Also, Kawasaki has done a decent job of keeping the Versys 650 LT chassis at a trim width, further aiding the plight of shorter riders. Toss in the adjustable windscreen, standard hand guards and decently sized fairing, and the rider is adequately protected from the elements on long rides or short. From the handlebars to the footpegs, just about every touch point is rubber damped or counter-weighted, whittling the engine’s vibrations down to a tolerable minimum.
The Versys’ beating heart is a 649cc DOHC parallel-twin powerplant, which churned out a respectable 63.2 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm on the Jett Tuning dyno. There are more powerful machines out there, yet I’d wager that this level of performance is about what most riders need. It’s approachable, welcoming and never overwhelming, happy to chow-down miles at freeway speeds or plod along in traffic — made that much easier by the light slip-assist clutch.
The 649cc proven parallel-twin engine provides tractable, predictable power that’s approachable, along with stout reliability.
Tractability is the name of the game on the 650, building power predictably and progressively until plateauing in the upper rev-range. There is some low-end grunt to be had, while ample mid-range power steals the spotlight’s attention. The 180-degree crank layout and pitter-patter exhaust note don’t exude performance by any stretch of the imagination. Still, the engine has a pleasing personality, revving up quickly once you crack the whip, capable of eking out more than an approving smirk. The only hiccup in the works is abrupt initial throttle response.
The LT’s sporty 6-speed transmission certainly gets a workout in the twisties, and you’ll also have the assist and slip clutch to help prevent wheel hop, should you bang down through the gears with too much gusto.
The conventional headlight setup does its best, but riders would benefit from an LED upgrade.
I suspect that many find the Versys 650 LT’s cooperative handling to be a high point, and I count myself among that group. Tipping the 650 into corners requires little to no effort, and it does so nicely, which is impressive considering its sizeable 501 pound wet weight. In urban and canyon environments, its adept flickability is one of its outstanding characteristics, paying dividends for novice and intermediate riders alike.
The 41mm fork with adjustable spring-preload and rebound damping and the shock featuring a snazzy spring-preload adjuster hide all of the road’s maleficence quite well, thanks to a relatively soft setup, though it’s unusual for a rear shock on a sport-touring bike to lack rebound damping adjustment. Still, to the potholes in the urban sprawl, phooey, I say!
28-liter hard cases are standard and fit a full-face helmet. They’re also incredibly easy to install and remove.
Of course, that is a setup choice done in the name of comfort. There is a downside: when faced with rough tarmac while cornering or correcting lines at pace, some nervousness is felt through the front end, which could be quelled by beefing up the springs and damping circuits. Luckily, the rear doesn’t suffer from the same issues.
The positives and negatives of the chassis are underscored on the wonderfully diverse stretch of tarmac known as California Route 58. The 650 LT’s agility shines when whipping through the winding sections of road, while riders with sportier desires may want a tauter chassis, less prone to fidgeting when leaned over on the edge of the tire. On abused sections of highway, the cushy suspension setup pays off in outright comfort.
Between the adjustable windscreen, hand guards and ample fairing, the 650 LT offers good wind protection.
Dual 300mm discs and 2-piston calipers in the front handle braking duties, providing decent stopping power and adequate feel. In the rear, a basic 1-piston caliper and 250mm disc are useful for line correction or low-speed maneuvering.
After a respectable run, the 2020 Kawasaki Versys 650 LT still has a solid foothold in its segment — it isn’t long in the tooth quite yet, but it is on its way. There is some salt and pepper in its hair concerning its technological offerings, yet even now it remains a good platform. Priced affordably and capable of filling multiple roles, the Versys 650 LT checks quite a few boxes for riders, making it a commendable workhorse.
Ducati and the LEGO Group present the latest model in the LEGO® Technic™ line: the Ducati Panigale V4 R. This release is the result of a licensing agreement signed by LEGO Group and Ducati Motor Holding. This is the first-ever brick reproduction of a Ducati motorcycle. Ducati wanted to ensure LEGO expressed and respected the values of ‘Style, Sophistication, and Performance’ that characterizes the brand, and LEGO did exactly that.
The Ducati Panigale V4 R is the most powerful and high-performance Ducati of all time, with 221 horsepower delivered at 15,250 rpm (234 hp / at 15,500 rpm) thanks to the 998 cc Desmosedici Stradale R, an engine formulated to compete on the track in the WSBK championship.
Per Ducati’s website, the LEGO® Technic™ Ducati Panigale V4 R measures 32 cm in length, 16 cm in height, and 8 cm in width and is the first motorcycle model in LEGO® Technic™ history to include a gearbox to simulate different speeds and riding techniques.
“We have all been children fond of LEGO bricks and I think it is easy to understand that this new licensing agreement between Ducati and the LEGO Group is like a dream come true. Two excellences that share the same values of dedication, passion, and attention to detail come together to give life to a unique experience” said Alessandro Cicognani, Ducati Licensing Director. “Our hope is that the Ducati Panigale V4 R LEGO® Technic™ can bring together, excite and entertain children and parents, but also all the fans who ride their motorbikes every day.”
“The Ducati Panigale V4 R is such an elegant icon and a masterpiece of technology” states Aurélien Rouffiange, Senior Designer of LEGO Technic. “It was essential for me to include as many details and features as I could, to capture all the curves and the unique design of the Red icon, to create for the first time a functioning gearbox and steering as well as a V4 cylinder engine that spins. To me, riding is all about the sensation you feel in connection with the road on your motorcycle. I hope that building the LEGO TECHNIC Panigale V4R model brings you the same excitement. Not only a play experience but also a way to learn about mechanics, power, and technology. The beginning of a long journey with a lot of fun and passion.”
“Being one of the first to have built with bricks the model of an icon such as the Ducati Panigale V4 R was exciting”, stated Paolo Lazzarin, General Manager of LEGO Italia. “The set perfectly captures the spirit and design of the original thereby transforming the concept of performance: pure adrenalin racing and full control. This model is the brainchild of the partnership with Ducati Design Center and I am convinced that LEGO fans of all ages will appreciate the attention-to-detail in this amazing motorcycle replica created by LEGO Technic.”
The LEGO® Technic™ Ducati Panigale V4 R model, created with 646 pieces, is designed for fans aged 10+ and will be available in Ducati dealerships, in the Ducati Online Shop, in LEGO Stores, in the LEGO Online Store, and in LEGO Brand Retail Stores priced at $69.99.
HEP becomes lead Suzuki team and confirms Hartranft signing
Section: Competition
450 class rookie to join Anstie and Enticknap in new-look primary effort.
Image: Supplied.
HEP Motorsports has become the lead Suzuki team in Monster Energy Supercross and Lucas Oil Pro Motocross for 2021, adding Brandon Hartranft to its three-rider roster.
It’s been no secret that former TLD KTM rider Hartranft was moving up to the 450 class with HEP alongside the returning Max Anstie and Adam Enticknap.
Twisted Tea will remain the title sponsor of HEP through next season, with Suzuki extending its commitment to the program after the closure of outgoing factory team JGRMX.
Of this year’s JGRMX Suzuki riders, Joey Savatgy has signed with Rocky Mountain ATV/MC KTM, Alex Martin has a Manluk Rock River Yamaha Merge Racing deal and Fredrik Noren will be Kawasaki-mounted in an independent effort.
All three riders will compete within the premier class riding factory-backed RM-Z450 machinery next season, the squad set to formally debut at Houston’s Supercross season-opener on Saturday, 16 January.
Aprilia designer/engineer Jan Witteveen was the first to take advantage of the rule change which allowed twin-cylinder bikes to have a minimum weight of 105 kg, compared to four cylinder bikes’ 130 kg. Honda later followed suit (in 1996) with their NSR500V.
Romboni’s 1997 Aprilia RSW-2 Racer
Aprilia began its premier class campaign in 1994 with a bike that was basically their RSV250 V-twin enlarged to 410 cc with Loris Reggiani as the rider.
For 1996 a dedicated chassis was employed, not a modified 250 cc frame, the capacity grew to 430 cc, then to 460 cc half way through the ’97 season. The motor architecture precluded any increase past 460 cc.
Romboni’s 1997 Aprilia RSW-2 Racer
It was for this reason the company sat out 1998 while a completely new 498 cc motor was developed. This first saw action in 1999 with Tetsuya Harada as the pilot. He was joined by Jeremy McWilliams for the 2000 season.
Romboni’s 1997 Aprilia RSW-2 Racer
The RSW-2’s (and the NSR500V’s) main problem was despite being theoretically capable of faster lap times than the heavier four cylinder bikes, in reality the horsepower advantage of the fours (usually around 50-60 plus hp) provided greater acceleration, meaning the twins weren’t able to use their superior cornering speed to get past the fours. Good results were thus rare.
Romboni’s 1997 Aprilia RSW-2 Racer
Reggiani finished the ’95 season in tenth (with seven top ten places), Doriano Romboni 19th (two top ten places) in ’96 followed by nine top ten finishes in ’97 including the bike’s first podium – a third at Assen, and tenth overall for the season.
Harada came tenth in 1999 with six top ten places including two thirds. McWilliams and Harada between them scored eight top ten places in 2000 (including two thirds by McWilliams) for 14th and 16th overall.
Aussie Sidecars to join ASBK at Winton & Wakefield in 2021
The ASBK Management Team have announced the return of the Horsell Australian F1 and F2 Sidecar Championship to the ASBK calendar in 2021.
Australian Sidecars at ASBK – Image by TBG
The Australian Sidecar Championships will join ASBK at Winton Motor Raceway in Benalla, over the March 12-14 weekend and again at Wakefield, over the April 16-18 weekend. These two rounds will constitute the first and second rounds of the Sidecar championships.
With continued support from Horsell and Pagid Brakepads, the 2021 season is shaping up to be hard fought battle in both F1 and F2 sidecar categories with additional rounds to be announced in the coming weeks. Spectators are also being promised an even better spectacle, with ASBK Sam Redfern excited to make the announcement.
Sam Redfern – ASBK Events Manager
“We are very excited to have the Australian F1 and F2 Sidecar Championship back on track in 2021. The sidecars have always provided race fans with sensational action and close racing at both Winton and Wakefield and we are sure both rounds will attract strong fields. While COVID-19 meant sidecars were unable to get on track in 2020 we know teams will be itching to kick-off 2021 in style at Winton Motor Raceway.”
Corey and Danyon Turner lead Stephen Bayliss and Aaron Wilson – Image by Rob Mott
Additional Australian F1 and F2 Sidecar Championship round dates will be announced in the New Year.
You can find the 2021 ASBK calendar below, with the season kicking off at Phillip Island in February, before being joined by the Sidecars for Rounds 2 & 3 at Winton and Wakefield. Then ASBK heads to Hidden Valley Raceway for Round 4 in Northern Territory, followed by Morgan Park in Queensland for Round 5.
The Bend Motorsport Park will hold the penultimate round in South Australia, while the season finale, Round 7, is yet to be confirmed but is noted down for November.
Australian Sidecars – Image by TBG
The Australian round of the MotoGP is currently scheduled for October 24, with the Australian WorldSBK round date still to be confirmed subject to contract, but currently expected to follow the November 12-14 Indonesian round.
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