Chaz Davies and the Aruba.it Racing Ducati team have struck early at Motorland Aragon by topping combined free practice at the fourth round of the 2020 Motul Superbike World Championship (WorldSBK).
Michael Rubin Rinaldi (Team GOELEVEN) made it a Ducati one-two while Jonathon Rea (Kawasaki Racing Team WorkdSBK) was third overall and topped the afternoon session. Alvaro Bautista (Team HRC) was fourth at the venue he dominated last year. After a fall at turn one in FP1, Bautista failed to show for FP2 as the team battled to fix an oil leak issue.
Tom Sykes (BMW Motorrad WorldSBK Team) finished fifth while the Ten Kate Racing Yamaha of Loris Baz made it five different manufacturers in the top six, with all of the top six setting their fastest times in the morning session.
Alex Lowes (Kawasaki Racing Team WorldSBK) had the seventh best time overall and was second in the afternoon session while Scott Redding (Aruba.it Racing Ducati) also showed improvement in the afternoon, taking third in that session and eighth overall.
The PATA Yamaha WorldSBK Official Team duo of Michael Van Der Mark and Toprak Razgatlioglu were ninth and tenth respectively.
Image: Supplied.
In World Supersport, championship leader Andrea Locatelli (Bardahl Evan Bros. WorldSSP Team) continued his strong run of results, topping the combined timesheets ahead of Jules Cluzel (GMT94 Yamaha) and Hannes Soomer (Kallio Racing) in third. Australian Lachie Epis (MPM Routz Racing Team) improved in the afternoon session to finish 19th.
World Supersport 300 resumes battle at Aragon with Frenchman Hugo de Cancellis (Team TRASIMENO) heading the combined Group A and Group B times. He was just ahead of Scott Deroue (MTM Kawasaki MOTOPORT), both from Group B, with teammate Jeffrey Buis taking third and heading Group A. Australian Tom Edwards (Kawasaki ParkinGO Team) finished ninth while Tom Bramich (Carl Cox-RT Motorsports by SKM-Kawasaki) has work to do in 41st.
European riding gear manufacturer Macna have released Bora Pants designed to complement their new Aerocon Adventure Jacket for the coming Aussie summer.
Like the jacket, the pants meet stringent new European CE safety standard EN17092 protection standards.
They are made of 600D Ripstop Polyester Nylon and Polyester Mesh which makes them light, yet tough.
For summer riding comfort, they feature air vents through the legs and thighs, plus heat shields on the lower legs to protect against hot engines and header pipes.
Safety features include RISC Level 1 ventilated CE knee armour and CE hip protector prepared pockets for hip armour which is not included.
Other features are anti-slip material on the backside, adjustable waist, plus pockets in the thigh and lower leg.
They come in men’s sizes S/ 30” to 3XL/ 40” in black at $A249.95.
Since Australian distributors Link International began importing European riding gear from Macna in 2017, we have reviewed several items and found them all to be technically clever, comfortable and safe.
Is the Suzuki V-Strom 1050XT the Goldilocks of sport adventure tourers? You know, not too cold and not too hot, but just right on value, features, performance, handling, and comfort.
It’s been around since 2002 as the DL1000 and now the proven and bulletproof engine has been upgraded to Euro 5 spec with fly-by-wire throttle, more power, and more techno.
They include cruise, hill hold, slope and load-dependent braking, ride modes, traction control, leaning two-stage ABS and LED lighting.
The only thing missing is self-canceling indicators.
Otherwise, I reckon the flagship XT model is an ideal bike for touring our wide brown land in safety, comfort and style.
In fact, I reckon it’s the most stylish of all the sport adventure tourers, especially in the “Marlboro” colour scheme of my test bike. It looks like a handsome Dakar attacker!
The smooth ride-by-wire throttle and upgraded Bosch inertial measurement unit (IMU) on the XT allow for the host of hi-tech functions that make sport-touring safer and more effective on just about any road surface.
However, even the first level of ABS and traction control are still a little too interventionist on dirt roads. I’d prefer a bit more brake lock and wheel spin for tighter and more controlled cornering on gravel. It would be also handy to have the ability to switch off the ABS on the back only.
Otherwise, on gravel, it’s probably best to just switch off both traction and ABS.
The front brakes are very effective and responsive but probably with a little too much initial bite for gravel roads, while the rear brake has good feel and effect.
The XT’s braking system also features Hill Hold, Slope Dependent, and Load Dependent controls.
Hill hold automatically applies the rear brake when stopped on an upward slope to prevent it from rolling back; Slope Dependent control monitors the angle of the bike on a downhill slope to prevent rear wheel lift; and Load Dependent system automatically compensates for solo riding, two-up and luggage.
Other tech features include Low RPM assist which adds some revs so you don’t snuff it when taking off at the lights and the Easy Start one-button ignition/kill switch.
At the heart of the 1050XT is the creamy mid-torque feel of the 1037cc V-twin engine that now comes with three engine modes to smooth out throttle response for low-traction surfaces.
Transmission is like most Japanese gearboxes: silky smooth, faultless, and easy to find neutral.
While the drivetrain won’t set your hair on fire, acceleration is brisk and response is crisp. Goldilocks would find it just right.
So is the handling.
Factory settings closely suit my 75kg frame. I just needed to wind off a bit of rear preload with the convenient knob on the left side of the bike.
Heavier and lighter riders should be able to adjust the rear preload and fiddle with the fully adjustable 43mm KYB inverted front forks to find a setting that would even suit Goldilocks!
Its long-travel springs provide a plush and comfortable ride across the roughest country roads. Yet it still feels agile and sharp for an adventure tourer with a big 19-inch front wheel.
Suzuki’s big V-Strom feels just right for most roads, inviting you to travel far and wide and to facilitate your travels it arrives with a choice of two luggage accessories kits.
The Voyager pack features aluminium panniers and top box in powder-coated black ($3599) and anodised silver ($3699).
The Trekker Pack ($6199 in black and $6299 in silver) includes Suzuki plug-and-play heated grips, LED fog lamps, and a 4mm aluminium skid plate.
Pillions will enjoy the generous-sized seat and large hand grips.
However, some riders might find their seat too short and may even get pinched on the backside by the join with the separate pillion seat.
I found it very comfortable sitting forward on the seat which narrows as it approaches the tank.
This not only makes it ideal when standing for off-road riding, but also easier to get your feet on the ground despite the high 850mm perch. I’m just over 6’ tall and can place both feet flat on the ground with a slight knee bend.
I like the standing position, but I would roll the bars forward just a fraction and I’d prefer the big rubber-covered footpegs a little further forward. The pegs also get in the way when you stop and put your foot down.
The firm vinyl seat feels comfortable at first but it does get tiring toward the end of a long day in the saddle.
While the adjustable windscreen provides plenty of chest protection, it creates a lot of wind turbulence around your head in either the low or high position. I’d either remove it or add a deflector accessory on the top.
It’s also annoying that you have to get off the bike to adjust the screen with the handle on the front.
(A word of warning: When following a truck, the windscreen creates a bit of weave at highway speed.)
Making your touring more comfortable and convenient is the cruise control with the on/off switch next to the throttle and the setting controls on the left switchblock. You can set speeds in fourth gear and above between 50 and 160km/h.
These same controls also allow you to toggle through the reams of information and adjustment on the massive LCD screen.
While the screen is visible in all lighting conditions, some of the information in the bottom right hand corner is small and difficult to read.
Good to see the addition of a USB port to the left of the instruments, making it even more convenient for Goldilock’s next big adventure.
Suzuki V-Strom 1050XT
Price:
$20,990 ride away
Engine
1037cc 90° V-twin, liquid-cooled, DOHC
Transmission
6-Speed constant mesh with back-torque-limiting clutch
Suspension (front)
43mm KYB inverted forks with adjustable compression, rebound and spring preload
Suspension (rear)
Link type, KYB shock with adjustable rebound damping and spring preload
American start-up Kirsh Helmets has started producing helmets that have a slimmer shell without compromising safety.
Instead of thick EPS foam, inventor Jason Kirshon uses a thinner layer of silicone and silicone fluid.
He says the fluid displacement liner is designed to move impact energy from all directions and will be the safest in the world.
The advantage of their technology is that the helmets are slimmer, which means less aerodynamic drag for reduced wind noise, “helmet lift” and neck ache, as well as a more fashionable look.
They also claim the smaller profile will reduce the helmet radius which should be critical in reducing rotational torque in a crash and reduce the likelihood of neck injuries.
Harley rider Jason announced his invention in 2017 and they are now in production in the USA and taking advanced orders for their half helmet, a style which constitutes about 40% of the American market.
First deliveries to customers are expected later this year.
While the company has only produced a half helmet with American DOT certification, they plan to also produce open-face, full-face and modular helmets.
Co-founder of the New York company, Donald Devito, says they have seven patents pending and are seeking European patents so they can develop the other helmet styles as half helmets are not permitted under European rules.
“We’ve received a lot of interest in the USA and from all over the globe and have been the official helmet of the Sturgis Motorcycle Rally for the last three years,” he says.
“We’re doing a pretty good job for a young company.”
Kirsh Helmets has also employed 35-year Harley-Davidson Motor Company veteran Steve Piehl to consult on the motorcycle industry.
“I have ridden all over the world and have worn every type of helmet,” Steve says.
“When I put on a Kirsh half helmet, it fits tighter and doesn’t lift on the highway. When you turn your head you also don’t get that pull.
“And because it’s a smaller-size helmet, it doesn’t give you that mushroom look.
“This is as close to a no-helmet experience as you can get and still have that protection.”
He says they use smaller shell sizes in all helmets because they don’t need up to 2cm of EPS foam lining to protect your head.
“Our data says we are doing really well in head protection,” he says.
“I feel more comfortable in a Kirsh than any other helmet.”
Jason Kirshon (left) and Donald Devito, Founders of Kirsh Helmets
Steve says pricing will be comparable to other helmets in the mid-to-high end.
They are also looking at eventually adding smart helmet technology such as head-up display, cameras, intercom and more.
The helmet technology will also be used for other sporting helmets such as cycling and football.
Ducati Australia has announced pricing and delivery for the updated Scrambler 1100 PRO and Sport PRO models.
They arrive in September at $A18,400 ride away for the PRO and $A21,100 for the Sport PRO.
That compares with current 1100 Scrambler prices ranging from $19,790 to $22,990 for the Sport edition with Öhlins suspension.
When they were unveiled in January there was a lot of hoopla for what amounted to only a few cosmetic changes.
For example, the engine is the same.
2020 Ducati Scrambler 1100 Pro
The only mechanical change is that both now come with Öhlins suspension like the current 1100 Sport.
Most changes are cosmetic, although they do represent a sizeable shift in styling.
The most significant is that the two new Scrambler 1100 Pros dispense with the ugly looping brake cable.
That looping cable was originally designed to be reminiscent of their original 1970s Scrambler 450 with high and wide off-road bars. But many riders hate it and have shortened or rerouted it.
The neater cabling is a welcome addition as is the Icon-style short rear fender and remote mudguard/plate holder.
The bars on the current 1100 are exceptionally wide. These are now black, narrower and shorter, with the Sport edition getting low-slung flat bars and Café Racer-style bar-end mirrors.
However, turning circle hasn’t been changed from a low 33 degrees.
The other major change is the twin-stacked right-side mufflers. The Sport edition gets a brushed titanium-look finish.
Scrambler 1100 Pro comes in two-tone “Ocean Drive” (silver with an orange pinstripe) and black steel trellis frame and rear aluminium subframe.
Scrambler 1100 Sport Pro features matt black paint with black gloss “1100” on the tank.
LCD instruments and other details, dimensions and tech secs seem to be the same as the current 1100 models.
Ducati Scrambler 1100 Pro and Sport Pro
Engine:
Engine: 1079cc, L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Riding Modes, Power Mode, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket
The top-selling electric motorcycle company in the world, Zero Motorcycles, looks like it is heading off-road.
The Californian company has filed two trademarks for “Zero FX/E” and “Zero DSR/X”.
There is no explanation in the filing with the American patents and trademarks office, but we suspect these mean they are going off-road.
The FX model is a supermoto and we think the “E” could mean enduro. It certainly wouldn’t mean electric as it is already electric!
As for the DSR, that’s a dual-sport bike, so the X could simply mean it is more extreme in its dirt abilities.
Electric dirt bikes make a lot of sense as they don’t require the extensive range of a road bike and they don’t disturb the peace and quiet of a forest or annoy the neighbours.
“I’m absolutely over the moon for the fact that a team like Gresini Racing has chosen to bet on me for next year as well. I must admit that it is sort of ‘liberating’ as I can now ride with less pressure, at least from thi point of view. It’s obvious that this first year is a learning experience: we are working well and things are going the right way, but in 2021 we will try to raise the bar a bit, even though this shortened season is not helping ahead of the next one.”
The test is about more than just track time, however – it’s also chance for riders and teams to work together in the paddock environment for the first time, and for the whole NTC paddock to start to get to know each other. That also includes the class of 2020 meeting their rider coach, Dani Ribalta, who will be mentoring them throughout their time in the Cup. The goal is, after all, to win… but it’s also to learn, improve and make a step forward in their careers.
This is one of the very few remaining original Gilera 500/4s, rather than a modern replica. Only fifteen were constructed during the decade plus they competed for.
An original Gilera 500/4 racer
Its original motor is “on the shelf” and another period motor (with providence) is now installed. It was a factory bike, raced in 1957, then retired when Gilera (together with Mondial and Moto Guzzi) quit GP racing at the end of that year.
The Gilera 500/4 with it’s clothes off, this model runs a period motor, with the original shelved
In 1963 however Gilera returned to competition (using the very same ’57 machines) with the “private” Scuderia Duke team. The factory continued to race the bikes, with a number of podium placings, right up until the end of the 1966 – not bad for a design that traced its beginnings to the pre-war water-cooled supercharged Rondine (1939 Gilera 500 Rondine – Link).
When Gilera returned to racing they did so with the 1957 Gilera 500/4
The air-cooled, post-war version first appeared in 1948 and was designed by Ing. Remor (who moved to MV Agusta at the end of 1949 and designed a very similar motor for them), Gilera went on to win the Rider’s Championship in 1950 (Masetti), ’52 (Masetti), ’53 (Duke), ’54 (Duke), ’55 (Duke) and ’57 (Liberati).
An above view of the powerplant
Output was over 70 hp at 10,500 rpm and the bike had a top speed of about 260 km/h.
Sean Wotherspoon is a rising stars of youth fashion in the USA, and at EICMA in 2019, the partnership between the Vespa brand and Sean Wotherspoon presented the first examples of a relationship. The Vespa Primavera Sean Wotherspoon is a limited edition special that Vespa claims ‘expresses the creative energy of both Vespa and Sean’. Yeah, okay, it sure is colourful though!
Primavera Sean Wotherspoon Special Edition
Sean’s style is described by Vespa as ‘a vintage contemporary twist in his trademark manner, using a kaleidoscopic mix&match approach rooted in the ’80s and ’90s.’
The livery of Vespa Primavera Sean Wotherspoon stands out for its 80s-style colour. Yellow, red, dark green and aquamarine envelop the vehicle, embellished with white inserts such as the front tie, the profiling of the Vespa silhouette and the wheel rims, the edges of which feature a replication of the contrasting Vespa logo.
Primavera Sean Wotherspoon Special Edition
The design is completed with chrome finishes for the headlight frame, luggage rack and passenger handle, and black details such as the hand grips and silencer cover. There is also a blend of materials including metal, plastic, velvet and rubber. In pure Vespa tradition, the body is made of steel, a distinguishing mark of the Vespa right from its inception.
The red foot board (in the same colour as the shock absorber), in plastic and with a blue rubber insert, stands out on the metal body. Wotherspoon has chosen a light brown ribbed velvet for the saddle. To this he has added a white finish and his distinctive street artist’s tag is placed on the front alongside the classic Vespa logo in white.
Primavera Sean Wotherspoon Special Edition
A graphic serially repeats the name ‘Primavera’ for an original optical perspective. Vespa Primavera Sean Wotherspoon will be available in late-September 2020 for $7990 MLP + ORC at a selected network of dealers in the 150 cc engine capacity.
Primavera Sean Wotherspoon Special Edition
Vespa Primavera Sean Wotherspoon Specifications
Engine
I-get single cylinder, 4 strokes, 3 valves, 154 cc
Bore x Stroke
58 mm x 58.6 mm
Compression Ratio
N/A
Claimed Power
9.5kw at 7750 rpm
Claimed Torque
12.8Nm at 6,500 rpm
Induction
Electronic Injection PFI (Port Fuel Injection)
Gears
CVT with torque server
Clutch
N/A
Frame
/
Forks
Single arm with helical spring and single double-acting hydraulic shock absorber
Shock
Double-acting shock absorber, adjustable to four positions at preloading
