The Yamalube Yamaha Racing team gave two loyal and passionate Yamaha riders the red carpet treatment and let them be ‘Factory for a Day’ in a once in a life time experience.
Imagine the feeling of a race team rolling into your local club day, setting up the truck, allowing you to ride their race bikes, supplying mechanics to take care of you and your bike, decking you out in team gear, having a pro rider on hand to give you tips and the whole thing recorded on film to relive over and over again.
It would have to feel pretty good, right? And your mates would have to be jealous! That’s exactly what happen recently when the Yamalube Yamaha Racing team offered two lucky and deserving Yamaha customers to be ‘Factory For a day.’
The team truck pulled up at the Kilcoy Motocross track, northwest of Brisbane and gave two lucky riders a true bLU cRU, money can’t buy experience with all the trimmings. Zack Kerlin and Joel Antees were selected because of their long term loyalty to Yamaha and they both got the rare and glamorous insight into a manufacturer supported motocross race team.
Zack Kerlin
“What an awesome day,” says an excited Zack Kerlin. “I couldn’t believe it when Yamaha contacted me and offered this to me. Every rider dreams of riding for a major team and the team went all out to make it special and everything was taken care of.
“Riding Levi’s bike was amazing, the Scott gear was perfect, having Nabe and Jay Wilson look after me all day was so cool and this just motivates me more to be a professional racer because today was the best.
Zack Kerlin with mechanic Nabe
“Thank you to everyone at Yamalube Yamaha Racing, Michael at Northstar Yamaha and everyone involved who made this happen for me. I won’t forget it and for Yamaha to do this shows why they are the best company. Thank you!”
Zack Kerlin
15 year old Kerlin was selected via the Northstar Yamaha dealership where Michael Edwards, the owner, nominated the Kerlin family as loyal customers who have been with the Yamaha brand for years and the ‘Factory for a Day’ offer was a good reward for their years of loyalty.
Joel Antees represented the team in the MX2 class and rode Jay Wilson’s YZ250F. It’s a big step from his personal bike to a near new, meticulously prepared team bike but with just a couple of tweaks, Joel was on the pace.
Joel Antees with mechanic Mike
“It was almost overwhelming,” Joel begins. “The truck rolls up, three guys jump out, set it up, pull out the race bikes, Jay hands me my gear for the day then we roll to the start line and there are four people to assist me with two camera guys in tow. It was like I was Dylan Ferrandis.”
Joel Antees
“But I had such a cool day and I really wanted to do well for the team who had put some much effort. Mike had the bike in perfect condition every time I hit the track and he made a couple of changes to suit the track for the last moto that worked really well.
“I liked the yellow SCOTT gear, it stood out on the track and the team did such a good job of making it fun and enjoyable. Thank you to everyone that helped on the day and all my mates are telling me I need to hook them up if the team does it again.”
Joel Antees
This unique experience was something that the Yamalube Yamaha team were happy to provide and the genuine happiness of the riders and families capped off a sensational weekend. And at the end of the day, the riders were able to keep the team issue SCOTT gear they raced in, a Yamalube show bag full of quality lubricants, Yamaha shirt and cap, a team issue poster with their riding image on it as well as a range of photos and video from the day.
“For us as a team, most race weekends come with pressure to perform and as we set a high benchmark for ourselves but “Factory for a Day” wasn’t about a result. The team all pulled together with our sponsors to make it not just an experience for the riders, but also a memorable one for us and something we really enjoyed.
“The Kilcoy club allowed us to put the day on and were happy to work with us and it was well received by everyone there. In fact, I thought we were running 10 factory riders for a day at one stage such was the popularity around the truck.
“Both riders and families were great to deal with and we hope we have given them a taste of the life of a factory racer and how a race team works on race days. The day was a great success and something we will do again in the future,” said Yamaha’s Scott Bishop.
You’d think 214 bhp in the wet would be frightening, like stepping into a bull ring for the first time and running around in a red cape. That much power and force should be overwhelming in the wet – but the new 2020 Aprilia RSV4 Factory has ensured it isn’t.
This is the most advanced RSV to ever leave the Aprilia factory, and it now comes fitted with the latest electronic Smart EC 2.0 Öhlins suspension and steering damper, and alongside some clever rider aids, it makes this supersonic superbike quite usable in the wet.
Wet conditions proved the ideal testing ground for the RSV4 1100 Factory
And it’s far easier to set up, too. Its semi-active suspension now has three ‘active’ modes and three ‘static’ modes, which are electronically adjustable from the buttons on the left ’bar.
You could argue Aprilia is a little late to the game given the major manufacturers already have electronic semi-active suspension. But, to quote Aprilia directly, “We would never use semi-active suspension until the stopwatch demonstrated an improvement in terms of lap times. That time has come. After two years of development in close contact with Öhlins technicians, and thanks also to experience gained with the Tuono V4 1100 Factory, semi-active suspension now features on the top-of-the-range RSV4 1100 Factory.”
The Factory features Smart EC 2.0 Öhlins suspension
Aprilia has extensively tested the new Öhlins electronic suspension at tracks like Imola and Mugello, and is claiming the new RSV4 1100 Factory is now half-a-second faster as a result. So 214 bhp, 177 kg dry – all sitting alongside some huge electronic advancement. I was like a kid on Christmas Eve.
We headed to a very wet Vallelunga race-track just outside Rome to put it through its paces. If it worked in the wet, I reasoned, then it’s sure to work in the dry.
Taking Your Money
It costs $38,690 Ride-Away, so Aprilia is slotting the new RSV4 factory right into the middle of the pricing war. It’s cheaper than Honda’s Fireblade CBR1000RR-R SP at $49,999 +ORC, and cheaper than its closest rival, which is arguably Ducati’s Panigale V4 S at $40,390 Ride-Away.
The 2020 Aprilia RSV4 1100 Factory edition
Interestingly the previous V4 1100 Factory, with conventional Öhlins suspension was listed at $33,990 + ORC, so you’re only paying $3000-odd for the clever electronic suspension once you factor in on-road costs. Both Kawasaki’s ZX-10SE and Yamaha’s R1M come with semi-active suspension and are cheaper again; the Yamaha at $34,999 Ride-Away and the Kawasaki at only $25,999 Ride-Away.
Power and Torque
So when did 200-plus bhp become normal? Quite recently, actually. In today’s superbike battles, if you haven’t got over 200 bhp to warm your tyres, you’re effectively bringing a knife to a gun fight.
The V4 engine remains unchanged for 2020, which means 214 bhp at 13,200 rpm and 122 Nm at 11,000 rpm. At the start of 2019, the RSV4 was upped in capacity from 1000cc to 1077cc by keeping the stroke the same but increasing the bore from 78mm to 81mm, and although power remains identical on the ‘new’ model, it’s still hugely impressive.
The 2020 RSV4 1100 Factory retains the 1077 cc V4 delivering 214 bhp
It’s not a one-trick pony either; torque from the V4 is stunning and, on paper, its 122 Nm blows away the Japanese competition. It is only edged out by the slightly larger-capacity Ducati (Aprilia: 1077 cc, Panigale: 1103 cc), with a quoted 123.3 Nm of torque.
Engine, Gearbox and Exhaust
The team that designed the fly-by-wire fuelling deserve a huge pay rise, because it’s perfect. I recently rode the new 1100 Tuono on track and couldn’t compliment the fuelling enough. It’s the same story with the new RSV4 Factory. It’s so precise, yet without any snatch. There isn’t a trace of lag, and you always feel you’re in direct management of the bike and have a perfect connection. The gearbox, combined with the up-and-down quick-shifter is also flawless.
It’s a surprise the Akrapovic exhaust passed muster with modern EURO4 restrictions
In wet and tricky conditions this is exactly what you require; immaculate fuelling and throttle response that allow you to seek out grip, with quick gear changes to moderate and optimise the force to the rear tyre. Add to that the road-legal titanium Akrapovic exhaust, and you have a sweet soundtrack to help you along. I’m unsure how Aprilia have managed to get it past the Euro regulators, but it does sound nice, even at low revs.
The engine is a peach. The 65-degree V4 provides a lovely synchronisation between usable torque in the low and mid-range, and a screaming over-run of power that ultimately hits the rev limiter at 13,600rpm. On test, in heavy rain, I simply short-shifted to give the rear full racing wet tyre a calmer time. But in dryer conditions, I let it shriek, only changing gear when the rev limiter lights flashed, logging 265km/h down the relatively short back straight.
Three riding modes offer very different characteristics
There are three engine modes to choose from: Rain, Sport, and Track. Despite the rain, everyone still opted for Sport mode; Rain mode is for wet riding on standard tyres, and we were using full race wets. Each of the three maps gives you full power, but changes the engine character and power delivery. The modes also change the percentage of engine braking, which is specific to each map.
Handling, Suspension, Chassis and Weight
For 2020 with the electronic Smart EC 2.0 Öhlins suspension and steering damper, you now have three ‘Active’ options – A1, A2 and A3 – and three ‘Manual’ options – M1, M2 and M3. Active signifies the suspension is acting according to the road and riding, and Manual is more like conventional suspension.
A1 is used for slick tyres, obviously on a racetrack, which should, surface-wise, be relatively smooth. A2 is for race or track-day tyres, again on track, but now the track is a little bumpy. And, finally, A3 allows more movement for the road on road tyres.
The Ohlins suspension offers active ‘A’ modes, as well as a more traditionally adjustable set of ‘M’ modes
The manual modes are similar but not semi-active. The modes within Active and Manual are not fixed and can be fine-tuned to the rider’s weight and skill, weather conditions, track, etc. The Öhlins steering damper is also now managed electronically.
Aprilia has simplified fine-tuning the suspension, so you don’t need to be an Öhlin’s technician to get the perfect set-up. Everything is presented via a 4.3-inch full-colour dash using the buttons the left ’bar. But Aprilia doesn’t use words like “compression” Instead, you have the option to increase or decrease “brake support”, or reduce or increase “rear support” on acceleration. You can even add or reduce “cornering support”.
Adjustability does differ from the usual compression, and rebound riders have come to expect
For most of the test ride I opted for A2; track use with race tyres. Yes, it was wet, but grip was acceptable, and Vallelunga is a flat and relatively smooth race track. On the RSV4 I immediately felt at home. Some taller and larger riders remarked on the smallish ergonomics of the RSV, but I’ve always found it roomy enough on the road. As soon as you leave pit lane, your confidence is boosted by that perfect fuelling, which means on pre-heated wet race tyres you can attack from the get-go.
Every now and then electronic suspension can take away a chassis’ natural feedback. You tend to rely on the suspension and tyres rather than feel the level of grip, but not so on the Aprilia. I’d never ridden Valleunga previously, and I soon discovered different sectors of the track have fluctuating levels of grip, which changed several times during the four-kilometre lap. But after only a handful of laps I’d worked this out, and this was all down to the superb response via the Smart EC-2 Öhlins suspension.
The Ohlins suspension still delivers a direct and intimate feel of the track surface
It was the same result in braking and acceleration. Once again, the Öhlins suspension allowed me to feel for the grip available. I could brake later and later as the conditions improved, get on the power slightly earlier, feel the rear wet tyre take the load and smoothly, and with the precise fuelling, start accelerating.
The chassis is outstanding, you can make mistakes and bring it back to a tighter line without it objecting. I couldn’t push as hard in the wet as I could in the dry, but the data showed towards to end of the day when the rain stopped, I’d achieved a lean angle of 45-degrees on those wets, and I always felt relatively safe, thanks to the feedback the chassis was giving me.
Brakes
In 2019 Aprilia upgraded the Brembo brakes from the old M50 radial calipers to the new Stylema items to put the RSV on-par with the opposition. The braking set-up remains untouched. There are three levels of ABS: Level 1, with conventional ABS on the front and no ABS on the rear; Level 2 with corning ABS front and back with rear-wheel-lift intervention; and Level 3 with corning ABS front and back and rear-wheel-lift intervention, which is more road specific.
High spec Brembo Stylema calipers are fitted, seen here with the option carbon-fibre air vents
I was immediately impressed by the feedback and lack of intrusiveness of Level 1. On par with the other very clever rider aids, you can’t ‘feel’ the system working; there is no juddering. Only in severe situations in greasy conditions did I feel the system take over, saving me from locking up the front tyre.
More toys than Santa
You have the previously rider modes, Race, Track and Sport, which give full power in each mode and simply change the engine character, responsiveness and engine brake assist. You also have the braking modes mentioned above.
Traction control offers eight levels of adjustability on the fly
But there’s more. There’s the eight-stage traction control, which is simple to change via the thumb and finger toggle on the left ’bar. It is easily altered on the fly and can also be deactivated.
More? Sure. AWC is three-level Aprilia Wheelie Control; ALC is Aprilia Launch Control; AQS is Aprilia Quick Shift; a pit lane limiter, APL, and even cruise control, ACC.
To make a 214 bhp Superbike functional and rideable in the wet takes very clever electronics and rider aids. I’ve ridden the previous model and the naked Tuono, which have very similar electronics, and both are exceptional. The only downside, and this is me being very picky, is the engine brake assist, which prevents the rear from locking up, but unlike other manufacturers’ similar systems, can’t be changed independently. In fact, it can only be changed via the three engine modes.
The Factory features a host of carbon-fibre features sweetening the deal, including the winglets
We had the optional front brake carbon air vents fitted, which are designed to cool down the calipers and maintain a consistent braking performance.
Other accessories include a full racing exhaust from Akrapovic, which requires a dedicated map supplied by Aprilia Racing. There is also a racing ECU designed for track use and to work with the dedicated racing exhaust. Cosmetically, there are a host of carbon extras to lighten the bike further and give even greater visual impact.
The Verdict
I’m struggling to find a negative, aside from the atrocious track conditions at its launch, and maybe the rather small dash – but even that is still clear and easy to read. All I have are superlatives and applause for the revamped 2020 model.
The fuelling is flawless; the gearchange, the quick-shifter, engine performance, and sound, are hard to fault. On test, the new Öhlins electronic suspension was fantastically responsive which increased rider confidence. And it’s easy to adjust and personalise, too. The electronic rider aids are some of the very best, and to top of it all off, the RSV4 looks just stunning. Aprilia doesn’t make ugly bikes.
Adam Child with the 2020 Aprilia RSV4 1100 Factory at Vallelunga
Hopefully, my track impressions transmit to the road. I can’t wait to find out.
2020 Aprilia RSV4 1100 Factory Specifications
Engine
Liquid-cooled 65° V4 DOHC 16-valve, 1077cc
Bore x Stroke
81 x 52.3 mm
Compression Ratio
13.6:1
Claimed Power
159.6 kW (217 hp) @ 13,200 rpm
Claimed Torque
122 Nm (89.98 lb-ft) @ 10,500 rpm
Induction
Four Marelli 48 mm throttle-bodies with eight injectors, RbW
Gears
Six-speed chain
Clutch
Multi-disc oil bath with mechanical slipper system
Frame
Aluminium dual beam frame with pressed and cast sheet elements
2 x 330 mm discs, Brembo Stylema monobloc four-piston calipers with cornering ABS
Rear Brake
220mm single disc, Brembo 2-piston caliper with ABS
Electronics
Three rider modes, APRC System (Aprilia Performance Ride Control), which includes Traction Control (ATC), Wheelie, Control (AWC), Launch Control (ALC), cruise control (ACC) and speed limiter (APT)
MXGP 2021 calendar coming mid-November with three contingencies
Section: Competition
Multiple plans in place for next season depending on direction of COVID-19.
Words: Adam Wheeler
Image: Supplied.
The shape of 2021 MXGP seems to be taking shape even if the schedule needs to be as flexible as possible to deal with the changing scenarios for international travel and fan attendances.
Infront Motor Racing CEO David Luongo admitted that the company are ‘aiming to run the 2021 season like normal’, but will also be ‘ready for all scenarios’.
After the unsettling period for many motorsports in the first phases of the lockdown that saw cancellations, postponements and re-writing of 2020 fixture lists, Infront are waiting later than usual to publish the latest line-up of provisional dates.
Calendars are usually fixed and announced at the end of October. Infront want 2021 to reach 20 events and the Motocross of Nations and are delaying the launch of the season to the middle/end of April.
“Hopefully there will be a vaccine ready by then,” commented Luongo. “We will finish at the beginning of November with the goal for 2022 to return to the normal timing from February to end September.”
The promoters will have a plan B and plan C ready depending on the public health ‘landscape’, but they will have little room to manoeuvre as another year without fans at the tracks could be potentially ruinous.
“As we say always, the goal is to save all the championships and the employment and now we have the experience of this year,” Luongo stated. “Therefore, we have three different plans – the normal one, the partially-normal/partially-COVID and the full COVID-19, but it’s also clear we cannot afford to lose the same amount of money as we did this year.”
Society patiently waits for a COVID-19 vaccine and what could be a major feat of modern-day medicine (considering the time scale). For MXGP’s 1000-plus people crossing borders to race, accumulating thousands of PCR tests, any sort of effective treatment would be a step closer to normal competition.
Aside from the health aspect there is also the sporting effect, as seen with Jorge Prado’s recent positive diagnosis and the loss of a late charge at the 2020 crown due to isolation and missing at least two grands prix.
“We believe a vaccine will change a lot of things,” he added. “First to protect the weak people, then to take away the overall fear and this will also help the governments to make more pragmatic decisions. We really hope this will work and by January/February it starts to be over. Once a vaccine is working, then people can start to travel and work freely.”
Allegedly, the grands prix of Russia and Turkey will return to the agenda and could be the furthest MXGP travels if trips to Indonesia and Argentina are not cleared.
Star Racing Yamaha 450 team expands with Stewart signing
Section: Competition
Newfound factory team to field three riders in Supercross from 2021.
Image: Supplied.
Monster Energy Star Racing Yamaha has signed Malcolm Stewart to ride alongside Dylan Ferrandis and Aaron Plessinger in the 450SX division of Monster Energy Supercross for 2021.
“I’m really excited to join the team,” said 28-year-old Stewart. “I’ve known a lot of the guys before, when I was around the team back in 2011. Gareth Swanepoel is my trainer and he works with their guys, plus I have a few buddies there, so it isn’t a big change for me.
“It just kind of adds another piece to the puzzle and I’m definitely happy. The team has had a lot of success and has dominated the 250 class. They have a phenomenal set-up and to be a part of their first year in the 450 class, it makes it more exciting for all of us.
“I feel like we have some good heavy hitters. Myself, Dylan Ferrandis, and Aaron Plessinger, every single one of us has won a 250 title. It should be a really good year. It’s only Supercross right now, but hopefully it goes well, and we can turn it into something in the future.”
Monster Energy Star Yamaha Racing 450 team manager Jeremy Coker added: “Adding Malcolm to our already great line up excites me that much more for this upcoming season. He is an amazing rider, especially when it comes to the whoops. I can’t wait to see him on the track.”
Stewart is fresh off his best season in 450SX class with MotoConcepts aboard a Honda, hitting his stride in the seven-race run in Salt Lake City and finishing fourth at the season finale to end the year seventh in the standings. He now looks to build on that momentum next season with the Monster Energy Star Yamaha Racing team.
Yamaha Motor Australia have announced the release of the Tricity 300, the all-new 292 cc Leaning Multi Wheel (LMW) model that brings a fresh new look to the ever-growing Australian scooter market, at a ride away price of $11,849 in a Nimbus Grey colour scheme.
Yamaha’s Tricity 300 in Nimbus Grey
Tricity 300’s LMW technology and Stand Assist system is aimed at easing the transition from car to motorcycle for the large number of drivers currently looking for better transport solutions. Applying the in-depth LMW knowledge gained from the development and production of the Tricity 125/155 and Niken models, Yamaha designers created Tricity 300, offering more performance than the 125 and 155 models, without reaching the more performance and touring based specifications of the Niken.
Fitted with a model-specific Leaning Multi Wheel steering linkage, the Tricity 300’s leaning front wheels give a natural and confident cornering character and high levels of traction even on wet or slippery surfaces, with a turn and go throttle, ABS, unified brake system, traction control, large 14 inch wheels, generous storage and great economy, although weight is up over the XMax 300 with which is shares a powerplant, with the Tricity tipping the scales at 237 kg fully fueled.
Large brakes, ABS and Unified Braking System (UBS)
Large 14-inch wheels
Parking brake
Spacious 43.5L of under seat storage
LED lights and large LCD instruments
Convenient Smart Key operation
LMW Technology
Leaning Multi Wheel steering
The LMW steering mechanism contributes to the Tricity 300’s easy and user-friendly character by giving a generous 72 degrees of steering angle, making it easy to manoeuvre in congested traffic and tight spaces. Front-end traction and braking power are enhanced thanks to a wide 470mm front wheel-track, with a balanced and planted character when steering and cornering.
The Tricity 300 uses a LMW steering mechanism similar to seen on the Tricity 155 and Niken motorcycle
Standing Assist system
The Tricity 300’s Standing Assist system provides extra convenience by helping the machine to remain upright when stopped. This system features a caliper and disc mounted onto the LMW mechanism’s upper parallelogram arm. When the Standing Assist system is activated, the caliper’s compact electric actuator pushes the pads onto the disc locking the linkage in place.
As soon as the Tricity 300 throttle is opened the Standing Assist system disengages automatically, enabling the rider to ride away. The Standing Assist system also helps keep the bike upright at a standstill. The Tricity 300’s Standing Assist system is completely separated from the suspension functions, making it easier and more comfortable when manoeuvring it in tight spaces, as well as placing it on the main stand.
The Yamaha Tricity 300 also includes a system to keep the scooter upright when stopped, locking the lean mechanism
Tricity Style
The compact and aerodynamic front cowl is slim and high, with a short and relatively narrow nose that leaves an open space between the twin front wheels to emphasise the LMW design, and incorporates LED headlight, flashers, and tail light. The large 43.5L storage space under the seat has internal LED lighting and can accommodate two full-face helmets or one full-face helmet and an A4-sized briefcase.
Generous underseat storage will fit two helmets on the Tricity 300
The LCD instruments have been designed to provide all the relevant information in a clear and easy to understand display. There’s a large digital speedometer as well as a bar-type tachometer, clock, odometer, and trip meters. The outer edges of the panel display indicator lighting for ABS, Standing Assist system, TCS, and ambient air temperature. A parking brake has also been fitted for ease of parking to secure the machine when not being ridden. There’s also a DC outlet port in the front panel for charging and powering various devices.
Blue Core 292 cc engine
An advanced Blue Core SOHC 292cc liquid-cooled four-stroke engine gives delivers a balance of strong performance with excellent economy, making the Tricity 300 ideal for longer distances and highway riding. When combined with the easy-going lightweight twist-and-go CVT automatic gearbox, the Tricity makes for an ideal commuter or getaway machine.
The same Blue Core powerplant found in the XMax 300 is featured
Chassis
To attract a new generation of riders, Yamaha’s designers have concentrated on creating a lightweight chassis that inspires confidence as well as exceptional agility. A 1590 mm wheelbase combined with optimised steering geometry, a 470mm front wheel track, and front-rear weight distribution of around 50:50 with a rider on board – ensure a great chassis balance and lightweight feeling. The engine is mounted to the new lightweight frame using a linked type system to minimise engine vibrations, delivering a silky-smooth ride. Fuel capacity is 13 litres.
The Tricity 300 has a 1580mm wheelbase, with 470mm front wheel track
Wheels and tyres
Unlike many other three-wheelers in the 300cc+ class which feature smaller front wheels, the Tricity 300 has matching lightweight 14-inch cast aluminium wheels at the front and rear. New 14-inch tubeless tyres have been jointly developed with Bridgestone. The new tyres feature an optimised balance of stiffness together with a new compound designed to meet the specific requirements of the Tricity 300.
267 mm disc brakes
The use of 14-inch wheels has allowed the fitment of large-diameter 267mm discs on all three wheels to deliver exceptional braking power and control on a wide variety of road surfaces. As well as being equipped with ABS to prevent accidental wheel lock-ups on loose or slippery surfaces, the Tricity 300 also features Yamaha’s Unified Braking System (UBS) that balances braking force to all three wheels. When the rider applies only the rear brake braking force is applied to both the front and rear wheels.
14-inch wheels offer a host of benefits, including at higher speeds, with specially developed Bridgestone rubber fitted
Safety, electronics & tech
Along with the three-wheel layout and the enhanced control offered by the ABS and a Unified Braking System, a Traction Control System (TCS) adds another layer of safety to the Tricity 300. The traction control can be deactivated via a dash-mounted button. Using the new Tricity 300 is also convenient thanks to its Smart Key system, allowing control of ignition and security functions without manually inserting a key.
The Tricity 300’s LCD instruments provide all the relevant information in a clear and easy to understand display. There’s a large digital speedometer as well as a bar-type tachometer, clock, odometer, trip meter and more. Indicator lights show ABS, Standing Assist system status, TCS, and ambient air temperature – with a warning light coming on at 3ºC and lower.
Unified brakes, ABS, and traction control are standard alongside a Smart Key
Contact your nearest Yamaha dealer to organise a test ride, or visit the Yamaha Motor Australia website for more information (link). The Tricity 300 is currently available for a ride away price of $11,849 inc GST* in the Nimbus Grey colour scheme. Finance and Insurance are also available through Yamaha Motor Finance.
*Pricing quoted is correct at time of publication on 28 Oct 2020.
Still no word on when the Tech-Air Off-Road system will be available for purchase.
Begin Press Release:
RACING TECHNOLOGY UPDATE ALPINESTARS’ TECH-AIR® OFF-ROAD AIRBAG SYSTEM
ASOLO, ITALY AND TORRANCE, CALIFORNIA – With the introduction of the Tech-Air® OFF-ROAD Airbag System, Alpinestars is now offering the highest level of protection for off-road riding to a larger number of professional riders. Today sees Alpinestars add another model to the ever-growing Tech-Air® family of products including the Tech-Air® Race, Tech-Air® Street, Tech-Air® 5 and now the Tech-Air® OFF-ROAD. Designed specifically to handle the rigors of Rally riding, Tech-Air® OFF-ROAD provides unrivaled upper body protection.
Developed and used in the most grueling conditions including the Dakar 2019 and 2020 races, the Tech-Air® OFF-ROAD System brings active airbag technology to off-road riders via a Rally-riding crash detection algorithm that delivers protection to the back, chest, shoulders, and collarbones in the event of a crash. The Tech-Air® OFF-ROAD System is integrated with Alpinestars’ Bionic Pro v2 Protection, which provides additional front padding on the arms and chest for enhanced roost protection.
Since 2018, Alpinestars has been providing Tech-Air® Airbag System technology to riders in Rally racing with the goal to keep athletes protected in the event of a crash. The final development version of the Tech-Air® OFF-ROAD Airbag System debuted at the Andalucia Rally in Spain earlier this month, and was worn by Factory KTM, Husqvarna, Honda, and Yamaha Dakar riders including Ricky Brabec and Toby Price, to name a few.
The Tech-Air® OFF-ROAD System is now available to a large number of professional riders who will be competing in the Dakar in January 2021, where airbag systems will now be mandatory for racers on motorcycles and quads.
ABOUT ALPINESTARS
Alpinestars was established in 1963 and is the world-leading manufacturer of professional racing products, motorcycling airbag protection, high-performance apparel and technical footwear. Alpinestars understands that the best design and research is achieved under extreme conditions. Its involvement in Formula 1, NASCAR, AMA and World Motocross and MotoGP has led to the creation of the most advanced technical equipment for the racing world’s top athletes.
We’re not sure what percentage of that is Indian Motorcycles and which part is Slingshot three-wheelers. Either way, it’s kind of a big deal that seems to have surprised even Polaris.
“We weren’t as optimistic about bikes,” added Chief Financial Officer Michael Speetzen. “But the thing that became evident is rider groups are popping up all over the place.” It turns out motorcycle gangs—or riding groups—represent a way to get out with friends in a socially distanced way, according to this story at Barron’s.
The Yamaha MT-09 has been a naked-bike segment favorite ever since it first came on the scene in 2014. With its affordable MSRP and nothing-short-of-brilliant CP3 triple-cylinder engine, it quickly received well-deserved attention. This year, the virtually all-new 2021 Yamaha MT-09 comes out swinging with a heavily updated engine, an all-new chassis, less weight, state of the art electronics and an aesthetic overhaul. Best yet, all of those features will only cost us $400 above last year’s price, with the new bike’s MSRP at $9,399.
Kicking up the power quotient is the revised 890cc CP3 triple-cylinder engine (growing from 847cc) featuring a claimed 117 horsepower and 69 lb-ft of torque. For those keeping score, that’s five extra ponies and two more lb-ft of torque, and this new engine is Euro 5 compliant — kudos, Yamaha. Interestingly, the 78mm bore remains, while the stroke has increased to 62.1mm from 59.1mm. Also, the engine is reported to have shed four pounds despite its displacement bump.
To that end, the 890cc engine now boasts new pistons, connecting rods, camshafts and crankcases. Notably, the MT-09 now has a ride-by-wire throttle, which has opened many technological doors and, hopefully, improved the snatchy throttle response that existed in prior generations. Also, a new slip-assist clutch is included that is said to reduce effort at the lever. Lastly, an up/down quickshifter is standard.
An up/down quickshifter is standard.
One of the biggest highlights this year is a rider aid package derived from the Yamaha YZF-R1 superbike. The MT-09 now features a 6-axis IMU providing adjustable cornering ABS, lean-angle-detecting traction control, slide control and wheelie control.
In addition, a 3.5-inch full-color TFT display will allow riders to choose between three riding modes, 1, 2 and M (customizable). That’s a notable improvement over the LCD instrument panel.
The all-new Deltabox frame, subframe and swingarm are all made out of cast aluminum and feature slightly altered geometry. According to Yamaha, longitudinal and lateral rigidity in the frame is increased by a whopping 50 percent to improve handling characteristics. Claimed curb weight is a nod-worthy 417 pounds, down eight pounds compared to the outgoing model.
The suspension is still handled by a fully adjustable 41mm KYB fork and an updated KYB shock with spring preload and rebound damping adjustment only. While plush and comfortable for street use, the MT-09’s suspension could become bouncy when pushed. Yamaha acknowledges this in the announcement, stating that the bike’s new suspension setup matches the more rigid frame and reduces the suspension’s tendency to pitch.
Also encouraging improved handling are lighter 10-spoke spin-forged aluminum wheels, with a claimed 11-percent weight decrease in the rear wheel. Less rotating mass always translates to quicker steering.
Braking duties are taken up by the same setup as last year, with radially mounted Nissin 4-piston calipers and dual 298mm floating discs up front.
Visually, the MT-09 received quite an overhaul, with all-new bodywork and a redesigned single LED headlight being the most apparent changes.
There are plenty of other changes that we’re excited about, and can’t wait to put the new Yamaha MT-09 through its paces before it arrives in dealers in January 2021.
If you missed the inaugural “King of the Baggers” race last Saturday (easy enough to do) from Laguna Seca, never fear. Our Indian friends put together a nice little 5-minute highlight reel including, nice of them, quick hits with famous riders on the competing brand.
Indian Press Release:
This past Saturday, MotoAmerica broke new ground by showcasing a field of 13 hopped-up 600 lb. V-twin baggers going head-to-head on one of the racing world’s most iconic and technical tracks, WeatherTech Raceway Laguna Seca. The inaugural “King of the Baggers” was presented by MotoAmerica in partnership with aftermarket parts juggernaut Drag Specialties and without a doubt, captivated the attention of millions of motorcyclists who might otherwise not pay much attention to road racing.
Without a doubt, the event exceeded MotoAmerica’s wildest expectations, with clear-cut proof point being the fact that the King of the Baggers post-race recap video received more than 2 million views. To put that in perspective, MotoAmerica’s three superbike highlight videos from the weekend received a combined total of 13,000 views.
Clearly the folks at MotoAmerica have stumbled on to something powerful.
Now the story of the event and its impact is one thing. But equally dramatic and provocative is the story of the race itself – a race that saw two modified Indian Challengers facing a small army of 11 modified Harley Davidson Road Glides and Street Glides. The classic Indian vs Harley rivalry – the American version of David vs Goliath – playing out on as dramatic a stage as there ever was… the very domain of heavyweight v-twin baggers that Harley has dominated for decades. And just as the biblical legend played out, David earned a resounding victory over Goliath as Tyler O’Hara, piloting the S&S Indian Challenger, dramatically hunted down Hayden Gillim on the Vance Hines Harley Davidson, overtaking him with a dramatic pass in the famed corkscrew, while NorCal local Frankie Garcia finished third on his Roland Sands Design Indian Challenger to put the two Indians atop two of the three podium spots.
The “Challenger Challenge” on Another Level
In 2020, Indian Motorcycle implemented “the Challenger Challenge” a marketing platform pitting its new performance bagger against Harley’s category-leading Road Glide and daring consumers, die-hard HD loyalists included, to test ride the two bikes back to back. A series of humorous videos played this Challenge out in a series of head-to-head road tests led by Indian spokesman Carey Hart and his sidekick Brian “Big B” Mahoney. It’s only fitting that King of the Baggers provided the most dramatic of settings for this Challenger Challenge to assume an entirely different competitive format, only for the Challenger to take the ultimate prize – the title of King of the Baggers.
Tyler’s Dramatic Comeback
After jumping out to an early lead, halfway through the 8-lap race, Tyler O’Hara lost control in turn two, running his Challenger off the track into the dirt, and falling into third place. From there, O’Hara began the patient, methodical process of slowly but surely bridging the cap, passing Garcie and overtaking Gillim, appropriately making his pass in the Corkscrew.
Frankie’s Dramatic Comeback
On Friday after the final qualifying session, Garcie was practicing launches, and launch he did, dropping the clutch and looping the 600 pound Roland Sands Design Indian Challenger. In a stroke of what seemed divine intervention, the predominant weight-bearing portion of the bike missed Garcia’s upper body, with the handlebars coming down squarely across his thighs. Garcia could barely walk after the accident, and purposefully woke up every hour, on the hour, to keep his legs from locking up during the night. It’s a wonder he could walk on race day, let along pilot the Challenger. Instead, not only did he race, but he put it on the podium taking third place easily on a bike featuring an unmodified stock Challenger motor, with only a racing clutch added for the event.
From Dirt Ovals to Laguna Seca – Indian’s Dominance Continues
Four years ago, Indian made its return to American Flat Track racing to rekindle the historic rivalry with Harley Davidson, only to dominate the series from the very start, capturing four consecutive Grand National Championships and four consecutive Manufacturer’s Championships. The Indian FTR750 flat tracker has become the undisputed King of the Oval and the most prominent and highly utilized bike in the paddock. Now, moving from flat trackers to 600-lb performance baggers, Indian expands on its success with its Indian Challenger earning the title of undisputed King.
More Bagger Racing in 2021? More Indian Challengers?
It’s rumored that MotoAmerica may roll out three of these bagger races in 2021. Will we see more teams choosing the Indian Challenger as their weapon of choice? It’s probably safe to assume that more than two of them may show up on the grid.
ENDS
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If you need to watch the race in its entirety, here `tis, thanks to the miracle of Youtube.
There aren’t a whole lot of petrol-powered vehicles that can withstand a 107-year journey and still live to tell the tale. This 1913 Rex-JAP Brampton Special sure did. In a once-in-a-lifetime opportunity, you could own this hyper-rare motorcycle and bring it home to take care of so it can hopefully see another 50-100 years in its lifetime.
Rex-JAP produced motorcycles for a very short window of time between 1912 to 1916 by the Rex firm. They specialized in building V-twin JAP engines into their preexisting Rex-Acme motorcycles.
This Rex-JAP is speculated to have lived a second life as a modified race bike featuring a 680cc V-Trin JAP engine married to a three-speed hub. Riding wasn’t anything like it is today, so if you could imagine pumping your oil by hand with – quite literally – a hand-operated oil pump, this is it.
This motorcycle is finished in dark forest green with gold pinstriping on the tank. Apparently, the tank, the rear stand, and a handful of other small parts were refinished and repainted by the current seller after being acquired in 2012.
The motorcycle comes with all receipts for refinishing and paintwork, signage, and a California bill of sale. Although there are only 2 hours left in the auction of this motorcycle on bringatrailer.com, I thought it was still an important piece of forgotten history worth sharing with our readers.
In the event, you are indeed interested in picking this time-capsule up, there are just over two hours left on the auction as I write this, and current bids are sitting at $9200 USD.
