Category Archives: Motorcycle News

Fresh faces come to the fore on Friday

Mugello race winner Danilo Petrucci (Mission Winnow Ducati), a P18 finisher in FP1, closes out Day 1 in eighth, with Marquez the only rider in the 23-man strong field to not go quicker in FP2 – P9 for the seven-time Champion, but he didn’t use a new soft tyre in the second session. Fellow Honda rider Cal Crutchlow (LCR Honda Castrol) rounds out a top ten covered by just 0.623, the Briton climbing one place from his P11 in FP1.

Source: MotoGP.comRead Full Article Here

Lopez remains Moto3™ fastest despite Dalla Porta topping FP2

VNE Snipers’ Romano Fenati went slightly quicker this afternoon to end eighth overall, just ahead of Albert Arenas (Sama Qatar Angel Nieto) and Niccolo Antonelli (SIC58 Squadra Corse). Also provisionally holding a place straight in Q2 ahead of FP3 on Saturday morning are Kaito Toba (Honda Team Asia), Kazuki Masaki (BOE Skull Rider Mugen Race), Marcos Ramirez (Leopard Racing) and Makar Yurchenko (BOE Skull Rider Mugen Race).

Source: MotoGP.comRead Full Article Here

Retrospective: 1974-1979 Kawasaki KZ400 Twin

1976 Kawasaki KZ400
1976 Kawasaki KZ400D3. Owner: Michael Lane, Kansas City, Kansas.

Nice little bike. Great for commuting, but entirely capable of a cross-country trip. This model was an answer to problems in the global economy. The dollar was devalued in 1971, with President Nixon taking us off the gold standard, meaning we had less money to spend on foreign products. Also, Congress was upping the import tariffs on lots of things, trying to figure out how to pay for the war in Vietnam. In response, Kawasaki decided to build a factory in Lincoln, Nebraska. This was not a real manufacturing facility, but more of an assembly plant, as the import duties on bits and pieces of a motorcycle were a lot less than bringing in a whole one.

1976 Kawasaki KZ400
1976 Kawasaki KZ400.

Kawasaki had been looking at the success of Honda’s little four-stroke twin, the CB350, which had modest performance but all the amenities Americans seemed to like, including an electric starter. Kawasaki’s R&D backroom boys put their heads together, drew up plans and came forth with a very efficient, if rather uninspired, 398cc vertical twin, with a 360-degree crankshaft, an overhead camshaft and an electric leg. In June of 1974 the first KZ400 rolled off the assembly line in Akashi, Japan, and a number of them arrived in the United States. But that was just the beginning, as the factory was turning out a lot more parts than those assembly line workers could use. Crates of them were going to Nebraska. In January of 1975 a KZ400 rolled off the Lincoln line with “Made in the USA” on the ID plate.

One should add that the price of gas went up 45 percent between 1973 and 1975, from 39 cents per gallon to 57 cents. Could there be a better time for a 50-mpg econo-bike to hit the market?

1976 Kawasaki KZ400
1976 Kawasaki KZ400.

The frame was a simple double cradle having dual downtubes, with a big, fat backbone tube meeting up with the cradle at the swingarm pivot, a very solid affair that avoided any notion of flexiness. Front fork was by Kawasaki, very much like a Ceriani, and on the inexpensive, non-adjustable side. Five inches of travel was good, with a 27-degree rake and trail of approximately four inches offering a very middle-of-the-road stance. The swingarm ran out 20 inches, bouncing along on a cheap pair of Kawasaki shock absorbers having preload adjustability and three inches of travel. Too soft, reviewers said.

Spoked wheels were both 18 inchers, the front carrying a 3.25 tire, the rear, 3.50. Braking was done by a single 226mm (10.91-inch) disc on the front, a 180mm (7.09-inch) drum on the back. As a polite reviewer might say, adequate. But this was not intended for sporting riding like the Z-1, and the brakes worked fine for commuter use. Distance between the axles was 53.3 inches.

The wet-sump engine was straightforward, being slightly oversquare with a 64mm bore, 62mm stroke. Of minor note was the chain-driven counter-rotating balancer system down in the crankcase, called “harmonic” by one reviewer. It did not smooth out all vibrations, but for anyone happy to ride at two-thirds of redline (9,000 rpm) it was entirely adequate. Commuters, the intended buyers, were not known as rip-snorting riders.

1976 Kawasaki KZ400
1976 Kawasaki KZ400.

The four valves, two per cylinder, were pushed down by a single overhead camshaft, and 36mm Keihin CV carbs fed high-test gas (preferred) and air into the combustion chambers, where it was compressed 9:1. The engine was rated by the factory at 35 ponies, which was usually measured at the crankshaft, not the rear wheel; on a dyno it was closer to 29. Respectable; good for an honest 90 mph. In 1977, with the fuel crisis in the headlines, the carb size was reduced to 32mm to enhance mileage figures a little. And the compression was raised to 9.4:1, which served to create roughly the same power output. Ignition was by battery and single two-feed coil. Starting was by button, except a kickstarter was there as a backup, as many Americans did not yet fully trust electrically powered gizmos.

1976 Kawasaki KZ400
1976 Kawasaki KZ400.

Primary drive was via a Hy-Vo chain, and then through a wet clutch to a five-speed transmission and chain final drive. The long, flat saddle was great for one person, a bit crowded for two. Looks were OK, with shiny chrome fenders and nice paint on the 3.2-gallon gas tank and side panels. Curb weight was a shade more than 400 pounds. The only complaint seemed to be about occasional oil weepage coming from around the head.

The number of KZ400 models expanded. The D series, the essential KZ400 that we have here, went from ’74 to ’77 and cost $1,170 in ’74. The cheaper S series, with a drum front brake and no electric starter, went for $995 in ’75. And for one year, ’77, there was the A model, with small handlebar fairing, saddlebags and luggage rack.

1976 Kawasaki KZ400
1976 Kawasaki KZ400.

For ’78 the D designation became a B, with a redesign in the head, a slightly different gas tank and mufflers, an extra gear in the transmission and the fuel tap getting a diaphragm. The low-price version stayed with five speeds and had a two-into-one exhaust. And there was the stepped-saddle LTD “custom” model, with cast wheels.

This modest motorcycle was also a modest financial success. Kawasaki ran a lot of entertaining ads focused on the commuter, one saying, “More fun than any car I ever drove.” This ’76 model, in the same family since new, is quite stock except for the MAC mufflers.

For 1980 the engine was bored out to 67.5 mm, a 10 percent increase in size, and received a new KZ440 designation, giving the basic design four more years of life.

Source: RiderMagazine.com

Lüthi leads the way in Moto2™ FP1

Early in the session, Red Bull KTM Tech 3’s Phillip Oettl crashed heavily on the exit of Turn 2 and subsequently visieted the medical centre at the Circuit de Barcelona-Catalunya. Also crashing out of the session, but thankfully unhurt, were Sam Lowes (Federal Oil Gresini Moto2) at Turn 5, Marcel Schrötter (Dynavolt Intact GP) at Turn 9 and Joe Roberts (American Racing KTM) at Turn 10.

Source: MotoGP.comRead Full Article Here

Marquez heads Quartararo in FP1

There wasn’t much by way of drama – Jack Miller (Pramac Racing), who was sixth, had to get a little creative into Turn 10 and the same corner was the scene of a bit of a snap for Marquez’ Honda in the early stages. The biggest headline stealer saw some modifications on Jorge Lorenzo’s (Repsol Honda Team) tank break cover, with the five-time World Champion having just got back from a post-Mugellp trip to Japan to work on ergonomics…

Source: MotoGP.comRead Full Article Here

Estrella Galicia 0,0 duo top Moto3™ FP1

Estrella Galicia 0,0 teammates Alonso Lopez and Sergio Garcia have locked out the top two positions in Moto3™ FP1 at the Gran Premi Monster Energy de Catalunya, Lopez setting a 1:49.167 to finish just 0.017 ahead of rookie Garcia, the latter winning at the Circuit de Barcelona-Catalunya in the FIM CEV Repsol Moto3™ Junior World Championship last season.

Source: MotoGP.comRead Full Article Here

Basic Motorcycle Safety Tips For Beginners

(Sponsored post. Photo Courtesy of Pixabay)

Getting out on the blacktop and feeling the wind rushing all around your body is a dream come true for drivers of all ages. For beginners, riding a motorcycle is a thrill but also a challenge. Riding a motorcycle is very different from driving a car or even a bicycle, and requires much more attention and caution than you might expect.

Having heightened traffic awareness and sufficient riding skill can help you stay safer on the road. It’s not always the fault of a rider when an accident occurs, it can often be an issue of visibility when another driver on the road just doesn’t see you.

Besides avoiding dangerous daredevil behavior on the road, there are a few things that you need to know before getting on your new bike. Serious accidents can happen at any time, so if you want to avoid injuries and having to hire a team of motorcycle lawyers you need to know what you are doing before you hit the blacktop.

Helmets

There are still some states that do not require you to wear a helmet when you are on a motorcycle. Even though it’s not a legal requirement, it is still the best way to protect yourself from devastating head injuries. You are five times more likely to end up with head injuries after a motorcycle crash when you choose not to wear a helmet. Find a helmet that fits well and is certified to be crash safe.

Motorcycle Gear

When you are driving a motorcycle there is nothing between you and the elements. In a car, you have plenty of safety features including air bags and a solid metal frame to help guard your body in the case of an accident. So, you need to protect yourself as well as you can on your own. Wearing leather gear including jackets, gloves and chaps can help save your skin, literally. When you crash, leather can help absorb some of the friction that can happen when your body hits the ground and prevent horrible road rash that can leave scars for years.

Obey All Laws

The rules of the road are designed to protect all drivers including cyclist. Keep your speed under the limit and respect all other drivers on the road. Following all traffic laws may not ultimately prevent all accidents but it can help you to stay visible and aware of everything going on around you. Driving a motorcycle is a privilege so don’t take advantage of that right by driving erratically or dangerously.

Defensive Driving

Motorcycles are not as easy to see on the road as larger vehicles, so it’s up to you to make sure that you are seen by other drivers on the road. Never assume that other vehicles have seen you and don’t take any chances. Use your proper signals and avoid randomly weaving in between lanes. Keep your headlights on at all times and stay out of the blind spots of other vehicles. You should always be aware of all the vehicles around you

Source: MotorbikeWriter.com

Honda factory visit sparks promise for Lorenzo

Spaniard works directly with Honda engineers in Japan.

Image: Supplied.

A visit to Honda’s factory in Japan has sparked promise for Jorge Lorenzo in increasing his comfort with the Repsol Honda RC213V.

Lorenzo, who will race in front of a home Spanish crown this weekend in Catalunya, visited the factory to work directly with the manufacturer’s engineers in working out his current issues with the MotoGP machine.

“After a mixed weekend in Mugello, I am hoping that we can do good work this weekend in Barcelona,” said Lorenzo. We will keep working at our maximum to close the gap to the front.

“We also have a test after the race, which I am looking forward to as well. I had a very interesting trip to Japan and we were able to work on many things, some which will help this weekend and some for the future.”

The former multi-time world champion has struggled in his adaptation to the Honda in 2019, where he’s currently ranked 14th in the championship standings with 19 points to his name.

Source: CycleOnline.com.au

Take the online motorcycle safety quiz

A new motorcycle “Always On” safety campaign featuring an online 10-question quiz and video has just been launched by VicRoads but has already attracted some criticism.

Quiz quizzedABS VicRoads Always On safety campaign and quiz brakes

Most motorcycle representatives we spoke to are pleased there is a campaign about motorcycle safety.

However, there was some criticism of the quiz wording, the video edits and the over-reliance on electronic rider aids.

Motorcycle instructors and Victorian Government’s Motorcycle Experts Advisory Committee were consulted in the initial stages, but not the final edit.

MEAP rep Dean Marks says the test wording and video are consequently “flawed”.

“VicRoads will get eaten by experienced riders and instructors and the rest of the MEAP group and instructors,” he says.

Fellow MEAP rep and Victorian Motorcycle Council chair Peter Baulch says he hopes riders “get something out of the survey”.

However, he says the producers “have again adopted the ‘we know best’ attitude”.

Video errors include the rider entering a corner and gearing up, not down, and at a hairpin the rider accelerates instead of slowing.

Rider aids

One of the main flaws is the over-reliance on electronic rider aids such as ABS to save lives.

The video features a new Triumph Street Scrambler (good taste!) that comes with ABS and traction control.

ABS VicRoads Always On safety campaign and quiz brakes

The questionnaires states: “ABS stops wheel lock, traction control senses traction loss and stability control monitors the way you’re riding. These technologies work together to keep you on your bike.”

Peter queried the wording.

“I actually think road safety messages to riders should shift from ‘get a better bike’ (that is, get bikes with ABS) to a message along the lines of ‘become a better rider’,” he says.

Mandatory ABSABS VicRoads Always On safety campaign and quiz brakes

ABS becomes mandatory in November on new motorcycles over 125cc, while bikes with lower engine capacities must have either combined brakes systems (CBS) or ABS.

While authorities promote ABS as reducing crashes by 30%, motorcycle experts dispute the figures and say it dangerously gives riders a false sense of security.

The 2009 Maids Report reverse engineered almost 1000 accidents and found that in 80-87% of crashes riders took no evasive action such as braking, sub-limit braking or swerving.

Therefore, ABS would have had no effect.

VicRoads blunders

It’s not the first time VicRoads has overstated the effect of ABS on road safety.

In 2016, university safety researcher Ross Blackman criticised a VicRoads brochure that stated: “A motorcycle with ABS enhances your riding skills and techniques by preventing the wheels from locking, skidding and sliding under.”

Quite simply, no technology makes you a better rider. It only helps compensate for poor skills or emergencies, he said.

The VicRoads brochure also suggested riders retro-fit ABS, but there is no known aftermarket product.

VicRoads apologised for the misleading information and error when we pointed them out.

ABS is simply no substitute for good rider skills and the only way to get them is through training and practice.

Source: MotorbikeWriter.com

Vinales drawing crowd support in Catalunya podium target

Image: Supplied.

Monster Energy Yamaha MotoGP’s Maverick Vinales is targeting a podium return this weekend at this home Catalan grand prix, explaining he’ll be drawing upon the crowd’s support in his endeavour to land on the box.

The Spaniard is hoping to boost his form on the YZR-M1 in the 2019 MotoGP World Championship, as he currently sits eighth in the championship standings.

Despite recording a host of podiums at the Barcelona circuit in the lower categories, Vinales is yet to climb onto the rostrum in the premier MotoGP class at the venue.

“I can‘t wait to be at my home GP,” Vinales commented. “Montmelo is a very special track for me, it‘s a circuit that I really like and enjoy. There I can feel all the support of my fans, it has an amazing atmosphere. I hope that I can respond with a good result, and why not with a podium? That‘s always our goal.

“Mugello was a very difficult race because it was very physically demanding. We have to keep working hard to be able to find the sweet spot of the bike, so we’ll be able to continue fighting to be towards the top of the standings. So let’s keep focused, and we’ll show the best side of us for our fans.”

The MotoGP World Championship standings are currently led by defending title holder Marc Marquez (Repsol Honda).

Source: CycleOnline.com.au