And MotoGP™ was back with a bang in the 90-minute morning session, with the top 15 riders covered by one second. Marc Marquez (Repsol Honda Team) came out the blocks quickest to set a 1:37.941, just over a tenth quicker than he went in last year’s race – impressive to say the least. Alex Rins (Team Suzuki Ecstar) and Valentino Rossi (Monster Energy Yamaha MotoGP) were two tenths adrift from the number 93, with Aprilia Racing Team Gresini’s Aleix Espargaro making it four different manufacturers in the top four in the morning.
And bringing you all the reaction from the test will be Matt Birt, Steve Day and Simon Crafar. The trio are on the ground in Jerez and will be running through all you need to know from what’s happened in the MotoGP™ class on Wednesday, as well as looking ahead to the weekend. Don’t miss out on this must-see for FREE, which goes LIVE at 18:00 local time (GMT+2).
In autumn 1980 BMW Motorrad presented the R 80 G/S, a motorcycle which combined two very special areas of riding for the first time: Off-road and on-road. Thanks to its unique combination of road, touring and off-road capability – without compromising on everyday use – the R 80 G/S became the conceptual forerunner of the new motorcycle category of touring enduros and BMW Motorrad has sold more than 1.2 million BMW GS models over the years.
BMW GS 40th Anniversary
But it wasn’t just motorcycle adventures that were ideally suited for the BMW GS right from the outset; the R 80 G/S and its descendants also quickly proved their qualities in racing. In 1981 Hubert Auriol rode to victory in the equally prestigious and challenging Paris – Dakar Rally. This is just one of the many motorsport successes that BMW Motorrad was able to celebrate with a GS.
Four-valve technology and Telelever
With the BMW R 1100 GS, BMW Motorrad not only presented the first GS with a 4-valve boxer and 80 bhp output, but also trod new paths with regard to suspension technology for large touring enduros. For the first time in an enduro, the engine and gearbox acted as load-bearing elements of the chassis, making a main frame superfluous.
While the BMW Paralever rear wheel suspension system had already eliminated the drive reactions of the shaft drive in the models with the two-valve boxer years earlier, the BMW engineers had now created an innovative way of guiding the front wheels using the Telelever suspension. With the pitch compensation and highly sensitive response they set new standards in this area. In addition, the new R 1100 GS was the first enduro ever to be equipped with ABS – a safety plus that is now standard equipment on all BMW motorcycles.
BMW GS 40th Anniversary
The GS models of the F series
In addition to numerous new and further developments, including the F 650 GS (first single-cylinder with electronic fuel injection, catalytic converter and ABS), which was manufactured in Berlin from the year 2000 onwards, the F 650 GS and F 800 GS models launched in 2007 marked another milestone in BMW GS history.
With their high-torque parallel twin engines and torsionally stiff tubular frame these new models, BMW Motorrad not only presented the successors to the extremely successful F 650 GS with its single-cylinder engine, but at the same time expanded the enduro offer in the medium range.
Advanced DOHC boxer with two overhead camshafts
BMW Motorrad presented another highlight in autumn 2009 with the launch of the revised BMW R 1200 GS. Now equipped with the even more free-revving DOHC boxer with two overhead camshafts per cylinder, it offered 81 kW/110 hp and even more advanced riding dynamics.
In the 2010 anniversary year, BMW Motorrad paid tribute to the 30th anniversary of the GS models and their successes in both production motorcycle manufacturing and motorsport alike with the “30 Years GS” special models of the BMW R 1200 GS, R 1200 GS Adventure, F 800 GS and F 650 GS painted in the BMW Motorrad Motorsport corporate colours.
30 Years GS” special models of the BMW R 1200 GS, R 1200 GS Adventure, F 800 GS and F 650 GS
BMW Motorrad continued the success story of the GS models in autumn 2010. With the BMW G 650 GS, BMW Motorrad added another member to the BMW GS family. In combination with its comparatively low weight and the reduced seat height, it was the attractive entry bike into the world of motorcycling and into the fascinating BMW GS world of experience.
Newly designed boxer featuring vertical flow
The dynamic development of the BMW GS theme continued unabated in the fourth decade. When BMW Motorrad presented the new R 1200 GS at Intermot in autumn 2012, interest was particularly focused on the completely redesigned engine.
The air/liquid-cooled flat twin engine introduced cylinder heads featuring vertical flow; they had an integrated gearbox and a shaft drive on the left side from then on, supplemented by state-of-the-art chassis technology and electronic control systems such as ABS, traction control or semi-active chassis.
Since 1969 motorcycles have been manufactured for the world market in Berlin-Spandau and since 1980 the BMW Motorrad GS models with boxer engine, too.
With an output of 92 kW (125 hp), the new R 1200 GS also provided more grunt. Barely one and a half years later, in March 2014, the 500,000th BMW motorcycle of the boxer-engine GS model series rolled off the assembly line at the plant in Berlin – this was an R 1200 GS Adventure.
The 500,000th BMW motorcycle of the flat-twin-engined GS model series came off the production line in March 2014 – a R 1200 GS
The GS for the capacity segment below 500 cc: the G 310 GS
In autumn 2016, BMW Motorrad presented yet another GS model. This time it was the G 310 GS. It transferred the core qualities of a BMW GS to the engine capacity segment below 500 cc and interpreted these in its own style. Extremely compact, yet fully grown and comfortable, it opened up a whole new world of experience in its segment and became unique in the entry-level segment, above all due to its versatility.
BMW G 310 GS
With the new R 1200 GS, BMW Motorrad expanded the GS portfolio not only with further product optimisations but also by broadening the motorcycle’s range of properties. For the first time, customers were able to give a BMW GS a more marked touch of enduro or distinguished style to suit its preferred area of use by ordering the style packages Rallye and Exclusive.
2017 BMW R 1200 GS Adventure Triple Black
In the same year a completely different interpretation of the GS theme came on the scene: the R nineT Urban G/S. The R nineT Urban G/S drew on the genes of the very first and legendary BMW R 80 G/S of the year 1980, transporting them into the modern era with contemporary technology in the form of a classic enduro-style BMW motorcycle with boxer engine. As with the other R nineT models, the powerful, air/oil-cooled boxer engine with 81 kW (110 hp) output in combination with a six-speed transmission was installed.
BMW R nineT Urban G/S
New engine, new chassis: The new GS models of the F series
In 2017 BMW Motorrad continued to write GS history with the two completely redesigned F 750 GS and F 850 GS enduro models. BMW Motorrad consistently built on the typical GS strengths in the successor models to the successful 2-cylinder F 650 GS, F 700 GS and F 800 GS motorcycles with the aim of making good things even better.
2019 BMW F 850 GS
At the heart of the new development was a newly designed parallel-twin with two balancer shafts and 270/450 degrees ignition distance made for a much more characterful experience. It generated 57 kW (77 hp) for the F 750 GS and 70 kW (95 hp) for the F 850 GS from 853 cc, thus providing superior drive power for both GS models.
2019 BMW F 850 GS and F 750 GS on the Dyno
More power, torque and efficiency for the big boxer-engined GS
In autumn 2018, BMW Motorrad once again introduced a radical upgrade for the boxer engine of the large GS models in order to further improve power and torque yield as well as reduce fuel consumption and emission values.
BMW ShiftCam Boxer
For this purpose, BMW ShiftCam Technology was used for the first time in the serial production of BMW Motorrad engines: this allowed valve timings and valve stroke on the intake side to be varied. In addition, the intake camshafts were designed for asynchronous opening of the two intake valves, resulting in enhanced swirl of the fresh, incoming mixture and therefore more effective combustion.
ShiftCam Boxer Engine on the dyno
Other technical changes to the engine related to the camshaft drive – now taken care of by a toothed chain (previously a roller chain) – optimised oil supply, twin-jet injection valves and a new exhaust system.
2019 BMW R 1250 R with ShiftCam
Will we see some 40th Anniversary special edition GS models revealed soon? Would be a brave person to bet against it…
An automotive group is calling for a”fairer” distance-based user-pays road tax system and incentives to encourage more people to take up electric vehicles.
MTAQ CEO Dr Brett Dale says the uptake of electric scooters and motorcycles will have a “huge place in the future of mobility”.
“They are undoubtably more environmentally friendly and the uptake should be supported with a focus on safe riding,” he says.
“We all know the future of mobility will be underpinned by electrification and micro-mobility options will be a big part of that future.
“Government needs to support the new clean technology revolution through incentives for all vehicles that contribute to a reduction in carbon emissions.
“A fair user-pays system would appear to be the most equitable and costs should be determined by the volume of kilometres driven, where the vehicle has travelled (city congestion), the emissions and possibly the size of vehicles.”
Cost incentive
He says the expense of electric vehicles is a major impediment to their uptake.
That’s more expensive than all but the Harley CVO range and Trike Glide Ultra Classic. It is more expensive than the feature-laden Ultra Limited tourer at $A41,495 ride away and Freewheeler Trike at $45,995.
Dr Bell says Canada, China, USA, India, Japan and many European countries provide price subsidies and tax reductions, exemptions and credits to encourage the uptake of EVs.
Motorist taxes
Providing an incentive to buy electric vehicles could have two major ramifications for the community if there is a shift from petrol-powered to EVs.
One would be a power drain on the already stressed electricity grid.
However, some EV manufacturers such as Damon Motorcyclesare including or considering a system were the vehicle actually puts stored power back into the grid, propping it up during peak load times.
Damon Hypersport
The other issue is that road maintenance and construction could be impacted by EV users avoiding the 50c-a-litre fuel tax that contributes $13 billion a year.
However, Dr Dale says a user-pays system based on distance would help fill the funding gap.
More benefits
Dr Dale also points out that the MAG call to scrap rego would benefit people with multiple vehicles.
“It makes sense that second vehicles in particular, are not paying premium prices in registration,” he says.
“Certainly motorcycles can fall into that category and a user-pay system is far more reasonable.”
To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.
2021 Honda CRF450R
To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.
The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.
General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.
“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”
For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au
High Voltage GNCC
Kailub Russell’s 67th career XC1 victory Zach Osborne has a crack at Enduro
The 2020 Grand National Cross Country (GNCC) Series presented by Specialized, an AMA National Championship, made its last stop before summer break in Maidsville, West Virginia for the 2nd Annual High Voltage GNCC.
FMF/KTM Factory Racing’s Josh Toth got a great jump off the line to earn the $250 All Balls Racing XC1 Holeshot Award. As the riders navigated their way through the course on the opening lap, it would be Toth holding onto the lead as he came through timing and scoring 32 seconds ahead of his fellow competitors. RPM KTM/Klim’s Dante Oliveira held onto second early in the race, with FMF/KTM Factory Racing’s Kailub Russell charging back in third overall.
FMF/KTM Factory Racing’s Josh Toth got a great jump off the line, and earned himself the $250 All Balls Racing XC1 Holeshot Award. PC: Ken Hill
By the second lap, Russell had made the move around Oliveira and had his sights set on his teammate Toth. Toth, however, would remain in the lead with almost a 40 second lead as he continued to have a pretty open trail ahead of him. Babbitt’s Online/Monster Energy/Kawasaki’s Josh Strang had made his way to third by the second lap, making the pass stick on Oliveira.
When the lead pack came around on lap three, Toth’s lead had diminished to 22 seconds over Russell. Toth continued to push, and Russell continued to reel in his teammate. Strang would remain back in third, with FMF/KTM Factory Racing’s Ben Kelley charging ahead in the fourth place position. Lap four saw Russell continuing to inch closer to Toth with a 12 second gap between the two. Strang and Kelley would continue to push, with Babbitt’s Online/Monster Energy/Kawasaki’s Jordan Ashburn making his way into the fifth overall position.
Things were heating up by the competition of the fifth lap, with just an 8 second gap between Toth and Russell the battle was on as they headed through the pro pits and back into the woods. Kelley had moved within two seconds of Strang to battle for the third place position and Ashburn remained fifth with FactoryONE Sherco’s Grant Baylor running in the sixth place position. However, as Baylor headed back out he would be unable to finish another lap due to a mechanical issue. Baylor would ultimately finish 10th in the XC1 class.
FMF/KTM Factory Racing’s Kailub Russell charged throughout the day, earning his 67th career overall XC1 win. PC: Ken Hill
When the leaders emerged out of the woods and began their descent to the finish line to complete lap six of racing, and receive the white flag, there was new leader, Russell had made his way around Toth and came through timing and scoring 3.45 seconds of him. Strang would remain in the third place position, but would still have his work cut out for him as Kelley was still just 2.5 seconds behind him. Ashburn continued to make his way in the fifth place position, and Phoenix Honda Racing’s Andrew DeLong was running sixth in the XC1 class. Unfortunately disaster would strike DeLong once again, and a mechanical failure would take him out of the last lap. DeLong would finish the day eighth in the XC1 class.
Husqvarna/FXR/Thornhill Automotive’s Cory Buttrick and Rockstar Energy Husqvarna Factory Racing’s Zach Osborne were battling their way through the dust and riders, making their way around in the eighth and ninth place position on lap six. With one more lap of racing to go Buttrick and Osborne both continued to push to better their finishing positions.
Husqvarna Factory Racing’s Zach Osborne battled throughout the duration of the three-hour race, earning seventh in XC1 and 29th overall. PC: Ken Hill
With everyone’s eyes on the lead pack during the last lap of racing, Russell and Toth were bar-to-bar. Toth made the pass on Russell, but would get caught up trying to pass a lapper. This left a main line open for Russell, and he would capitalize making the pass back for the lead with less than a mile to go. With the checkered flag waving it was Russell coming through to earn his 67th career XC1 victory. Toth would finish second, just three seconds back from Russell. Strang would hold off Kelley to take third overall, but Kelley would hold onto fourth overall for the day.
Ashburn came through to take the fifth overall position at round eight. Buttrick would come through to finish sixth in the XC1 Open Pro class, and 14th overall on the day. And after a tough day of battling back from a bad start, it was Osborne finishing seven laps of racing. Osborne would come through seventh in the XC1 class and 29th overall. Osborne said it was not the result he hoped for, or thought he was capable of, but he hopes to return for some redemption at some point.
In the XC2 250 Pro class it was Trail Jesters KTM’s Jesse Ansley grabbing the $100 Hot Cams XC2 Holeshot Award. However, it would be Trail Jesters KTM’s Jonathan Girroir making his way to the front of the group early on in the race. Girroir would come through timing and scoring on lap one in the second place position behind Pennsylvania-native Benjamin Nelko, who held the lead on the opening lap.
Girroir would make the pass stick on lap two, and he would not look back. Girroir would maintain the lead, even after Rockstar Energy Husqvarna Factory Racing’s Craig DeLong applied the pressure halfway through the race. Girroir and DeLong would push each other until the checkered flag waved. Girroir earning his third win of the season, and moving himself back into second place in the points standings.
Trail Jesters KTM’s Jonathan Girroir earned his third XC2 250 Pro class win of the season at the High Voltage GNCC. PC: Ken HillMoto News Weekly proudly brought to you by Dunlop
DeLong crossed the line in the second place position, making his eighth-straight visit to the podium. DeLong remains the XC2 250 Pro class points leader as the series goes on hiatus until September.
AmPro Yamaha’s Michael Witkowski worked his way up to third after a fifth place start to the day. Witkowski would make the pass during the third lap of racing, and put his head down to push for the remainder the of race. Witkowski sits third in the points standings, just three behind second place and 12 behind first.
Coming through to take fourth in the XC2 class was Beta USA’s Thorn Devlin. This is Devlin’s best finish thus far in the season, breaking into the top 10 overall with a ninth place overall finish on the day. Rounding out the top five in XC2 was Phoenix Honda Racing’s Jonathan Johnson.
AmPro Yamaha’s Rachael Archer earned her first WXC overall win with a 59 second gap between her and second place. PC: Mitch Kendra
Kiwi fast femme Rachael Archer got one over Becca Sheets while Aussie Tayla Jones rounded out the Women’s podium.
High Voltage GNCC Overall
Kailub Russell – KTM
Josh Toth – KTM
Josh Strang – Kawasaki
Ben Kelley – KTM
Jordan Ashburn – Kawasaki
High Voltage GNCC Women
Rachael Archer – Yamaha
Becca Sheets – Yamaha
Tayla Jones – Husqvarna
Rachel Gutish – Beta
Brandy Richards – KTM
XC1 Pro Event Results
Kailub Russell (KTM)
Joshua Toth (KTM)
Josh Strang (KAW)
Benjamin Kelley (KTM)
Jordan Ashburn (KAW)
Cory Buttrick (HQV)
Zach Osborne (HQV)
Andrew DeLong (HON)
Josh Heintz (KAW)
Grant Baylor (SHR)
XC2 250 Pro Event Results
Jonathan Girroir (KTM)
Craig DeLong (HQV)
Michael Witkowski (YAM)
Thorn Devlin (BET)
Jonathan Johnson (HON)
Ryder Lafferty (HQV)
Liam Draper (KTM)
Cody Barnes (BET)
Benjamin Nelko (HQV)
Ben Parsons (HQV)
2020 GNCC Championship Points Standings Outright
Kailub Russell – KTM 235
Josh Strang – Kawasaki 193
Jordan Ashburn – Kawasaki 127
Craig DeLong – Husqvarna 122
Michael Witkowski – Yamaha 111
XC2 250 Pro Series Standings
Craig DeLong (203)
Jonathan Girroir (194)
Michael Witkowski (191)
Cody Barnes (138)
Liam Draper (122)
Thorn Devlin (107)
Ryder Lafferty (90)
Jonathan Johnson (89)
Simon Johnson (79)
Benjamin Nelko (75)
Dates and locations of GNCC remaining rounds
Sept. 12/13 Mountaineer, Beckley, WV
Sept. 26/27 Snowshoe, WV
Oct. 10/11 Mathews Farm, Taylortown, PA
Oct. 24/25 Ironman, Crawfordsville, IN
Nov. 7/8 TBA
MA To Monitor Restriction Impacts On 2020 AORC
Motorcycling Australia will continue to monitor government COVID-19 restrictions which may impact future dates of the Yamaha Australian Off-Road Championship, presented by MXstore.
With this week’s government decisions to close the NSW and Victorian border, border restrictions in Queensland and South Australia, and metropolitan Melbourne COVID-19 lockdown, Motorcycling Australia (MA) will continue to watch government developments.
Motorcycling Australia Off-Road Events Manager, Matthew Falvo, said planning for rounds 7 and 8 of the Yamaha Australian Off-Road Championship, presented by MXstore, at Nowra, NSW on August 29-30, was well under way.
“We know sponsors, riders, teams and fans are eager to go racing in the Yamaha Australian Off-Road Championship, presented by Mxstore,” Mr Falvo said.
“Our Yamaha AORC, presented by MXstore, has produced world class racing this year and we know riders and teams have been training hard in recent months and will be ready to race in Nowra next month.
“We will obviously monitor very closely any changes to government regulations and border closures in the coming weeks which will allow the championship to get back under way.
“We have tentatively locked away the weekend of November 14-15, 2020 as a back-up event date should it be required because of COVID-19 restrictions.”
2020 Yamaha AORC Presented by MXstore Calendar
Round 7 & 8: Nowra, NSW 29 – 30 Aug 2020
Round 9 & 10: Omeo, VIC 19 – 20 Sept 2020
Round 11 & 12: Wynyard, TAS 17 – 18 Oct 2020
BACK UP EVENT DATE 14 – 15 Nov 2020
Moto News Weekly proudly brought to you by Dunlop
Honda Australia saddened by the passing of Jason Hill
Tony Hinton – General Manager Honda Motorcycles
“We are saddened to learn of the passing of Jason Hill overnight. Jason was a true motorcycling legend and a valued member of the Honda family. In 2005, we shared in Jason’s well-deserved victory at the Finke Desert Race and appreciated his support of the Honda dealer network in the Northern Territory over the years. We wish to extend our deepest condolences to his family and friends and the broader motorcycling community.”
Jason Hill
Lucas Oil Pro Motocross
MX Sports Pro Racing has announced the postponement of the 2020 series until August with dates and venues to be announced at a later date.
Team Honda HRC Welcomes Chase Sexton
Fresh off wrapping up his second consecutive AMA Supercross 250SX East Championship with GEICO Honda, Chase Sexton recently completed his first official test with his new squad, Team Honda HRC.
Chase Sexton and the Team Honda HRC CRF450R
The test was aboard the factory CRF450R, and Sexton looked quite comfortable aboard the big bike.
Moto News Weekly proudly brought to you by Dunlop
Taddy Blazusaik on GasGas
As a six-time FIM SuperEnduro World Champion, five-time AMA EnduroCross Champion, five-time Red Bull Erzbergrodeo winner, along with having four X-Games Gold medals and a Red Bull Last Man Standing victory to his credit, Taddy has firmly cemented himself as one of the sport’s greatest athletes. The 37-year-old returned to top-flight competition in 2018 following a short career break and finished the 2019 WESS Enduro World Championship in fourth, while placing as runner-up in both the 2019 AMA EnduroCross Championship and 2020 SuperEnduro World Championship, Taddy remains a formidable competitor no matter what discipline or where in the world he lines up to compete.
Taddy Blazusaik on GasGas EC300
For extreme enduro competition Taddy will ride the EC 300 and compete on the EC 350F for classic enduro and indoor events. Utilizing the GasGas trial range, he will also use the TXT Racing 300 as part of his training program.
Taddy will make his first outing with GasGas at the start of the 2020 WESS Enduro World Championship.
Taddy Blazusiak
“This is a really cool and exciting change in my career, the start of a new chapter for me. It’s an honor to lead the GasGas brand back into enduro and I really want to do everyone proud. By joining this project from the beginning, I feel like I can really help to bring some value by using my experience to develop the bike and to show people what we are all about. There’s a freshness and a lot of energy about everything and I’m excited for people to see what we’ve been working on. Everyone that knows me knows how competitive I am, racing in new colors definitely makes me more determined to challenge for more race wins. Being a GasGas rider means I get to race their exciting new enduro models as well as train on their amazing trial machines. Before I began competing in enduro, my trial career started with GasGas. I won the European Trial Championship with them in 2004, so it’s very important to me to create something special now. Trial is still a big part of my life, the perfect way to prepare for the WESS Enduro World Championship. I’m already enjoying riding my TXT Racing 300 and know that I have the best bike available to sharpen my skills. Although this year has been different because of coronavirus, I do feel ready to get back racing. I’m really looking forward to returning to competition as a GasGas rider.”
Taddy Blazusaik with the GasGas EC300
Robert Jonas – VP Motorsports Offroad
“For a brand like GasGas there is no better rider than Taddy Blazusiak to lead it back into enduro competition. Taddy needs little introduction, his many successes say everything needed about his determination, professionalism and drive. While it is no secret that Taddy is now one of enduro’s more senior racers his experience and focus, and his want to keep pushing both himself and those around him to be the very best they can be, will be invaluable to GasGas during the first steps of the enduro program. Both in competition and when involved in development and testing, Taddy will bring a huge amount to GasGas and we are sure he’ll play a central role in driving the brand forward in the years ahead.”
Taddy Blazusaik GasGas EC300
Marty Smith Rookie of the Year Award
MX Sports Pro Racing, organizers of the Lucas Oil Pro Motocross Championship, sanctioned by AMA Pro Racing, has announced that its annual accolade recognizing the top performing freshman rider in the 250 Class will be renamed the Marty Smith Rookie of the Year Award, in honor of the late American motocross pioneer.
“Marty Smith was the original Rookie of the Year. He won the first AMA National he ever entered back in 1974, and then he became the first-ever 125cc AMA National Champion. It’s pertinent that we rename this prestigious award in his memory, in recognition of his contributions to the Pro Motocross Championship and the sport as a whole,” said Davey Coombs, President of MX Sports Pro Racing. “For an entire generation of racing enthusiasts Marty Smith was the epitome of cool in motocross. He proved that a motorcycle rider can become a household name alongside the likes of football, baseball and basketball stars. He was a charismatic, larger-than-life figure in motocross, one that any aspiring racer has and should look to emulate. We’re privileged to ensure that his legacy carries on to future generations of motocross racers and fans.”
Marty Smith
Tragically, this past April, Marty Smith and his wife, Nancy, lost their lives in a dune buggy accident in Southern California’s rural Imperial Sand Dunes. He was 63 years old.
With his Southern California surfer looks and effortlessly smooth riding style, Marty Smith became the United States’ first motocross superstar. The San Diego native was a natural talent aboard a motorcycle, forming his own unique approach to racing that emphasized control and technique. This conservative method helped Smith earn his first major victory as an amateur at the 1973 Hangtown Motocross Classic, which resulted in a life changing phone call from Factory Honda. The Japanese motorcycle manufacturer put its trust in the teenager to bring it prominence in the newly formed 125cc AMA National class, in which Honda would be debuting its new CR125M Elsinore model. Smith made good on Honda’s gamble and went on to capture the inaugural 125cc National Championship at just 17 years of age. He dominated the four-race series, capturing two wins and nearly doubling the point total of the next best rider en route to the title, while still a senior at Point Loma High School. Thanks to the notoriety he achieved both on and off the track, he cemented the status of the 125cc division as the sport’s proving ground for aspiring young talent.
Marty Smith
The following season, Smith successfully defended his 125cc title in even more dominant fashion, winning six of the seven rounds. And then, in 1977, he landed Honda its first 500cc National Championship when he out-dueled his primary rival, Bob “Hurricane” Hannah, for the crown.
At the end of the 1981 season Smith decided to retire, which concluded a career that saw him collect 12 Pro Motocross victories and a trio of championships. He also won the first two U.S. 125cc Grand Prix events, in 1975 and 1976, as well as couple of rounds in what was a then-fledgling AMA Supercross Championship. Smith will forever be known as the most influential motocross rider in the history of American Honda, where his talent, charisma, and success paved the way for the “Red Rider” to become one of the most iconic brands in American motocross history.
Smith was inducted into the AMA Motorcycle Hall of Fame in 2000 and remained a fixture in the industry through his Marty Smith Motocross School. He added to his racing legacy in 1991 by capturing victory at the legendary Baja 1000.
Marty Smith and his wife Nancy are survived by their three children, Tyler, Jillyin and Brooke, and seven grandchildren.
Moto News Weekly proudly brought to you by Dunlop
2020 Yamaha NZ Enduro Championship
The shortened 2020 Yamaha NZ Enduro Championship wrapped up over the weekend. Rounds three and four were held over consecutive days, with the tricky trails in the Santoft forest, near Bulls, in the Manawatu, testing the riders to their limits.
Round Three (Santoft) AA Class Overall
Hamish McDonald
Tom Buxton
Paul Whibley
Round Four (Santoft) AA Class Overall
Hamish McDonald
Dylan Yearbury
Tom Buxton
2020 NZ Enduro Championship Overall
Hamish McDonald
Dylan Yearbury
Seth Reardon
AMA Regional MX Champions
AMA Regional Motocross Champions will lead the race for AMA national titles Aug. 3-8 at the Monster Energy AMA Amateur National Motocross Championship at Loretta Lynn’s Ranch in Hurricane Mills, Tenn.
“The march to claim an AMA Amateur National Motocross Championship is long and competitive,” said AMA Motocross Manager Mike Burkeen. “This August, that march will end for 2020 when 36 national champions hold their AMA National No. 1 plates high and put their names in the record books forever.”
A young Eli Tomac victorious at Loretta Lynn’s in 2004
In addition to national titles, the best riders will compete for the Nicky Hayden AMA Motocross Horizon Award, presented to the amateur racer who demonstrates the talent and readiness to excel in the pro ranks. As in past years, the rider who takes home that coveted honor will compete in the fastest classes at Loretta Lynn’s.
While each racer on the gate has a fair shot to win at Loretta Lynn’s, many fans will have their eyes on the AMA Regional Champions to run at the front.
These include multi-class regional champions, such as Husqvarna and Cobra rider Kade Nightingale, from Mounds, Okla., the Mideast Mini-E (4-6) Jr. champion and 51cc (4-6) Limited champion; and KTM and Cobra rider Jaydin Smart from Berry Creek, Calif., who won the same titles in the Midwest Region.
Other multi-class champions to watch are KTM rider Haiden Deegan, from Temecula, Calif., who won both the Midwest Mini Senior 1 (12-14) and Mini Senior 2 (13-15) titles, and the rider who won the same titles in the Southeast Region, Logan Best, from North Port, Fla., on a Yamaha.
Two riders who could set some of the fastest lap times at the national include Suzuki rider Dilan Schwartz, from Alpine, Calif., and KTM rider Austin Black, from Wildomar, Calif. Schwartz won the Open and 250 Pro Sport classes in the Midwest Region and Black won both titles in the Southwest Region.
In the Women’s class, multi-time amateur national champion, 2020 Northeast Region Women’s class champion and Kawasaki rider Jordan Jarvis, from Clayton, N.C., is expected to battle Riverton, Utah’s Tayler Allred. Not only did Allred, who rides a KTM, win the Midwest Region Women’s class title, but she also qualified for the national in the 450 B Limited class.
In the Junior (25+), fans will be watching to see if 48-year-old former pro and Honda rider Mike Brown, from Bristol, Tenn., can hold off his younger rivals to win a fourth straight national title. Possible candidates to unseat Brown include Tallahassee, Fla.’s Jesse Wentland, who won the Southeast Junior (25+) championship on his Honda, and 2008 AMA Motocross Horizon Award winner Darryn Durham, from Valencia, Pa., who won both the Northeast Open Pro Sport and Junior (25+) titles on his Yamaha.
Another rider who will command a lot of attention is Kawasaki rider Jett Reynolds, from Bakersfield, Calif., who won nine consecutive AMA Amateur National Motocross Championships before missing the most recent two years with injuries. Reynolds is bringing his Midwest 450 B regional title to the national.
“Although the AMA Regional Championships provide a hint of who is expected to run at the front at Loretta Lynn’s, it’s just that, a hint,” Burkeen said. “When the national gate is filled with the fastest amateur motocross racers in America, anything can happen and anyone can win. One thing is certain, the competition will be incredible in every class as racers chase their motocross dreams.”
This year, in response to the COVID-19 pandemic, the event will operate under a comprehensive mitigation plan, with rules regarding social distancing, social responsibility and mandatory mask zones.
“The success of the AMA Amateur National Motocross Championship, its longevity and its reputation, is built on the experience and strong working relationship of the AMA and MX Sports,” Burkeen said. “That experience has even been more critical this year as we have made necessary changes to stem the spread of the coronavirus through the work of the Race Leadership Team. We wish the riders, their families and the operations crew a fun and safe week of racing.”
American Flat Track is back
Following almost ten months of anticipation, preparation, lockdown, and limbo, the 2020 American Flat Track season is at last set to commence. The long-awaited opener will kick off the resurrected campaign in spectacular fashion with the first of a season of doubleheader events, the Volusia Half-Mile I & Volusia Half-Mile II this weekend, July 18, at Volusia Speedway Park in Florida.
The global pandemic that pushed back the season by four months has changed the world in any number of ways, including a heightened awareness of the safety precautions needed for spectators and participants alike. As a result, tickets will be available in limited numbers, there will be a pre-entry health screening to ensure fan safety, and enhanced sanitation and cleaning protocols will be followed. While the practice of social distancing is highly encouraged outside the air fences, the action on track promises to be as close and intense as ever.
AFT SuperTwins
The dawn of the AFT SuperTwins presented by Vance & Hines era comes alongside a reconfigured schedule that features a heavy dosage of Half-Miles, starting with AFT’s first-ever visit to Volusia Speedway Park for the opening two rounds. That altered reality will force new Grand National Champion Briar Bauman (No. 1 Indian FTR750) to defend his #1 plate against a field stacked with heavy hitters who sense this season may be the best chance of their careers to earn the coveted title themselves.
Briar Bauman – 2019 AFT Twins Champ
It’ll be vitally important for Bauman to get out the gates quickly to reestablish himself as the rider to beat, especially considering the past three GNCs went to the winner of the season opener.
Bauman’s stiffest challenge will likely once again come from his fellow Indian Wrecking Crewmen. Future Hall of Famer Jared Mees (No. 9 Indian FTR750) is angling to return to his commanding ways, while Briar’s younger brother, Bronson Bauman (No. 37 Indian FTR750), seems primed to take the next step and emerge a genuine championship threat.
While the factory Indian Motorcycle squad has proven to be a series juggernaut in recent seasons, the series’ historic dominator enters the 2020 fight rebuilt, refocused, and more powerful than its been in years. Now overseen by title-winning crew chief Ricky Howerton, the Harley Factory Flat Track Team is loaded with talent. Former Grand National Champion Bryan Smith (No. 4 Harley-Davidson XG750R Rev X) spearheads the effort, flanked by the up-and-coming Jarod Vanderkooi (No. 20 Harley-Davidson XG750R Rev X) and supremely gifted rookie Dalton Gauthier (No. 79 Harley-Davidson XG750R Rev X).
Yamaha has a pair of aces of its own in 2019 two-race winner JD Beach (No. 95 Estenson Racing Yamaha MT-07 DT) and ‘17 AFT Singles champ Kolby Carlile (No. 36 Estenson Racing Yamaha MT-07 DT).
In addition to the Wrecking Crew, Indian Motorcycle will again be represented by a deep bench of potential race winners on private FTR750s, including the likes of Brandon Robinson (No. 44 Indian FTR750) and Sammy Halbert (No. 69 Indian FTR750).
AFT Singles
The 2020 Roof Systems AFT Singles presented by Russ Brown Motorcycle Attorneys class is once again a wide-open affair with reigning champion Gaultier, ‘18 champ Dan Bromley (No. 62 Indian FTR750), and ‘17 champ Carlile all graduating to the AFT SuperTwins class for 2020.
The aforementioned schedule reshuffle should seriously elevate the title chances of the category’s all-time winningest rider, Shayna Texter (No. 52 Red Bull KTM Factory Racing 450 SX-F). But even without a bevy of TTs to bring her back to the pack, Texter figures to be pushed to the brink by a pair of former premier class standouts in Mikey Rush (No. 14 Estenson Racing Yamaha YZ450F) and Henry Wiles (No. 17 RMR Honda/Honda Talon CRF450R).
Rush made his transition to AFT Singles competition a year ago with the RMR squad and came through in a huge way, scoring four wins and finishing as the championship runner-up, just six points removed from the title.
With Rush moving over to the Estenson Racing outfit for ‘20, his slot at RMR has been filled by Wiles. That’s a momenuntal development for the class’ balance of power, as Wiles — who boasts the 2009 and 2010 GNC1 Singles crowns and 26 career premier-class victories aboard four-stroke singles — is arguably the greatest single-cylinder racer in American Flat Track history.
While Texter, Rush, and Wiles have been doing the business at the sharp end for years, the class has historically been a venue for young riders to showcase their abilities at the professional level. And it will remain so in 2020 if 17-year-old prodigy Dallas Daniels (No. 32 Estenson Racing Yamaha YZ450F) has anything to say about it. In just a half-season of competition, Daniels lit the class up in year ago, exploding onto the scene with a win, three podiums, and five top fives in the final seven races of ‘19.
AFT Production Twins
Reigning AFT Production Twins king Cory Texter (No. 1 G&G Racing/Roof Systems Yamaha MT-07) is back to defend his title. Texter opened his ‘19 campaign in scintillating form, tearing off three straight wins to start the year and then rode the wave of fast start to the throne.
He was pushed down the stretch by four challengers who each won two races apiece. While two of them, Gauthier and Carlile, have since moved on to the premier class, 2019 runner-up Ryan Varnes (No. 68 Varnes Racing/RoyBuilt Don’s Kawasaki Ninja 650) and fifth-ranked Chad Cose (No. Wally Brown Racing Harley-Davidson XG750R) are back for another shot at the title.
The versatile James Rispoli (No. 43 Latus Motors Racing Harley-Davidson XG750R) promises to be a factor as well. After successfully transitioning back to dirt track racing following a decade focused on pavement, Rispoli should only be that much stronger in 2020 with 2000 GNC Joe Kopp serving as his crew chief.
Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from development with Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine.
The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance.
The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability.
A larger hydraulic clutch offers greater control with lighter lever pressure.
More compact plastics and a smaller seat unit increase freedom of movement.
The 2021 Honda CRF450R is expected to hit Australian dealerships around October 2020.
2021 Honda CRF450R
2021 Honda CRF450R at a glance
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
New triple clamp design
Revised air cleaner system
Revised fuel pump
New decompression weight design
New graphics
Due October 2020
2021 Honda CRF450R
Honda launch new racer support program
To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.
To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.
The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.
General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.
“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”
For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au
2021 Honda CRF450R in detail
In 2017 Honda’s CRF450R was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.
Standard-fit electric start was a convenient addition in 2018 and, for 2019, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.
The 2020 CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of Tim Gajser. The 2021 Honda CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.
New machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R Model Overview
For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.
2021 Honda CRF450R
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.
2021 Honda CRF450R Chassis
Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
2021 Honda CRF450R frame
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
2021 Honda CRF450R swing-arm
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R is slimmer by 70mm and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.
Holding 6.3L, the titanium fuel tank has also been redesigned
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
2021 Honda CRF450R
Up front, the twin-piston brake caliper employs 30 and 27 mm diameter pistons and 260 mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240 mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6 in, the rear a 19 x 2.15 in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.
A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.
2021 Honda CRF450R
2021 Honda CRF450R Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
2021 Honda CRF450R engine
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
More top end power
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
Twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
The 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch
Bore and stroke remains 96 x 62.1 mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
2021 Honda CRF450R Engine
2021 Honda CRF450R Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
2021 Honda CRF450R
The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
2021 Honda CRF450R
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice
Level 2 – 8,500rpm, dry conditions/standard
Level 1 – 9,500rpm, dry conditions/expert
2021 Honda CRF450R
Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard
Mode 2 – Smooth
Mode 3 – Aggressive
2021 Honda CRF450R
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.
2021 Honda CRF450R Specifications
Engine – 449.7 cc four-stroke single uni-cam
Bore x Stroke – 96.0mm x 62.1mm
Compression Ratio – 13.5 : 1
Induction – EFI
Fuel Tank Capacity – 6.3 litres
Starting – Electric
Clutch – Wet multi-plate hydraulic
Frame – Aluminium twin tube
Dimensions (L´W´H) – 2,182 x 827 x 1,267mm
Wheelbase – 1,481mm
Caster Angle – 27.1°
Trail – 114mm
Seat Height – 965mm
Ground Clearance – 336mm
Dry Weight – 105.8kg
Forks – Showa 49mm USD fork
Shock – Showa monoshock Honda Pro-Link
Tyres – 80/100-21 (F), 120/80-19 (R)
Brakes – 260 mm front, 240 mm rear
Available – October 2020
All specifications are provisional and subject to change without notice
MotoGP riders hit the track for the first time in what seems like a year from 1800 (AEST) this evening at Jerez and it was defending World Champion Marc Marquez at the top of the time-sheets after the opening 90-minute session.
Jack Miller was in P2 for the first half hour of proceedings but the 25-year-old Aussie then went to the top of the timesheets just before the halfway point of the 90-minute session.
Franco Morbidelli had been consistently fast for the majority of the session and the 25-year-old Italian pushed Marc Marquez back to P3 as the opening timed practice entered its final half-hour.
Fabio Quartararo then picked up his pace as the session wore on to move up to third before Joan Mir pushed Marquez further back to fifth with just over 20-minutes remaining in the session.
Aleix Espargaro showed encouraging pace throughout the session on the new Aprilia but stepped it up a gear in the dying minutes to move up to P3, albeit briefly as Marquez then got serious and moved back up to P2 before then immediately putting in another flyer to go top of the charts, a 1m37.941s undercutting Miller’s 1m38.348s by four-tenths of a second.
With less than five minutes to go it was Marquez in P1 ahead of Miller, Aleix Espargaro in P3, Franco Morbidelli P4 and Fabio Quartararo P5. All the heavy hitters were on track apart from Miller, the Aussie seeemd content to sit out the end of the session.
A minute later Aleix Espargaro improved his marker to promote himself and Aprilia up in to P2 while Quartararo then pushed Morbidelli back to P5.
Cal Crutchlow then came from nowhere to drop in a 1m38.313 to go P3, pushing Miller back to P4 and Rins then slotted the Suzuki into P5 and Valentino Rossi came into the game at P6.
Rins then immediately improved further to go P2 before Rossi then came across the line to go P3. Quartararo then eclipsed Crutchlow to go P5.
When the clock stopped it was still Marquez on top from Rins and Rossi third.
Aleix Espargaro showed consistent fast pace on the Aprilia for P4 ahead of Quartararo and Crutchlow while early pace-setter Miller was relegated to P7 after he sat out the final part of the session but remained the top ranked Ducati.
Miguel Oliveira was the fastest KTM rider in an encouraging P8 ahead of Franco Morbidelli while Pecco Bagnaia rounded out the top ten.
Andrea Dovizioso made a slow start to the day but then put in a lot more laps in the second half of the session. The Italian is recovering from shoulder injuries he sustained during a motocross accident a couple of weeks ago that required surgery and finished the day in P19.
Riders will be back on track at 2200 (AEST) tonight for another 90-minute session to conclude the final test before they hit the track again at 1755 (AEST) Friday night for FP1 of the race weekend. The 25-lap race is scheduled to get underway at 2200 (AEST) on Sunday night.
The all time lap record at Jerez is held by Fabio Quartararo with which he scored pole position from in 2019 at 1m36.880s on his Petronas Yamaha, while the best race lap was recorded by race winner Marc Marquez that same weekend at 1m38.051s on the Repsol Honda. The highest MotoGP top speed recorded was 295.9 km/h by Andrea Iannone in 2015 on a Ducati.
After today showcasing the new 2021 CRF450R (Link) we thought it a great opportunity for a ride back in time with this short history of the CRF450R since its inception in 2002.
2002-2004
The lightest four-stroke motocrosser of its day, the original CRF450R set the stage for years of class-leading performance. Highlighted by Honda’s all-new Unicam engine and an aluminium twin-spar frame, the 2002 model’s early success was due not only to its outright performance, but also to the friendly characteristics that aided riders’ transition from two-strokes. The model made headlines for its plush, well-controlled Showa suspension, establishing from the very beginning a reputation for controllable, agile handling.
Unicam engine
Aluminium twin-spar frame
Lightest production four-stroke MX bike
There were minor changes in both of the following two years, the most noteworthy being the move to a longer shock that sharpened the handling even further in 2003.
2002 Honda CRF450R
2005-2008
The second generation CRF450R had big shoes to fill, and it managed the challenge exceptionally. Centred on a heavily updated engine, the 2005 model impressed with improved top-end power and wider power band. An updated design enhanced the overall look, while subtle revisions to the frame altered the bike’s flex characteristics, enhancing the plush feel for which the first generation had already been well known.
Reduced weight
New frame with revised flex characteristics
Wider powerband
HPSD steering damper introduced in 2008
Maintenance intervals for valve adjustments were widened in 2005 thanks to new valve seat material, while 2008 saw the introduction of the HPSD steering damper. Additional changes for 2008 included geometry revisions, clutch updates and a rev-limit increase that combined to further solidify the model’s reputation as a benchmark in its class.
2005 Honda CRF450R
2009-2012
For 2009, Honda engineers challenged themselves to create a CRF450R that was lighter than its predecessor despite adding electronic fuel injection. The result of their efforts was the third-generation CRF450R. Benefitting from an extreme focus on weight reduction and mass centralisation, this all-new model was highlighted by a new twin-spar aluminium frame with multiple design changes, including a repositioned steering head, lower overall height and reworked geometry. These changes combined with an all-new, more compact engine to create a bike that was known both its agile handling and strong responsiveness off the bottom.
New, more compact engine
Fuel injection
New frame with revised geometry
KYB AOS fork
2009 Honda CRF450R
2013-2016
With an all-new frame and updated engine, the 2013 CRF450R had a design brief that was focused on improved cornering performance. The result of the redesign was great turn-in performance and more consistent steering through corners. A milestone model for Honda, the 2013 was recognised for its dual-muffler exhaust, new styling and KYB Pneumatic Spring Fork (PSF), which used air pressure to provide spring resistance in place of coil springs.
New frame and swingarm
New bodywork
KYB PSF fork
Dual-muffler exhaust
2016 saw Tim Gajser win the MXGP world title for the first time, becoming the youngest MXGP champion ever, at the age of 20.
2013 CRF450R
2017-2020
The design brief of the 2017 CRF450R followed Honda’s new ‘Absolute Holeshot’ ethos. An all-new engine featured a downdraft intake, new compression chamber and finger rocker arm, among other changes aimed at increasing efficiency. A lighter, sixth generation twin-spar aluminium frame was designed with improved traction in mind, featuring a reduction in torsional rigidity. The 2019 model marked a return to coil-spring front suspension; other key changes included a new lighter titanium fuel tank and updated plastics with in-mould graphics.
Introduction of ‘Absolute Holeshot’ philosophy
New engine with focus on improved acceleration / power
Sixth-generation twin-spar aluminium frame
49mm coil-spring Show fork
The CRF450R’s major overhaul was followed up by minor changes in 2018, including updates to the suspension and mapping. In 2019, Honda once again made revisions to the frame, swingarm and shock linkage. Launch control and black D.I.D wheels were added. For the 2020 year model, Honda added Honda Selectable Torque Control (HSTC) to the package.
In professional racing, Team HRC’s Tim Gajser earned his second MXGP World Championship in 2019.
2017 Honda CRF450R
2021 CRF450R
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
Paul Andrew Brown was found guilty in May at a hearing in Burwood Local Court on charges of failing to stop and render aid, negligent driving occasioning grievous bodily harm, and not exchanging particulars.
The Governor had no qualms with allowing riders over 18 to decide whether they want to wear a helmet or not.
In fact, Parson supported repealing the helmet rule as a legislator.
So on Tuesday, he signed the proposal as part of wider legislation. The new helmet law will come into effect from 28 August 2020.
American laws
Missouri is not the only American state reversing mandatory helmet laws for all riders. There have been several in recent years including Nebraska which last year finally rejected the idea.
US helmet laws were introduced in 1966 when the feds withheld 10% of states highway construction funds unless they introduced certain safety regulations, including helmet laws.
Within a decade, 47 states had complied.
But in 1975, Congress amended the Highway Safety Act to prevent the use of federal highway funding as leverage against states.
Despite evidence of helmets protecting riders form death and severe head injury, 28 states have repealed their helmet laws with more likely to follow.
It seems strange to Australian riders since we were the first nation in the world to make helmets compulsory in 1961.
Most American states introduced compulsory helmet laws in 1967, but there is a growing movement toward “more freedom” for riders with a strong civil liberties lobby actively fighting the laws.
In recent years, states such as Michigan have relaxed their helmet laws and the latest to consider the move is Tennessee, despite the overwhelming evidence that helmets save lives.
Safety
As Dudley (William H Macy) tells Woody (John Travolta) in “Wild Hogs”: “62 per cent of all motorcycle fatalities could be prevented with the use of an approved DOT helmet.”
Wild Hogs
According to the US National Highway Traffic Safety Administration, for every 100 motorcyclists killed in crashes while not wearing a helmet, 37 could have been saved had they worn helmets.
Yet, the use of motorcycle helmets in the US continues to decline to about half from 71% in 2000.
So the temptation when you visit America is to try some of that freedom for yourself.
I must admit to having tried it a few times, usually at slow speeds around town, but on one occasion at the speed limit on an Indiana highway.
While I felt very vulnerable, I have to admit it was absolutely exhilarating … but also deafening.
The wind in your hair is one thing, but the wind in your ears is another.
It also blows your hat off! I’m surprised Billy in Easy Rider could ride without getting his cowboy hat blown off.
Motorbike Writer in Indiana
State laws
When you are again able to fly to the United States, maybe for Daytona Bike Week in March or the Sturgis Rally in August, don’t get too excited about not wearing a motorcycle helmet.
As soon as you get off the plane in California, you will have to wear a helmet to ride. In fact, 20 states, mainly on the west and east coasts of the US, have compulsory helmet laws.
American states with motorcycle helmet laws for all riders are: Alabama, California, DC, Georgia, Louisiana, Maryland, Massachusetts, Mississippi, Missouri, Nebraska, Nevada, New Jersey, New York, North Carolina, Oregon, Tennessee, Vermont, Virginia, Washington and West Virginia.
Only three states (Illinois, Iowa and New Hampshire) have no helmet use law.
The remaining 28 states have varying laws requiring minors to wear a motorcycle helmet while six of those states require adult riders to have $10,000 in insurance and wear a helmet in their first year of riding.
About half the states also allow you to ride a low-powered motorcycle such as a 50cc bike or scooter without a helmet.
