News Articles
Tetsuhiro Kuwata, HRC Director and Race Operations Management Division General Manager: “I am very pleased that we can continue to battle with Takaaki Nakagami in the MotoGP class next season onwards. I am truly grateful to the fans and IDEMITSU who have supported his career to date. This season, Nakagami’s performance has been solid, finishing within the points in every race, and is currently fifth.
Source: MotoGP.com – Read Full Article Here
The race was broadcast live on MotoGP™ eSport YouTube, Facebook, Twitter and Instagram, on MotoGP™ social channels, esport.motogp.com, motogp.com and selected TV broadcast partners. Motogp.com’s Jack Appleyard and Jack Gorst were on hand to provide commentary for the show.
Source: MotoGP.com – Read Full Article Here
MotoGP is so close right now. Last weekend Danilo Petrucci finished the Aragon GP in 15th and crossed the line just 15.941 seconds behind race winner Alex Rins, which is the second closest top 15 of all-time in a full-length premier class Grand Prix. It was also the second tightest finishing top ten of all time.
Mir is leading the Championship without yet winning a race, becoming the first rider in history to do so after the 10th race of a premier class season. He has 121 points, the lowest score for a Championship leader after the opening ten premier class races since the current scoring system was introduced in 1993. Mir is 68-points ahead of Johann Zarco in 15th place; this is the closest top 15 after the opening ten races of a premier class season since the current scoring system was introduced in 1993.
Eight winners in eight races, and eight so far, is quite a stat. So as the paddock returns to MotorLand Aragon for the Gran Premio Liqui Moly de Teruel, there’s one obvious question: can 2020 equal the record of nine? Set in 2016, it’s the most premier class winners we’ve ever had… and now we’re one away, with a few candidates still waiting in the wings to take to the top step.
The first must be Joan Mir (Team Suzuki Ecstar). The number 36 is now the Championship leader despite not yet winning, having shown incredible consistency to take podium after podium. He wasn’t quite able to replicate the late pace of team-mate Alex Rins in the Aragon GP – with Rins becoming the eighth different winner after a stunner on Sunday from tenth on the grid – but it would be hard to bet against the Mayorcan moving forward second time around at MotorLand. That would bring him even closer to the top step. It would be easy to say he’ll balance risk vs reward too, but he’s said for some time the target is to win a race before it’s to focus on the title. Rins will likely be hard to beat once again, though, so could the Teruel GP come down to a Suzuki duel? And can Mir come out on top this time around?
“Last weekend I felt I had more potential than third place, so in a way I was slightly disappointed, but I’m also glad that I was able to get another podium and take good points. Leading the championship is something really nice, but I’m not putting too much thought into it at the moment, I just want to ride my bike and do my best again this weekend and see where I end up. But for sure I’m aiming high.”
“Of course I would love to repeat my performance again this week, and for sure I will try! But it’s difficult and there are always many variables to think about. I need to improve my qualifying, because despite the fact that I was able to win when starting from 10th last week, it’s not easy to start far back and it gives you extra pressure and nerves. If I can qualify better I will feel more confident. But anyway, I’m really happy to ride here again for another home GP and I feel great after last weekend.”
The man who came closest to denying the number 42 last time out was Alex Marquez (Repsol Honda Team), however. The rookie is on an absolute roll taking two second places in a row, and he cut his gap from the winner from just over a second in the wet at Le Mans to just 0.263 at Aragon – in the dry. In a Jaws music-accompanied bit of news for his rivals too, Alex Marquez has been a key improver from one race weekend at the same track to the second. With the deficit he had on Sunday sitting at less than three-tenths… can Marquez bring Honda’s winless streak to an end and take his first premier class victory? Stefan Bradl will again ride a Repsol Honda as Marc Marquez further delays his return from injury.
“I’m looking forward to riding again at Aragon after a strong weekend last time. We will really need to work hard to keep at the front because I think many other riders will be able to make a step, like I have done in the past, in the second race. The goal remains the same: to work on our plan and try to make another step in qualifying. We have now been able to get into Q2 but there’s still work to do. If we can continue in the way we have been going these past races I will be very happy.”
Jack Miller (Pramac Racing) is another man who’s come close to winning in 2020 but hasn’t done it yet, but MotorLand has been a tougher venue for Ducati so far this season. Austrian GP winner Andrea Dovizioso (Ducati Team) was the top Borgo Panigale factory rider on race day last time out and edged out Miller and another man who has known the top step but not in 2020 yet – Cal Crutchlow (LCR Honda Castrol) – but plenty has turned on a dime this season.
“Thanks to the experience we made in last Sunday’s race at MotorLand, I think that during the next race weekend we will be able to aim for better results. Now we have many data at our disposal that we can use to try to understand how to manage the tyre consumption well, which again it will be crucial during the race. We still have room for improvement, and if we work in the right direction, I am sure that we will be more competitive here. Let’s hope to find normal conditions in each session to be able to take full advantage of the track time available starting already on Friday to be ready on Sunday. There are 4 Grands Prix left, and we are not that far from our target. For sure, we won’t give up”.
And what about Takaaki Nakagami (LCR Honda Idemitsu)? The Japanese rider is fifth overall, only 29 points off Mir, and is the only rider to score in every race. He’s also been in the top ten in every race, but has knocked on the door to the podium a few times.
A new winner isn’t guaranteed though. Maverick Viñales (Monster Energy Yamaha MotoGP) only just missed out on pole and was incredibly close to beating Mir to the podium in the Aragon GP, and he can’t be counted out.
“I‘m quite satisfied with how we started and finished last week‘s race. The opening lap and final laps were really good. Now we have to work on the middle part of the race. We are going to try again this weekend. We are going to focus on making the strong points of our bike stronger and I will again be concentrating on my riding style. Whenever we focus on these points we seem to do well – so that‘s our plan. We have the same objectives as we had last week: we want to start from the front row, make a good start, and then we‘ll see. We have nothing to lose in the championship, and we have a good mentality. It‘s a strange and demanding season for everyone, but we are keeping our spirits high. This is a good track for me, and Valencia and Portimão should be good too. We know we can do a good job at these tracks, but we‘re taking it one step at the time. First we are going to try to understand what we need to do to win here this weekend.”
Franco Morbidelli (Petronas Yamaha SRT) had some solid pace but will want to move forward… and then there’s his teammate, Fabio Quartararo…
“I am confident going into this second race at MotorLand Aragón; we will try to improve last Sunday’s result. We worked very well last weekend, it was a good result and I think we were just missing some small details, which would have helped us fight for the podium. With these small things I believe we could have stayed with the riders at the front. I think we made the correct choice with the tyre, but we need to analyse this ahead of our next race at the circuit again and improve our performance in the race, specially in hotter conditions. We will take what we learned, make some small changes and try again this weekend.”
Despite a crash in FP3 at the Aragon GP that left him a little bruised, Quartararo snatched pole from Viñales on Saturday and, initially, was up there in the fight. But a tyre pressure problem is what the Frenchman cited as the reason he then went back through the order down to P18 – his worst result yet and outside the points. That gave his three key contenders an open goal and Mir’s podium saw him take the lead, Viñales’ fourth saw him gain and Dovizioso once again stole back some of the ground he’d lost with his early crash in Barcelona. What can Quartararo do back at full power in the Teruel GP? He’s the true unknown quantity on the grid, but we’re about to find out.
“We know that our one-lap pace is really good around MotorLand Aragón, which is quite important to be in a good position for the start of the race. However, for the race as a whole it is not that important and you need more than this. For this weekend we need to improve our rear grip, the consistency of our tyres and check that we found out the solution to the last race’s issue. Working with the team we have seen where we can improve, so we will work on this and see what happens this weekend. We have the potential to finish with a good result from this circuit.”
Red Bull KTM Factory Racing will also want to move forward into that top ten battle and beyond, with the Austrian factory having a tougher time of it in the Aragon GP to take P11 with rookie Brad Binder as their top finish. His teammate, Pol Espargaro, was right behind him too. The number 44 will want to get back ahead, and Binder will want a lot more points this time around – he’s now tied on 67 with Alex Marquez in the fight for Rookie of the Year.
Aprilia Racing Team Gresini’s Aleix Espargaro was close behind the two top KTMs too – and he’ll want to try and flip that in Teruel as it’s a venue he’s had some good form at.
Source: MCNews.com.au
Josh Brookes has celebrated his second Bennetts British Superbike Championship last weekend after a title-deciding triple-header on the Brands Hatch Grand Prix circuit. His performance at the finale gave him a final 21-point advantage over closest rival Jason O’Halloran to seal the crown. The images below are all from that final round and taken by our contracted BSB photographer Dave Yeomans. Enjoy!
Source: MCNews.com.au
Five years after its initial Aussie launch, an essentially all-new Honda Grom is set to land Down Under in the first half of 2021.
Its predecessor proved popular with more than 3700 Groms hitting Aussies roads in the last four years.
We took one to the racetrack (Video), we took one to the snow (Video), and we also came across a young bloke that road a Grom from Melbourne to Darwin!
The engine has been heavily updated to meet Euro5 emissions standards but claimed peak power remains at ten horsepower, although a slightly higher compression ratio should also give the Grom a bit more zing under throttle.
It remains air-cooled and still displaces 125 cc but the bore and stroke measurements are dramatically different with the 2021 model featuring a much longer stroke for more low down and mid-range torque.
It also gains an extra ratio to help utilise that new engine with a five-speed gearbox and now has a proper oil-filter.
A gear position indicator and shift-light is added to the new instrumentation.
Rake and trail measurements remain the same as before, as does the low 760 mm seat height.
The bodywork is pretty much all new but its still unmistakably a Grom, even if its had a bit of a face-lift with a new LED headlight design. It also gains ABS for 2021.
Source: MCNews.com.au
We’re told the supersport market is dead, and yes, sales show a monumental decline in this class over the last two decades, but these exciting, dedicated track bikes are simply that, race bikes, with high revving engines and radical riding positions that can be hard work for everyday use on the road. But despite its supersport styling, Aprilia’s RS660 wasn’t designed for the track; this is a comfortable and unintimidating road bike with a typically Aprilia sporting edge.
The RS660 is powered by a parallel twin with a 270-degree crank, which is essentially the front half of the RSV4. But although the RS660 is an ‘entry-level’ bike for Aprilia, and is designed for a young and inexperienced audience, it’s neither bland nor dull – the opposite in fact – and sports even more rider aids than Aprilia’s flagship superbike RSV4. Cornering ABS, multiple track and rider modes, traction and wheel control, an up-and-down quick-shifter, even cruise control make for a world class array of electronic aids on a 100 horsepower sub $20,000 bike.
It has a short wheelbase at just 169 kg dry or 183 kg with fuel it is light, there’s adjustable suspension, a wide 180-section rear hoop, and that purple and red colour scheme is somewhat reminiscent of the legendary two-stroke RS250. If you don’t know what that is ask a grown up.
The seat has some padding, the bars are relatively high and wide, the ergonomics are comfortable and the pegs are relatively low. Not what I was expecting. The parallel twin is a road bike first and foremost, but one that can also be taken to the track.
The steering is light, which is exaggerated by the wide bars. It’s fun, yet stable, giving you the option to steer into the corner, or hang off the inside, knee on the deck. It is user friendly and welcoming, you just jump on and ride, safe in the knowledge you have excellent rider aids at hand, should you get in a little too hot.
Kayaba 43 mm forks are fully adjustable and were flawless on the road test. The rear unit is also adjustable (aside from compression), and even at a sharp road pace is hard to fault. Arguably it doesn’t have the plush ‘top-level’ feel of quality Öhlins units or similar and I’m sure you’ll need a little more support on track with race tyres. But, overall, it’s an easy handling road bike. I’m sure a more purpose track version will be coming soon……
Standard radial Brembo stoppers with braided lines and radial master cylinder are more than up for the job, especially when you consider the bike’s lack of weight. When stopping 183 kg from a top speed of around 230 km/h, you don’t need the most expensive race-spec Brembo stoppers. The feel is excellent, even the back brake, and the cornering ABS isn’t intrusive on the road.
Interestingly, you have three levels of ABS. The most intrusive is cornering ABS front and rear, mode two is similar but less intrusive, and mode one is conventional ABS on the front, not cornering ABS and no ABS on the rear, which in experienced hands with the standard slipper clutch allows you back into corners for fun.
What Aprilia has done is essentially use their RSV4 as a base, chopping the V4 engine in half to produce a parallel twin. The bore size is the same as the RSV4 1100, but the stroke is up to 63.93 mm, not the 52.3 mm of the V-Four.
The twin-cylinder DOHC engine produces a respectable 100 horsepower at 10,500 rpm and 67 Nm at 8500 rpm, that is more torque than a Yamaha R6 or Honda CBR650R. The little twin will bounce off the rev limiter at 11,500 rpm but with a race kit will rev on for another 1000 rpm. But this isn’t a race engine; 80 per cent of the torque is available from as low as 4000rpm, and 90 per cent of the twist is available from 6250rpm.
You don’t simply magically cut the V4 in half. There’s a new clutch, a new intake system, a new cylinder head, new 48 mm throttle bodies… this is an entirely new engine, albeit one that leans on the experience and knowledge gained from the V4. Aprilia has made the engine run smoother, with a new counter-weighted 270-degree crankshaft. The engine is a structural part of the bike, too, the swing-arm bolts directly to the rear of the crankcases.
The 270-degree crank gives the RS660 a distinctive exhaust tone, very much like a slow revving RSV4. It doesn’t sound like a Kawasaki Z650 (with its 180-degree crank), the Aprilia is much smoother. The light, one-piece, 6.2 kg exhaust consists of one silencer per cylinder plus a cat’ exhaust/collector box, which then exits on either side of the rear tyre. The two jutting exhausts not only gives the 660 a rare sound but also a distinguishing symmetrical look. A tickle of the ride-by-wire throttle allows the revs to dart up the full colour TFT digital dash. The revs build fluently, quicker than I was expecting, and for a standard exhaust, the system adds a little spirit to the RS660 experience.
There are five riding modes to opt from: three for the road – Commute, Dynamic and Individual – and two for the track – Challenge and Track Attack. Each mode changes the engine character, feeling and the multiple rider aids, including traction and wheelie control, cornering ABS, engine brake assist, while the-up-and-down quick-shifter which comes as standard is the same in all modes. Again, you can change and personalise each mode if you wish. It’s simple and intuitive, the new switchgear makes it easier than ever.
To start I opted for the commute mode, with the fuelling set to three, the kindest setting. The fuelling was perfect. Aprilia has a world-class fuelling team, throttle response is always perfect, which is particularly impressive for a parallel twin. Again, like the premium RSV4 1100, the quick-shifter is perfect too, both up and down.
As we headed into the Alps it was time to flick from Commute mode to Dynamic, which automatically changes the engine character and response, and lessens the intrusion of rider aids. The response is a little sharper, especially from a closed to an open throttle. It’s not snatchy, the fuelling is again excellent. Power is relatively linear and you can short-shift on the rapid quick-shifter and still make progress.
There’s a little boost around 7500 rpm, and the modest twin loves to rev to the limiter at 11,500 rpm. It’s so entertaining to thrash, tapping up and down the quick-shifter with the clutch redundant, excellent rider aids and cornering ABS on hand if the road surface should unexpectedly change.
Then, for sheer (and immature) amusement, I switched into the Individual mode, which I’d previously pre-set for no traction control, no anti-wheelie, power on the most aggressive mode, engine braking down to one, and ABS set to one, which means only conventional ABS on the front, not cornering ABS and no ABS on the rear.
The RS660 will wheelie in the first two gears with some encouragement from the clutch. It’s a great engine to stir, and thankfully, when you look down at the full colour TFT dash, you’re not doubling the speed limit and facing a jail sentence. The RS660 is reasonably quick, I’d estimate top speed is around 230 km/h, but unlike a RSV4 it’s not scary on the road, dare we say even practical.
The new parallel twin is frugal on fuel. Aprilia quote 4.89l-100km, but on a steady ride in the afternoon I managed 4.15l-100km, which gives a possible tank range (15L tank) of over 321km. Four hours in the saddle wouldn’t be heartbreak either, because the ergonomics are roomy for this type of bike, with pegs lower than the RSV4 and the bars that are wide.
The bodywork is also impressive; the screen is almost a double bubble TT style screen, making it straightforward to get tucked in at speed, and at motorway cruising speeds does a half-decent job of wind protection.
120 km/h equates to around 6000 rpm and, while there are a few vibrations felt from the pegs and a little from the bar ends as the speed and revs increase, it’s nothing unpleasant. Aprilia even offers a tail pack and a tank bag as optional extras, and I’d happily take on some serious miles on the RS660 and even use the cruise control.
Rider aids aren’t really needed on a 100 horsepower middleweight already furnished with a first-rate chassis and tyres. But you have to remember the young audience which Aprilia is attracting, and for more experienced riders they can to de-activated even on the move.
At your finger tips are multiple rider modes, eight-stage traction control, wheelie control, engine brake assist plus cornering ABS and conventional ABS. Additionally, you have cruise control and an up-and-down quick-shifter. The modes are straightforward to change on the fly, and you can even de-active the traction and wheelie control.
The array of rider aids is impressive, but I favor the thumb and finger traction control toggle switches on the RSV4 Factory. Furthermore, the RS’s rider aids aren’t displayed on the main menu whilst riding. The rider modes are clear but you can’t, for example, glance down and see how much TC you’re running – that info is within a sub-menu.
There are the typical accessories from Akrapovic, including a full exhaust. There is also additional software available which means you can flick over to a race shift, and have access to a pit lane limiter. Away from the racetrack, there is a comfortable seat, USB socket, luggage… even a larger fairing and Bluetooth connectivity.
I’m impressed with Aprilia’s new RS660. A usable, friendly, road-going sports bike overloaded with rider aids and just about affordable, just. The versatile engine that should not get you into too much difficulty and there is the safety net of top level rider aids.
It sounds great, has character, is eye-catching, and is desirable.
Aprilia has possibly gone a little overboard on the rider aids, and the suspension may need an upgrade for some serious racing/track action – but I’m sure there will be a sportier version in the pipeline soon. I can wait to try it on track. A multitalented, entertaining, attractive bike for the inexperienced and experienced alike – top work Aprilia
| Aprilia RS660 Specifications | |
| Engine | 659 cc four-stroke, parallel-twin, 270-degree |
| Bore x Stroke | 81 x 63.93 mm |
| Compression Ratio | 13.5:1 |
| Claimed Power | 100 hp (73.5 kW) at 10,500 rpm |
| Claimed Torque | 67 Nm at 8500 rpm |
| Induction | 2 x 48 mm EFI throttle bodies. RbW |
| Gears | Six, AQS Aprilia Quick Shift |
| Clutch | Wet, multi-plate, slipper |
| Frame | Aluminium dual beam chassis with removable seat support subframe |
| Forks | Kayaba 41-mm forks, aluminium radial calliper mounting bracket. Adjustable spring preload and rebound damping. 120 mm wheel travel. |
| Shock | Aluminium asymmetric swingarm. Adjustable monoshock in spring reload, rebound. 130 mm wheel travel. |
| Tyres | 120/70-17 (F), 180/55-17 (R) |
| Front Brakes | Front ABS: double disc, diameter 320 mm, Brembo radial callipers with four Ø32-mm opposing pistons. Radial pump and metal braided brake hose. |
| Rear Brake | Ø220-mm disc; Brembo calliper with two Ø34-mm separate pistons. Pump with integrated tank and metal braided hose |
| Electronics | Six-axis inertial platform, APRC package containing ATC (traction control), AWC (wheelie control), AEB (engine braking), AEM (engine maps) and ACC (cruise control). 5 Riding modes (Road and Track, 3 fixed and 2 customisable) |
| Instrumentation | Full-colour TFT |
| Dry Weight | 169 kg (TBC) |
| Kerb Weight | 183 kg (TBC) |
| Seat Height | 815 mm (TBC) |
| Wheelbase | 1370 mm |
| Rake / Trail | 24.1 degrees / 104.6 mm |
| Fuel Capacity | 15 litres |
| Service Intervals | / |
| Warranty | / |
| Available | March-April 2021 |
| Price | Approx $18,500 to $19,000 Ride Away TBC |
Source: MCNews.com.au
By Adam Child
The Isle of Man Lightweight race has increased in popularity for both riders and spectators. The racing over the years has been closer and more exciting than the larger classes. The very first four-stroke 650cc Lightweight race was run in 2012 and was won by Ryan Farquhar, the main instigator of the new class. I remember it well as I finished 40th on my home made Kawasaki ER-6N.
Since that first race Kawasaki went on to dominate the race, James Hiller won in 2013, followed by Dean Harrison in 2015 and Ivan Lintin in 2016. Only recently has Kawasaki’s dominance been challenged by the Italian specialist made Paton race bikes. Paton mounted Michael Rutter taking the win in 2017 and Michael Dunlop 2018 and 19. At the last Bennetts Lightweight race, Michael Dunlop broke the lap record (122.75mph) and held off Jamie Coward on the SB tuning Kawasaki, by less than two-seconds.
But now the Lightweight rules are about to change. The new rules will allow twin-cylinder machines up to 700 cc, which opens it up for Yamaha’s MT-07 and the new RS660 Aprilia. Back in 2012, when the rules and class was re-created, (previously the Lightweight class was for 250 two-stoke machines) it was simple enough, change almost anything, but not the frame, and away you go. I love the concept and the engineering challenges. 60+ bikes would be on the grid, every bike with slightly different bodywork, suspension, brakes wheels etc.
Back in 2012 you couldn’t simply buy a race bike, you had to make and manufacture one. Engineers kept their bikes secret up until the last moment, engine tuners were almost doubling the power of standard bikes. You had two choices as a base bike; Kawasaki’s then ER-6N, or now Z-650 and Suzuki’s SV650. Both of course were originally designed to be everyday commuter bikes, easy to ride, novice friendly, it was like converting a pick up truck, into an F1 car.
Later Paton joined the game, their ‘base’ bikes was already leagues ahead of the Kawasaki and Suzuki, but for a price. Paton now produce a road replica of the TT winning lap record holder biked for an eye watering £42,00 GBP. The race bike ready to go out of the box will set you back 43,000 Euro plus VAT/TAX.
For 2021, the rules have changed to encourage manufacturers like Aprilia and Yamaha. However, their larger bikes will be governed, because machines over 651cc must use the throttle bodies and injectors found on the standard bike, with no modifications permitted other than the removal or fixing of the secondary butterfly.
The smaller, 651 cc-and-under machines have no such restriction. Throttle bodies and injectors can be changed or bored out, and they can even use multiple injectors per cylinder. The smaller bikes will have a minimum weight of 150 kg while the larger, over 651 cc machines must weigh 160 kg or more. Interestingly both capacities will have a rev limit of 11,000 rpm. This will limit the tuning potential of the Aprilia as it already makes peak power at 10,500 rpm, and will rev past 11,000 rpm in standard form. The standard Kawasaki, meanwhile, peaks at just 8000 rpm.
The remaining rules are virtually the same as before, which means you can change almost everything: wheels, suspension, subframe, pistons (same material, though), crank (but not lightened), cylinder head, exhaust, brakes, the list is endless. You can’t change the frame, must have a brake guard, rain light etc, but other than that it’s down to the team and budget.
“The new regulations represent the latest evolution of this highly competitive class. In order to allow participation of a wider variety of manufactures I have, after consultation with both the TT promotors and competitor teams, drafted a new set of technical regulations. This will allow water cooled twin cylinder machines up to 700cc to compete In drafting this new set of regulations and in order to accommodate the larger capacity, but as yet un-tested machines, I felt it was important to keep any overall changes to the existing regulations to a minimum. Having said that, there are some restrictions to machine weight and throttle bodies for the over 650 machines In truth, we will not know how evenly matched these bikes will be until they have raced on the TT course for the first time. This change for 2021 should be very much viewed as a starting point. It is for this reason that I reserve the right to revisit these regulations for future events with a view to maintaining parity between the different capacity machines.”
Aprilia RS660 – The sportiest bike in the category if we disregard the expensive Paton and in standard form the bike makes a quoted 100 hp at 10,500 rpm with 66 Nm of torque at 8500 rpm. Estimated real world back wheel figures should be approximately 80-83 hp. Aprilia already provide a full Akrapovic race exhaust and ECU which allow the bike to rev higher, possibly over the new regulations limit of 11,000 rpm. Estimated back wheel power, with a race exhaust and ECU, maybe aroound 90 hp. That’s competitive and hopfully should prove reliable and all for reasonable money.
Weight wise at 169 kg dry with road bodywork, it should be relatively easy to get the Aprilia down to 160 kg by simply removing all the road gear. Tune the engine – porting, gas flow, increase the compression – and 100 hp could be achievable without changing the conrods and crank. A specialist engine tuner with unlimited budget could push this further. The limit will be the restricted fuelling and rev limit. Once you’ve fitted race suspension, pads, bodywork and tyres I’d estimate cost to be around $30,000 AUD if going all out. The downside of the Aprilia is that it’s unproven in race trim. Will it last four hard laps around the TT, that is 150+ miles flat out…
Yamaha MT-07 – The Yamaha has always been and still is a fantastic road bike, and there’s so much pleasure to be had from the punchy 689 cc parallel twin. In standard form it makes more torque than the Aprilia, and obviously more than the Suzuki and Kawasaki. Peak power is 74 hp at 9000 rpm, which is a decent start, so there is still 2000 rpm to play with. The Yamaha is also light at 182 kg with fuel, which should equate to around 167 kg dry. Aftermarket exhausts are already on the market with Akrapovic again producing a full race system that reduces weight by 3 kg and adds 3 hp. Fit some aftermarket suspension, remove the standard road gear and replace it with some R6 bodywork, and you could have a lively, race bike with a solid power output of around 80 hp at the rear wheel.
The bikes are already raced in America in the Twins Cup, which allows up to 800 cc twins with varying weight limits and are competitive against the Suzukis. But although the standard bike produces more power than a Kawasaki or Suzuki, it’s going to take development to make it competitive at the TT, so is something of a trip into the unknown. However, racing specialists like Crescent Racing have done an awesome job converting a Yamaha R3 into a race bike, so I’m sure they could do the same with an MT-07. The Americans are making some seriously big power from the MT-07 in Flat Track.
Kawasaki Z650 – The new Z650 was introduced in 20017, replacing the ER-6N, it was a massive overhaul of the Kawasaki. Now the Z650 was considerably lighter, much improved chassis, linkage, and swing-arm. The engine was updated but it wasn’t a massive change, unlike the frame and chassis from ER-6N to Z650. Aside from the Paton, the Kawasaki has dominated the grids, and not just at the TT, but most road racing, it’s almost a one make series. Specialist engine tuners are pushing the boundaries, back wheel power close to 100bhp and just above. The level of engineering involved to transform a Z650 into a race bike capable of lapping the TT at over 121mph is impressive. The Kawasaki’s are race proven, and the rules allow you to run a lighter bike with tuneable fuelling.
The new Z650 was introduced in 2017, replacing the ER-6N, and was a massive overhaul of the Kawasaki. The Zed was considerably lighter and had a much-improved chassis, linkage and swing-arm. The engine was updated but it wasn’t a massive change from the ER-6N. Aside from the Paton, the Kawasaki has dominated the grids, and not just at the TT. In fact, most Lightweight-based road races look almost like a one-make series.
Specialist engine tuners are, as ever, pushing the boundaries, with power at the rear wheel close to 100 hp and just above. The level of engineering involved to transform a Z650 into a race bike capable of lapping the TT at over 121 mph is truly impressive. The Kawasakis are race proven, and the rules allow you to run a lighter bike with tuneable fuelling. You can build a competitive bike for around $30,000 AUD, including a new bike, but the top bikes have almost $50,000 AUD invested in them…
Paton – The TT lap record holding S1-R is less than 651cc and will therefore be allowed to run at the lighter weight of 150kg and to have free reign to change its fuelling. Fast and light, they are essentially race bikes for the road, and have been unbeaten in the last three years at the TT. The downside is they are very expensive and only for the privileged few at around $90,000 AUD.
Suzuki SV650 – Another popular road bike that makes a good base for Lightweight racing. In standard form the V-twin makes more power and torque than the standard Kawasaki Z650. There are lots of aftermarket parts available and SVs are very widely used in mini-twin club racing where engine and chassis tuning is limited. However, as power increases towards to magic 100 hp mark, reliability becomes an issue, and at the TT nobody has yet made a Suzuki competitive at the top level.
Norton – In 2019 the Norton factory fielded the dream team and the Superlight showed promise, Peter Hickman eventually finishing 8th overall and lapping at over 120 mph – not bad for a team in its first year on a underdeveloped bike. Peter still has the Norton and was planning on racing it in 2020. However, it’s unclear if the Norton will be eligible for the 2021 race and, if it is, whether Peter will ride it.
From a spectator’s point of view it’s going to be as exciting and as close racing as ever with more bikes and manufacturers involved. From the engineering side, I can’t wait to see the developments. A racing MT-07 is going to be fascinating and will be followed by the many thousands who own one, its been a best-seller in the UK. Aprilia’s RS660 should be fast with fewer changes necessary, but with the initial outlay almost double that of the MT-07, cost may put some teams off. From a racer’s point a view, it’s a hard decision. Do you go with what you know with Kawasaki, or gamble with Aprilia or Yamaha? I’ve ridden all the bikes in contention and plan to go racing in 2021, but remain unsure which path to choose!
“I want to the class to be as competitive as it can be, with as many manufactures as possible like the Junior Supersport class or World SSP300, with KTM, Kawasaki, Honda and Yamaha, but I’m a little disappointed by the new rules as the organisers have moved the goal posts, without much consultation. The rules need to be more bike specific like the rule in Junior Supersport. Myself and others have put 8-10 years of development work into our bikes, not just the time but money also, and the new bigger bikes should have an advantage. They still have to be developed and turned into race bikes, but they should be capped, or the smaller bikes should be allowed to increase in capacity to make a level playing field. I’d love to see lots of manufactures, each with different rules, which makes the bike equal, racing around the TT close racing like the 300 class.”
“I think more the marrier, I’d love to see more bikes and manufactures on the grid. I might be shooting myself in the foot with my Paton team, but we need more bikes on the grid. In America the MT-07 looks competitive, and it will be interesting to see what Aprilia does with their bike and the cost. We take a bit of flak for having an expensive bike, but you don’t have to do anything it’s ready to race out of the box. When we first went racing we didn’t do any testing as the bike was too loud, we just turned up and went. Yes it’s expensive but a top level bike like Jamie Cowards is upwards of 30k, close to 35k. Hopefully we can get going and have full grids of 2021.”
Source: MCNews.com.au
Riders rolled back into Lommel for Round 14 of the 2020 MXGP Championship, with the MXGP of Limburg run mid-week and witnessing a KTM double as Jorge Prado and Tom Vialle took the MXGP and MX2 round overalls respectively. Racing saw mixed conditions, with rain, sunshine and wind adding to the challenge of the deep sand of the Lommel course.
In MXGP Jorge Prado took the round overall over Tim Gajser by just two-points, with a 2-1 result clinching the deal, to Gajser’s 1-3. Antonio Cairoli was third overall, going 2-5, tied on points with Romain Febvre who missed out due to his 3-4 result. Jeremy Seewer completed the top five overall.
Tim Gajser still holds a generous lead in the standings on 533-points, with Cairoli on 478, while Prado is just two points further back on 476, as he closes down that gap. Aussie Mitch Evans sits 12th, on 228-points despite still being out recovering from injury.
Tom Vialle took the MX2 win with a 2-1 result, with Yamaha’s Ben Watson and Jago Geerts second and third overall. Watson posting a 3-2 result and Geerts claiming the win in Race 1, but back in seventh in Race 2. Gas Gas’s Isak Gifting was fourth overall, Maxime Renaux fifth and Jed Beaton was top Australian with two tenth places for ninth overall. Fellow Aussie Bailey Malkiewicz was 15th, going 14-19.
The MX2 standings now see Vialle in the lead on 616-points, to Geerts’ 555. Maxime Renaux is third on 438, with Jed Beaton now fourth on 429-points. Malkiewicz sits in 17th, on 107 points.
Jed Beaton was lucky to escape unscathed following a high-speed start straight crash in the opening MX2 moto. Re-joining the race, he caught up to the pack moving past eight riders to regain 19th, before forging his way back to 10th. A fall in Race 2 also saw Beaton drop down the order, before fighting for another 10th place.
“Not good. I had a big crash going down the start straight in race one. It was a bit of a chain reaction and I didn’t see it coming so that was a big one. Something hit my arm pretty hard because it was numb for a little bit. Feeling started to come back as I got going and I then put my head down. Getting run over before two motos around Lommel isn’t the one but we’re back for more on Sunday so I’m hoping to end this week on a positive note.”
Jorge Prado made his eight-podium appearance during the MXGP of Limburg today after some close battles in both races, where he finished second and third to secure his first GP overall in Lommel, in the premier class.
After running off track and taking some time to get going again in race two, Team HRC’s Tim Gajser, had to settle for third in the second heat, after a race win in the opening race, which gave him second overall today, as the Slovenian continued to show impressive form in the sand.
While, Red Bull KTM Factory Racing’s Antonio Cairoli made his return to the podium, since Mantova, as a fifth and a second in the races was enough to put him on the third step of the podium, an improvement from the previous round here in Belgium.
In the first race, it was Prado who claimed the Fox Holeshot, as he led Gajser, Romain Febvre of Monster Energy Kawasaki Racing Team, then followed by Jeremy Seewer from Monster Energy Yamaha Factory Racing and Marchetti Racing Team KTM’s Brian Bogers, who continue his impressive form, after setting the fastest lap in timed practice.
Prado then continued to lead Gajser and Febvre, with the Frenchman looking to close in on the pair ahead. Gajser then made a mistake and was lucky to keep it on two wheels, though in the process lost second place to Febvre.
Febvre then bettered his previously set fastest lap of the race, as he got within 1.980 seconds to Prado and continued to work away at the gap as he closed in on the leader.
Home rider, Jeremy Van Horebeek of Honda SR Motoblouz then crashed out of sixth place, and was able to re-group in 16th, though he eventually came home in 11th position.
Febvre then lost second to Gajser on lap five, as Seewer continued to fend off a hard charging Bogers. The Swiss then managed to break free of the Marchetti KTM rider, and even had Febvre in his sights for a top three finish.
Prado then led the way by 3.399, though by the following lap the gap was down to 2.028 and then he was on the rear wheel of the Spaniard. All while, Bogers lost fifth to Cairoli.
And with a few laps to go, Gajser took the lead away from Prado and opened up a 2.129 second gap. At the same time Seewer had caught onto the back of Febvre, though was not able to find a way through and in the end had to settle for fourth.
With a lap to go, the gap was just 1.376 between the factory Honda and KTM riders, though in the end it was Gajser who claimed the opening race win, while Prado crossed the line in second and Febvre third.
In race two, Prado got another flying start, behind him though was Cairoli, Gajser and Seewer. And Gajser wasted no time to get himself up into second and then into the lead on lap 5. Cairoli was also looking to do the same, as he pushed to get around his teammate.
Seewer then made a mistake and fell down to sixth in the race, as Febvre charged to get around Bogers for P4.
Gajser didn’t lead for long as by the next lap, the Team HRC rider found himself off track, and took some time to get going again. The Slovenian re-joined the race in 7th.
Prado was the new race leader, as he led the 9-time world champion, Cairoli, by 1.065 seconds with 11 minutes on the clock. The two then battled closely together with one another until the end of the race, as Cairoli briefly was able to pass into the lead, though the Spaniard was able to respond quickly on each occasion.
Febvre then started to close in on the pair, and while pushing to get closer, made a small mistake and went down. Meanwhile, Gajser was down in 6th and closing in on Seewer, who made a small error, which allowed the championship leader inside the top 5.
In the end it was Prado who was the winner, with Cairoli second and Gajser third.
Gajser now leads the championship by 55 points, as we head into round 15 of the FIM Motocross World Championship this weekend, for the final race here in Lommel.
“It was a tough day and I didn’t feel 100% but I fought as much as I could. Tony and I had a good race in the second moto and I gave my ‘all’ for that victory; I’m really happy to have made it. The injuries at the start of the season meant that I missed bike time and I was racing without preparation. Now I am starting to feel better and I think it’s normal that it takes some time to get to a good level. Now we have to recover and get ready to go again on Sunday.”
“Overall, I’m quite happy with the day. My riding was good and my speed was good in both motos, I just made that small mistake after I passed Prado to go into the lead in race two. I didn’t even crash, I just went off the track into the banners and lost 20 seconds. After that, I regrouped for a lap before picking up the speed and passing guys in front of me. My laptimes were a lot faster than the leaders and I closed right up, it’s just a shame I ran out of laps. So yes, it was a good day, winning a race and showing speed again in race two. I am very much looking forward for Sunday as I’m really enjoying riding in the sand and hopefully I can continue to get up onto the podium again.”
“I liked today. Last weekend was an ‘ugly copy’ of me because everyone knows I can ride the sand. Today was still not my best day on this surface but the second moto was good, and I had a nice feeling on the bike. I made some mistakes but got closer to the front. I was a little bit faster than Jorge in some places but was already out of roll-off so I didn’t get the chance to overtake him again and [Romain] Febvre was closing in. I was trying to go for the win but Jorge was strong. He deserved the overall. We’ll try to be better on Sunday and go for the win, for sure.”
“I can’t really say that the day went as I planned! In the first race I passed Gajser when he made a mistake but then he passed me back when I also made a mistake; then I had some arm pump and lost contact with him but I could secure my third position. My second start wasn’t so good. The first corner was quite unpredictable but I came back to third; then I had a crash which cost one position but I came back third behind Cairoli again and on the last lap I saw him make a mistake before the waves section. I tried to pass him but I crashed, losing one position and the podium; too bad but I have no regrets as I had to take the chance. That’s racing; let’s hope that I will be able to put all the pieces together on Sunday.”
“Even though it rained quite a bit this morning, the track had quite a bit of flow because they made some changes that took a lot of little obstacles away. I felt better on the track this morning, I had quite a decent first moto, I had two good starts. I battled for third in the first race but decided to settle for fourth and go for the second race. This strategy didn’t work at all because I made some bike changes between in the break between races but somehow went completely the wrong way, so I struggled with that and then I couldn’t find my flow and I felt empty in terms of energy. The season is getting long so it’s getting really tough to stay mentally and physically 100%. I gave it my all, I can’t blame myself and now up to the last one on Sunday.”
Source: MCNews.com.au
While KTM have their ‘Six Days’ special editions of selected models sister brand Husqvarna leverages their partnership with Rockstar Energy Drink to produce special Rockstar editions and for 2021 Husqvarna have given this special treatment to their popular FE 350 four-stroke and TE 300i two-stroke enduro machines.
Australian Husqvarna dealers are taking pre orders starting from today and if you want to secure one of the limited machines it might be best to put a deposit down. Australian pricing has been confirmed and the FE 350 will sell for $15,970 while the TE 300i sees a $16,375 sticker price. The machines are expected to arrive in Australia from January 2021.
Manufactured in limited numbers, the MY21 TE 300i Rockstar Edition and FE 350 Rockstar Edition embrace the highly successful collaboration between Husqvarna Motorycles and Rockstar Energy Drink. Built to perform at the highest level, each model forms the basis of the machines raced by Rockstar Energy Husqvarna Factory Racing’s Billy Bolt, Graham Jarvis and Alfredo Gomez.
Provided with competition focused upgrades and true factory aesthetics, straight out of the showroom the MY21 TE 300i and FE 350 Rockstar Edition models deliver exceptional handling characteristics together with proven engine performance and reliability.
Equipped to take on the toughest trails, the TE 300i Rockstar Edition offers enhanced 2-stroke performance, trusted simplicity and class-leading handling. Its electronic fuel injection system eliminates the need for premixed fuel while also ensuring a smoother power delivery and more torque.
The FE 350 Rockstar Edition combines premium WP suspension and innovative electronics as standard. Paired with the compact 350 cc DOHC engine, capable of unleashing 450-rivalling power, the comfortable ergonomics and agile, 250-like handling ensure the perfect balance between weight and power. Built from the well-proven FE 350, the FE 350 Rockstar Edition delivers true versatility and can master demanding terrain when in the hands of any rider.
Mirroring the motorcycles used by Rockstar Energy Husqvarna Factory Racing, the TE 300i Rockstar Edition and FE 350 Rockstar Edition feature chromium molybdenum steel frames that are finished with a tough, premium black powder coating.
Further technical upgrades include a black seat cover with additional ribs for increased grip, a front disc protector, a durable rear chain guide and a Supersprox rear sprocket.
The chromium molybdenum steel frame is expertly crafted using hydro-formed tubes, which are laser-cut and robot-welded to ensure the highest level of precision and quality. The specifically crafted geometry utilises advanced longitudinal and torsional flex characteristics, for unparalleled rider feedback, energy absorption and exceptional straight-line stability.
The forged aluminium cylinder head mountings on both models deliver optimal handling characteristics and comfort. The frame is finished off with a premium black powder coating and standard frame protectors guaranteeing superior protection and durability.
Unique to Husqvarna Motorcycles, the carbon composite subframe showcases advanced production technologies and innovation. Using 70% polyamide and 30% carbon fibre, the 2-piece subframe has a total weight of just over 1 kg. With the help of computational dynamics, specific rigidity is engineered into the light and robust subframe, delivering outstanding handling and rider comfort.
The hollow, cast aluminium swingarm offers optimal stiffness and reliability at the lightest possible weight. Specific machining allows for the chain adjustment marks to be seen from above allowing for easy maintenance.
The WP XPLOR front forks consist of a 48 mm spring type layout with split rebound and damping functions meaning compression damping is solely maintained by the left leg and rebound damping exclusively by the right leg. The result is simple adjustment through easy access clickers (30 clicks) located on the top of each fork leg. Additionally, the standard preload adjusters allow for a 3-way preload adjustment without the use of tools.
Offering unsurpassed performance and comfort, the WP XPLOR fork features an advanced mid-valve piston that delivers a consistent damping function while the setting allows the fork to operate higher in the stroke delivering exceptional rider feedback and bottoming resistance.
The WP XACT shock provides advanced damping characteristics while keeping a compact and lightweight design. With a pressure balance inside the shock, damping is consistent, providing superior rider comfort and handling.
Using the same linkage progression found in Husqvarna Motorcycles’ motocross range, the rear end sits lower for optimal control and comfort in extreme enduro conditions. The component is fully adjustable and delivers unrivalled traction, feeling and energy absorption. Rear wheel travel is 300 mm.
The 22 mm offset blue-anodised CNC machined triple clamps offer premium quality as standard on all Husqvarna Motorcycles enduro models. The triple clamps are expertly crafted using superior manufacturing techniques and materials to provide high levels of quality and reliability. A 2-way adjustable handlebar clamp is fitted as standard and allows for customisable ergonomics.
The reliable, high quality, German-made clutch system guarantees even wear, near maintenance-free operation and perfect action in every condition. Free play is constantly compensated so that the pressure point and function of the clutch remain identical in cold or hot conditions, as well as over time.
The MAGURA braking system offers the highest level of braking performance while specifically tailored for enduro riding to deliver a sensitive and smooth feel. The 260 mm front and 220 mm rear waved brake discs by GSK keep weight to a minimum and guarantee complete braking confidence.
A front disc protector is fitted as standard to the Rockstar Editions for added protection in extreme riding conditions.
The ProTaper handlebar is second to none for function and style. Manufactured to exacting standards, it features class-leading fatigue resistance and minimal weight. The ProTaper logos are chemically applied and are scratch and peel resistant.
The grey ODI lock-on grip is fitted to the left side without glue, while on the right, the vulcanised grip features an innovative integrated throttle mechanism. The assembly has easy free-play adjustment and, by changing a cam, throttle progression can be altered.
Designed for easy operation, a thumb activated map switch is fitted as standard on the FE 350 Rockstar Edition. This selects between two EFI maps and is used to activate the traction control feature. Traction control offers improved traction and better control on slick terrain.
Traction control is selected to an on or off position from the switch and functions by analysing throttle input from the rider and the rate at which RPM increases in the engine. If the RPM increases too quickly, the EMS registers a loss of grip and reduces the amount of power to the rear wheel, ensuring maximum traction.
Additionally, the TE 300i Rockstar Edition is also fitted with a standard map switch allowing selection between two ignition curves based on conditions or rider preference.
As well as controlling EFI parameters on the FE 350 Rockstar Edition, the Keihin EMS features selectable engine maps via the switch on the handlebar as well as traction control. Combined with the gear sensor, power delivery is tailored for each gear.
On the 2-stroke, the EMS features an electronic control unit (ECU) which is responsible for a number of functions. The unit determines the ignition timing, the amount of fuel and oil injected and additionally receives information from the throttle position sensor, ambient air and intake pressure sensors as well as crankcase pressure and water temperature sensors to adapt values and make corrections for automatic temperature and altitude compensation. This means there is no need to change carburettor jetting as in the past.
The FE 350 Rockstar Edition features a 42 mm Keihin throttle body. The injector is positioned to ensure the most efficient flow into the combustion chamber. Ensuring optimal throttle response, the throttle cable is mounted directly without a throttle linkage, which provides more immediate throttle response and control.
The TE 300i Rockstar Edition uses a 39 mm throttle body, which regulates the amount of air entering the engine via a butterfly valve, operated by dual throttle cables connected to the handlebar throttle assembly. Unlike 4-stroke throttle bodies, fuel is not introduced at this point, but rather 2-stroke oil is mixed with the air entering the engine to lubricate the crankshaft, cylinder and piston. Additionally, a throttle position sensor (TPS) relays airflow data to the ECU which in turn calculates the amount of oil and fuel delivered to the engine. At the same time a bypass screw regulates the idling speed and a cold start device opens a bypass providing more air for cold starts.
Tailored specifically for each model using an innovative 3D design process, the TE 300i Rockstar Edition header pipes feature advanced geometry and performance. Offering more ground clearance, it is less susceptible to damage while a corrugated surface makes the header pipe more durable, reducing possible damage from rocks and other enduro hazards. The 2-stroke muffler also features an aluminium mounting bracket and advanced internal construction for excellent noise damping and weight saving.
The FE 350 Rockstar Edition exhaust system is expertly designed to deliver class-leading performance at the lowest possible weight. The header pipe is designed and manufactured in two pieces, to be as compact as possible. The joining position allows it to be removed without having to take out the rear shock. Further innovation allows for a short, compact silencer without increasing noise levels. The component is crafted from lightweight aluminium and is stylishly finished in a black coating that highlights its premium quality.
All TE and FE models come with an electric starter as standard. The system uses a compact and lightweight Li-Ion battery, which is 1 kg lighter than a conventional battery. After several years of experience with electric starters on Husqvarna Motorcycles enduro models, the proven reliability is second to none and ensures quick and effortless starting in any condition.
Additionally, the wiring harness concentrates all needed electrical components into a secure area below the seat, neatly organised and easy accessibility.
The radiators are expertly crafted using high-strength aluminium with Computational Fluid Dynamics (CFD) to channel air through the radiators more efficiently. The cooling system is intelligently integrated into the frame, eliminating the need for additional hoses. The large centre tube running through the frame reduces pressure at this point, allowing for a consistent coolant flow.
Additionally, the radiators are mounted close to the centre of gravity for improved handling agility. The FE 350 Rockstar Edition is fitted with a radiator fan as standard. A radiator fan is available for the TE 300i Rockstar Edition from the Husqvarna Motorcycles Technical Accessories catalogue.
The 8.5 litre polythene fuel tanks incorporate a quick release filler cap and an integrated fuel pump. The fuel pump features internal line routing directly from the pump to the flange for optimal fuel flow. Additionally, the external fuel line is specifically positioned to make it less exposed and susceptible to damage. A fuel level sensor is incorporated on all models.
Airbox and tool-less air filter access
The airbox is designed with precisely positioned inlet ducts aimed at preventing air deformation, which ensures maximum airflow and maximum filter protection. The air filter is easily accessed, without tools, by removing the left side panel. Easy maintenance is guaranteed by the Twin Air filter and filter cage design that features a simple fail proof mounting system for safe and accurate filter installation.
Black high-strength alloy rims by D.I.D with laser engraved logos are coupled to CNC machined hubs using lightweight spokes and silver anodised aluminium nipples. The nipples incorporate an advanced design reducing the frequency of spoke checks and maintenance.
The TE 300i Rockstar Edition and FE 350 Rockstar Edition feature Michelin Enduro tyres as used by the Rockstar Energy Husqvarna Factory Racing team. The FIM approved tyres offer exceptional grip in a wide variety of different terrain and riding conditions. The US model TE 300i Rockstar Edition features Dunlop AT81 tyres.
Featuring replica motorsport graphics, the TE 300i Rockstar Edition and FE 350 Rockstar Edition feature bodywork that clearly showcases Husqvarna Motorcycles’ progressive approach to offroad motorcycle design. The ergonomics are specifically tailored to deliver comfort and control. As a result of extensive testing, the slim contact points make shifting between riding positions easier and allow the rider complete ease of movement.
The flat seat profile, together with the black high-grip seat cover with additional ribs, delivers superior control in all conditions.
The trusted 2-stroke is exceedingly simple to manage and features a host of developments that enhance its class-leading performance. The flagship TE 300i Rockstar Edition offers astonishing power in a light and agile package. While retaining solid reliability and low maintenance costs, the electronic fuel injection offers a smooth power delivery and impressive torque. With class leading chassis and ergonomics, it delivers an even more controllable and thrilling ride. Additionally, the TE 300i Rockstar Edition features advanced technology with added colour, graphics and part updates to replicate the Rockstar Energy Husqvarna Factory race machines.
Engine
The 300 cc 2-stroke engine is the benchmark for unrivalled power in a lightweight construction. The engine features precisely positioned shaft arrangements for optimal mass centralisation, a counter balancer shaft reducing vibration, a twin-valve controlled power valve and 6-speed enduro gearbox.
The TE 300i Rockstar Edition features an advanced electronic fuel injection system. This comprises of a set of fuel injectors positioned at the transfer ports, which deliver the ideal amount of fuel into the engine for every condition. This not only reduces fuel consumption and emissions but also delivers a clean and smoother power delivery.
Cylinder
The 72 mm bore cylinder features a twin valve-controlled power valve system, which delivers smooth and controlled power throughout the RPM range. Optimal exhaust port timing is achieved with the combination of a state-of-the-art, adjustable power valve drive and machined exhaust port window.
Additionally, the cylinder features two inlet positions located on the transfer ports at the rear of the cylinder where a pair of fuel injectors are mounted. The injectors deliver the fuel downwards into the transfer port, which guarantees excellent atomisation with the air travelling upward to the combustion chamber. This ensures a more efficient combustion resulting in reduced fuel consumption and emissions.
Piston
The lightweight piston is perfectly matched to the cylinder and transmits minimal oscillating mass ensuring high levels of reliability and performance.
Engine casings
The TE 300i Rockstar Edition engine is designed to improve mass centralisation. As a result, the lightweight, die-cast engine casings are developed to accommodate a shaft arrangement aimed at centralising oscillating mass and improving rideability. Additionally, the counter balancer shaft is integrated in a very compact manner having little effect on the overall design.
Additionally, the water pump casing is designed for effective cooling by optimising the flow of coolant.
Counter balancer shaft
The engine houses a laterally mounted counter balancer shaft. The balancer significantly reduces vibration resulting in a smoother and more comfortable ride.
Crankshaft
The crankshaft features a 72 mm stroke and is balanced in conjunction with the counter balancer shaft for minimum vibration. By incorporating a heavier ignition rotor, the crankshaft produces more inertia than its motocross counterpart, which improves control in the lower RPM range.
Gearbox
A 6-speed Pankl Racing Systems gearbox features enduro specific ratios while an innovative shift lever reduces dirt build up guaranteeing easy operation in all conditions.
Clutch
The TE 300i Rockstar Edition features a Damped Diaphragm Steel (DDS) clutch. What this means is the clutch uses a single diaphragm spring instead of the more common coil spring design, resulting in a much lighter clutch action. This design also incorporates a damping system that increases both traction and durability. Additionally, the light and robust basket and inner hub guarantee optimal oil supply and cooling to the clutch.
Combined with the MAGURA hydraulic system it guarantees a light and smooth clutch feeling, which is almost maintenance and adjustment free.
Oil tank and pump
The TE 300i Rockstar Edition features an electronic oil pump that feeds vital 2-stroke oil into the engine to keep it lubricated. The pump is located just below the oil tank and feeds the oil via the throttle body meaning oil is not mixed with the fuel, eliminating the need for pre-mixing as per traditional 2-stroke engines. The pump is controlled by the EMS and delivers the optimal amount of oil according to the current RPM and engine load. This reduces waste as well as excessive smoke being transmitted from the exhaust.
The oil tank is located beneath the fuel tank and is connected to a filler hose, which runs through the upper member of the frame to a filler cap conveniently located for easy refills. The oil tank capacity is 0.7 litres and is fitted with a sensor that illuminates a visible warning light to the rider when the oil needs to be refilled.
The FE 350 is known for its versatility in all types of terrain. With a lightweight chassis and enhanced all-round performance, it possesses a 450-rivalling power-to-weight ratio, while keeping the light and agile feel of a 250. Already a preferred choice for those wanting a perfect balance of weight and power, the motorcycle combines premium WP suspension, innovative electronics and comfortable ergonomics. Along with a host of other innovative refinements, the FE 350 Rockstar Edition features the same advanced technology with added colour, graphics and part updates to replicate the Rockstar Energy Husqvarna Factory Racing machines.
Engine
The DOHC 350 cc engine is second to none in terms of versatility. Sharing much of its architecture with the FE 250 engine, the FE 350 delivers a significant increase in power and torque giving its lightweight character 450-rivalling power.
Cylinder head
The FE 350 Rockstar Edition features an advanced DOHC cylinder head layout, which is meticulously engineered to deliver performance and reliability. Internally, the DOHC layout features polished camshafts and low-friction DLC coated finger followers. Together with the lightweight titanium valves – 36.3 mm intake and 29.1 mm exhaust – they help deliver optimal performance.
Cylinder and piston
The 88 mm bore and 57.5 mm stroke cylinder features a compression ratio of 13.5:1 and a large diameter yet lightweight forged bridged-box-type piston. As a result, the low oscillating mass delivers exceptional power, high revs and a broadly usable power band.
Crankshaft
The crankshaft is optimised for overall reliability to guarantee long service intervals of 135 hours. This has been made possible by a bushing-type bearing at the connecting rod and two force-fitted bearing shells at the big-end bearing. Additionally, an oil supply to the main bearing is integrated within the engine casing.
Counter balancer shaft
In order to counteract the rotational force of the crankshaft and reduce vibration, the FE 350 Rockstar Edition engine uses a multifunctional counter balancer shaft, which also drives the water pump and timing chain.
Crankcases
The engine cases are engineered to house the shaft arrangements at the ideal centre of gravity. The casings are manufactured using a high-pressure die-cast production process, resulting in thin wall thickness while retaining exceptional strength. The iconic Husqvarna Motorcycles logo adorns the bronze finished crankcase covers.
Gearbox
The 6-speed gearbox from Pankl Racing Systems uses specific wide-range enduro gearing. Additionally, a gear sensor allows the EMS to tailor a specific engine character for each gear.
DDS clutch
The FE 350 Rockstar Edition features a Dampened Diaphragm Steel (DDS) clutch. The exclusive characteristics of this system include a single diaphragm steel pressure plate instead of traditional coil springs, which makes the clutch pull very light while the integrated damping system improves traction and durability. The clutch basket is a single-piece CNC machined steel component that allows the use of thin steel liners and contributes to the compact design of the engine. The MAGURA hydraulic system ensures perfect action in all conditions.
Source: MCNews.com.au
MX2 championship leader Vialle does it again with another round win.
Image: Supplied.
Red Bull KTM duo Jorge Prado and Tom Vialle have delivered double class victories in the MXGP of Limburg, the second of three-straight rounds at Lommel.
Prado went 2-1 for the overall in MXGP, his third of the 2020 season, ahead of world champion Tim Gajser (Team HRC) and Antonio Cairoli (Red Bull KTM).
Gajser charged to the opening moto win, however a mistake while leading the second encounter enabled Prado to take victory after keeping teammate Cairoli at bay. Gajser recovered to third and salvaged a podium overall.
In the world championship standings, Gajser now has a 55-point advantage over Cairoli and is on target for a third premier class crown, while Prado has now climbed to third overall, just two points from Cairoli.
Image: Supplied.
The MX2 class was once again topped by championship leader Vialle, who went 2-1 for his seventh overall of the 2020 season.
Vialle was joined on the podium by Ben Watson (Monster Energy Yamaha) and his teammate Jago Geerts, winner of the opening race on Wednesday.
Australian Jed Beaton (Rockstar Energy Husqvarna) was ninth overall in round 14 of the season after finishing 10th in both motos, while countryman Bailey Malkiewicz (Team Honda 114 Motorsports) went 14-19 for 15th overall.
It’s Vialle who is the runaway leader of the championship, a comfortable 61 points clear of Geerts entering Lommel 3 this Sunday, 25 October.
Source: MotoOnline.com.au
