Team Australia leads Women’s class as Sanders controls E3 overall standings.
Source: Supplied.
The opening day of competition at the 2018 FIM International Six Days Enduro (ISDE) in Chile saw Team USA take an early lead in the World Trophy category, edging out Team Australia by a slender margin of four seconds, while Spain rounded out the top three.
At the head of the field, the United States and Australia were quick to make their presence felt as they went back and forth in the overall standings. Consistently topping the classification, the two teams began to pull clear, with the USA eventually getting the better of Australia on day one.
Behind Spain in third, Italy ended their opening day fourth, while defending champions France had a slow start to their week, placing almost two minutes behind the leaders in fifth.
It was Italy who took command of the Junior World Trophy class heading into day two. Eager to set the pace, the three riders placed consistently well within the overall individual classification.
Behind them, defending champions France are within striking distance of their rivals, sitting thirteen seconds adrift as runners up on day one. With only a further twenty seconds separating France from third placed United States, competition is already proving close in the junior category as Australia ranked fifth.
Team Australia were quick to establish their dominance in the Women’s World Trophy category, taking a commanding lead on day one. Led by Husqvarna’s Tayla Jones, the defending champions have already pulled over 90 seconds clear of the United States in second, with Spain a further 2m16s back in third.
With Taylor Robert (KTM Factory Racing) fastest outright, the KTM rider also topped the E2 category. Following Robert home for second overall on day one was Australia’s Daniel Sanders (Husqvarna Enduro Racing Team), who was also the best-placed E3 competitor, while Robert’s teammate Ryan Sipes (Rockstar Energy Husqvarna Factory Racing) was quickest in E1.
Australians Lyndon Snodgrass (KTM Enduro Racing Team) and Fraser Higlett (Husqvarna Enduro Racing Team) were sixth and seventh in the E1 standings, as Josh Strang (Husqvarna) was eighth in E2. Sanders controls the E3 division with AORC champion Daniel Milner (KTM Motocross Racing Team) in second, while Andrew Wilksch (Sherco) and Thomas Mason (KTM) were 13th and 14th respectively.
Out front in the Women’s class was Jones with compatriot Mackenzie Tricker (KTM) in third, followed by Jessica Gardiner (Yamaha) in eighth. Day two of the ISDE will see riders complete the same Pacific Challenge course.
Honda’s highly popular mid-capacity learner machine, the CB500F was launched back in 2013 alongside the CBR500R and CB500X and has since gone on to strong success
2019 Honda CB500F
Now for 2019 the CB500F has further evolved, with the addition of aggressive bodywork, tapered handlebars, a new LCD dash featuring a Shift Up and Gear Position functionality and all LED indicators – to match the rest of the lighting.
While the CB500F already reaches the A2 (and similar LAMS) limit of 35kW, Honda have been able to tune the bike for more more power and torque in the low to mid range thanks to revisions to the inlet, exhaust and valve timing, contributing to a 4 per cent boost.
2019 Honda CB500F
A new dual exit exhaust muffler also emits a heartier exhaust note making for a more enjoyable experience, while the engine also features an assist/slipper clutch.
The chassis remains unchanged as a testament to the quality of the existing spec, while a new rear singletube shock absorber has been added, aiming to deliver even more consistent damping performance and improved control.
2019 Honda CB500F
2019 Honda CB500F new features
New aggressively styled bodywork
Tapered handlebars for control and feel
New LCD instrument display
Gear Position and Shift Up indicators
LED indicators (now all LED lighting)
Revised inlet, exhaust and valve timing
4% more midrange power and torque
Sportier sound from the new dualexit muffler
Assist/Slipper clutch eases upshifts and manages downshifts
Revised styling & updated shock
For its 2019 evolution the CB500F’s naked styling has evolved from front to rear, with an eye catching headlight design and lowset stance, including side shrouds which interlock with the fuel tank and emphasise the engine. Side covers and the seat unit also contribute to the angular theme.
2019 Honda CB500F – Now with LED indicators
Tapered handlebars add leverage for the rider, while a new LCD dash features a Gear Position and Shift Up indicator, which is set to a default 8750rpm but can be adjusted in 250rpm increments.
The 35mm diameter steel diamond tube mainframe is unchanged for 2019 and the wheelbase is 1410mm and rake and trail are set at 25.5°/102mm, giving nimble but confidence inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers agility and an optimum front/rear weight distribution, while kerb weight is 189kg.
2019 Honda CB500F – Steel diamond frame
The seat height remains low at 785mm, making the CB500F easy to manage and the neutral riding position lends itself to comfort and riders of any height. Overall dimensions are 2080mm x 790mm x 1060mm, with 145mm ground clearance.
The fuel tank holds a generous 17.1L including reserve, and Honda claim that combined with the engine’s strong fuel economy gives a range of up to 480km.
2019 Honda CB500F – Fuel range is a claimed 480km
The 41mm preload adjustable telescopic front forks have 120mm stroke, for a compliant yet controlled ride, with strong feel for front tyre grip. The new single tube rear shock absorber is as found on larger capacity sports bikes and replaces the outgoing double-tube design of the previous model.
2019 Honda CB500F – 41mm forks
The new shocks larger diameter piston ensures excellent suspension response and temperature management. It also features 9-stage spring preload adjustment and works with a rigid boxsection steel swingarm, which now features pressed steel chain adjustment endpieces. Final drive is via sealed 520 chain.
2019 Honda CB500F – New rear shock
Lightweight 17inch cast aluminium wheels employ hollow cross section Y shaped spokes, with a front wheel width of 3.5inch and a 120/70ZR17 tyre, while the rear is a 4.5inch with a 160/60ZR17 tyre. A single front 320mm wavy disc and two piston brake caliper is matched to a 240mm rear disc and single piston caliper. ABS is fitted as standard.
2019 Honda CB500F
The CB500F will be available in the following colour options: Grand Prix Red; Matt Gunpowder Black Metallic; Pearl Metalloid White; Candy Energy Orange.
Lively LAMS twin cylinder
The CB500F’s learner eight-valve liquid-cooled parallel twin-cylinder layout offers a balance of physical size and enjoyable power output, with an high revving character and top end. The target for 2019 was faster acceleration through a boost in low to mid range power and torque. The 4% improvement comes via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.
Feeding the PGMFI fuel injection is now a straight shot of airflow through the airbox and throttle bodies. The battery has been repositioned further away (44.1mm versus 13.4mm) from the rear of the airbox intake duct to allow greater airflow; the exhaust muffler now features dual exit pipes, adding a sportier sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
2019 Honda CB500F
Bore and stroke is set at 67 x 66.8mm and compression ratio remains 10.7:1; the crankshaft pins are phased at 180° and a primary couple balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms – shim type valve adjustment allows them to be light, for lower valve spring load and reduced friction.
2019 Honda CB500F
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm. The piston shape is based upon those used in the CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
2019 Honda CB500F
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the CBR1000RR.
2019 Honda CB500F
The crankcase uses centrifugally cast thin walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
2019 Honda CB500F
The CB500F’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. New for 2019 an Assist/Slipper clutch enables lighter upshifts and smooths out any hard downshifts.
2019 Honda CB500F
ENGINE
Type
Liquid cooled, parallel twin
Displacement
471 cc
Bore & Stroke
67mm x 66.8mm
Compression Ratio
10.7 : 1
Max. Power Output
35 kW @ 8600 rpm
Max. Torque
43 Nm @ 6500 rpm
Oil Capacity
3.2 L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.1 L(inc reserve)
Fuel Consumption (WMTC)
29.4 km/L
ELECTRICAL SYSTEM
Starter
Motor
Battery Capacity
12V 7.4AH
ACG Output
23.4A/2000 rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L ́W ́H)
2080 mm x 790 mm x 1060 mm
Wheelbase
1410 mm
Caster Angle
25.5 degrees
Trail
102 mm
Seat Height
785 mm
Ground Clearance
145 mm
Kerb Weight
189 kg
SUSPENSION
Type Front
Conventional telescopic front forks, 41mm, preload adjustable
The SuperNEX concept electric superbike features some serious kit including Brembo brakes, Ohlins suspension, Oz wheels, an alloy frame and Metzeler Racetec tryes.
Dial in sound
But the most interesting aspect to us is the sound.
Electric vehicles are quiet which is not only a turnoff for riders, but also a danger to pedestrians in the urban landscape.
On the highway, electric motorcycles can actually make quite a bit of noise. In fact, like most motorcycles, at that speed the loudest noise is tyre on tarmac.
But for those who love to hear the motor working, Kymco has developed what they call a dial-in Active Acoustic Motor.
They don’t say how it works but claim the rider can dial in sound and “tune” it to their taste.
Smarty’s Weekly Moto News Wrap proudly brought to you by Dunlop Geomax
Proudly brought to you by Dunlop Geomax
What Went Down Last Weekend?
AUS-X Open – Sydney
World Enduro Super Series (WESS) – Red Bull Knock Out Beach Race
AMA World Off-Road Championships (WORCS) – Primm, NV
Stuttgart Supercross – Germany
Villopoto Misses AUS-X
2019 AORC Dates Announced
Australia Ready to Race in the 2018 ISDE
What Racing is Left for 2018?
AUS-X Open – Sydney
From all accounts Sydney’s fourth annual Monster Energy AUS-X Open was a cracker with current AMA Supercross Champion Jason Anderson taking the SX1 class win while fellow Yank Cameron McAdoo won the SX2 class overall on the same night that Justin Brayton and Jay Wilson wrapped up there SX1 and SX2 Championships respectively.
AUS-X Open
Anderson was in a class of his own to dominate the first two races and eventually won the third and final race after Aussie hero Chad Reed was stripped of his win due to a penalty for using the Joker lane twice.
Jason Anderson
“To get the win down here in Sydney means a lot – last season we weren’t in the shape we are this year, so it’s a good place to be. This event is so rad with a really cool vibe and super chill, so I definitely hope I’m invited back in years to come.”
Dean Wilson late inclusion bore fruit with the likeable Scotsman finishing a more than credible second overall ahead of Dan Reardon, Brayton, Chad Reed and Brett Metcalfe.
SX1 Overall Jason Anderon 75 Dean Wilson 62 Daniel Reardon 60
SX1 Final 1
Jason Anderson
Justin Brayton +3.724
Dean Wilson +7.364
Dan Reardon +11.788
Luke Clout +11.887
Brett Metcalfe +13.134
Chad Reed +20.359
Jace Owen +25.250
Lawson Bopping +28.480
Dylan Long +30.505
SX1 Final 2
Jason Anderson
Dan Reardon +3.353
Dean Wilson +4.015
Chad Reed +8.670
Brett Metcalfe +14.420
Justin Brayton +16.270
Luke Clout +19.227
Lawson Bopping +23.333
Jace Owen +23.776
Dylan Long +25.272
SX1 Final 3
Jason Anderson
Dean Wilson +2.014
Dan Reardon +9.058
Dylan Long +14.071
Justin Brayton +18.705
Chad Reed -2.195 (penalised 5 positions)
Jace Owen +21.064
Brett Metcalfe +22.203
Luke Clout +36.894
Robbie Marshall +1 lap
SX1 Overall
Jason Anderson – 75
Dean Wilson – 62
Daniel Reardon – 60
Justin Brayton – 53
Chad Reed – 47
Brett Metcalfe – 44
Luke Clout – 42
Dylan Long – 40
Jace Owen – 39
Lawson Bopping – 35
SX1 Australian Supercross Championship
The SX1 Australian Supercross Championship was decided in Sydney, with American Justin Brayton wrapping up his third consecutive championship this time ahead of his teammate Brett Metcalfe, with third place going to Reardon on his privateer Yamaha.
Justin Brayton
“I’m stoked to win this championship, I was sick for the majority of the event, so to wrap up the championship really feels unbelievable. I’m wrapped for the Penrite Honda Team too, with my teammate Brett Metcalfe finishing second.”
Justin Brayton and Brett Metcalfe celebrate on the podium
Final SX1 Championship Points
Justin Brayton – 115
Brett Metcalfe – 106
Dan Reardon – 90
Jace Owen – 84
Dylan Long – 77
Luke Clout – 72
Robbie Marshall – 57
Lawson Bopping – 53
Jesse Dobson – 41
Nicholas Sutherland – 39
AUS-X Open – SX2
The AUS-X Open Overall in SX2 was one to remember, with America’s Cameron McAdoo finishing the night with three second places to take the overall ahead of defending champion Jackson Richardson who won the final two races after finishing sixth in the opening final while Hayden Mellross ended the night in third to end up just 6 points shy of championship winner Jay Wilson who overcame a heavy crash to come home in 6th overall.
SX2 Final 1
Jy Roberts
Cameron McAdoo +0.837
Dylan Wills +2.506
Jacob Hayes +3.404
Hayden Mellross +4.526
Jay Wilson
SX2 Final 2
Jackson Richardson
Cameron McAdoo +3.821
Hayden Mellross +5.505
Dylan Wills +7.762
Jay Wilson +8.879
SX2 Final 3
Jackson Richardson
Cameron McAdoo +0.534
Hayden Mellross +1.435
Josh Osby +2.681
Jacob Hayes +3.510
SX2 Overall
Cameron McAdoo – 66
Jackson Richardson – 65
Hayden Mellross – 56
Dylan Wills – 53
Jacob Hayes – 45
Jay Wilson – 43
Josh Osby – 42
Aaron Tanti – 39
Tomas Ravenhorst – 37
Kaleb Barham – 36
SX2 Australian Supercross Championship
Jay Wilson has won the 2018 Australian SX2 Supercross Championship after a nail-biting weekend thanks to a heavy crash during Saturday’s qualifying that saw the former Australian Motocross Champion almost miss the final before battling tooth and nail to win the championship by just six points over Hayden Mellross.
The Yamalube Yamaha Racing rider carried an 11 point lead in the championship over Mellross and only 13 points separated the top four riders but with the final round in the tight confines of Qudos Bank Arena and the triple final format, it was anything but a foregone conclusion as it went all the way down to the wire in an epic nights’ racing.
Aaron Tanti – SX2
Despite a poor grid pick in each final Wilson went 8-5-7 over the three moto format to earn 6th overall while his championship rival in Mellross managed 5-3-3 finishes for third overall.
Jay Wilson
“I’m not going to lie, that was just terrible riding and the worst I have raced for in so long, but we got through the night, got the championship done and I just couldn’t be happier. I was nervous all weekend and then that crash yesterday really took it out of me but I was determined to be strong and win my first supercross championship. Last year at the same venue was where I got my career back on track so it’s awesome that I was able to win a championship here and I have so many people to thank that have helped me get back to this point. Everyone at Yamaha who supported in me and believed in me when I was down and out, our team that does an amazing job each week, especially Mike Ward and Josh Coppins, who always have my back and have always played a part in my success. Finally, I want to thank my wife and daughter for allowing me to do this and my family who were here tonight. It feels amazing to finally win this championship and it’s something I will remember for a long time. It was a stressful weekend and things got heated at times. but it was great racing with Hayden, Jacob and Wilson Todd and I want to also congratulate them on some great racing over the five rounds. I have really enjoyed racing them and we have kept it clean at each round and it’s been a lot of fun.”
SX2 Final Championship Points
Jay Wilson 103
Hayden Mellross 97
Jacob Hayes 91
Wilson Todd 75
Jackson Richardson 74
Josh Osby 68
Aaron Tanti 62
Dakota Alix 61
Dylan Wills 60
Bradley Taft 50
The Junior Lites 250cc Class was taken out by Jake Cuka, who put in a consistent season to claim the championship while in the 85cc Class it was Brad West who rode a calculated and conservative ride at the final round in Sydney, coming home in fourth place overall to seal the championship.
The two-stroke cup class was taken out by Ryan Marmont, as the age-old rivalry between Craig Anderson and Danny Ham added another chapter in Sydney as the two spent most of the race duelling with each other for the final place before Ham crashed into a wall in a desperate pass attempt on the final lap.
Victorian Ace Cheyne Boyd claimed the coveted Best Whip competition, finishing ahead of 2017 Champion – Corey Creed, and Honda rider Steve Mini while in Best Trick Blake Williams took gold, with Harry Bink getting the silver and Rob Adelberg with bronze.
In the Boost Mobile International Showdown Chad Reed lead team Australia to the win over the Americans while in the Monster Energy Best Trick competition Blake ‘Bilko’ Williams took the spoils with a 360 splits and a cliff-hanger backflip to claim the trophy.
The S-X Open Oceania Championship now rolls onto New Zealand in two weeks’ time, with more champions set to be crowned inside Mt Smart Stadium for the Monster Energy S-X Open Auckland on November 24.
World Enduro Super Series (WESS) Red Bull Knock Out Beach Race – The Netherlands
History has been made as Billy Bolt is crowned the inaugural World Enduro Super Series at the eighth and final round, Red Bull Knock Out in The Netherlands which was won by Nathan Watson who got the better of MXGP star Glen Coldenhoff and Belgium’s Yentel Martens.
WESS 2018 – Round 8 Red Bull Knock Out – Image by Future7Media
The Red Bull Knock Out Beach Race saw 1000 competitors taking to the start line for the one-hour morning qualifier which was won by Watson before 750 riders earned their place in the two-hour Final.
In the battle at the head of the World Enduro Super Series, all eyes were on title contenders Bolt and Lettenbichler, who were inside the top 20 of the 750 competitors. Positioning themselves out of trouble early on, the duo were closely matched with Bolt holding an important advantage.
Manuel Lettenbichler – WESS 2018 – Round 8 Red Bull Knock Out – Image by Future7Media
However, two crashes by Bolt put him on the back foot during the closing stages of the race. Needing a lap to regroup he began to make headway, using the technical X-Loop to his advantage. Pushing clear of Lettenbichler and working his way up to 12th, the Husqvarna rider crossed the finish line as the newly-crowned champion.
Billy Bolt
“To become the ultimate enduro champion is huge – I can’t believe it yet and it’s going to take a while for this moment to sink in. The race itself was crazy. I had two huge crashes and hit the ground hard, but apart from that I enjoyed it. It was tough making your way past all the other competitors – there were bikes everywhere. Also, the track conditions changed so much every lap and then the tide came in on the start straight, reducing it to half its width. I knew I needed to stay out of trouble as much as possible. And despite two crashes of my own making I pretty much did that. Overall, it’s been such a long season, with so many different races. Winning round one at Extreme XL Lagares feels a life time ago. To race everything from Hard Enduro, Classic Enduro, Cross-Country and now Beach Racing and come out of it all as the ultimate enduro champion is amazing.”
Billy Bolt claims the 2018 WESS title in the Netherlands – Image by Future7Media
Results – Red Bull Knock Out, WESS Round 8
Nathan Watson (KTM – GBR) 24 laps, 2:01:43.785
Glenn Coldenhoff (KTM – NED) 2:03:14.001
Yentel Martens (Husqvarna – BEL) 2:07:35.255
Camille Chapeliere (KTM – FRA) 23 laps 2:03:48.396
Todd Kellet (Husqvarna – GBR) 2:05:51.526
Jamie McCanney (Yamaha – GBR) 2:06:02.401
Lars van Berkel (KTM – NED) 2:06:57.553
Axel van de Sande (Yamaha – BEL) 2:07:19.272
Jeffrey DeWulf (Yamaha – BEL) 2:07:57.178
Sven van der Mierden (Husqvarna – NED) 22 laps 2:04:34.56
WESS Championship Podium – WESS 2018 – Round 8 Red Bull Knock Out – Image by Future7Media
World Enduro Super Series Final Championship Standings
Billy Bolt (Husqvarna – GBR) 4800 points
Manuel Lettenbichler (KTM – GER) 4470 points
Nathan Watson (KTM – GBR) 4103 points
Josep Garcia (KTM – ESP) 4010 points
Taddy Blazusiak (KTM – POL) 3675 points
Paul Bolton (KTM – GBR) 3377 points
Wade Young (Sherco – RSA) 3220 points
Graham Jarvis (Husqvarna – GBR) 3010 points
Jonny Walker (KTM – GBR) 2900 points
Lars Enockl 2272 points
Stuttgart Supercross – Germany
Cole Martinez has been crowned the “King of Stuttgart” at the 36th ADAC Stuttgart Supercross after winning the main event on Friday and took out the overall victory with a fourth place in the second race on Saturday while last year’s winner Cédric Soubeyras of France won Saturday’s main event ahead of compatriot Gregory Aranda, who also finished second in the overall standings ahead Soubeyras.
Cole Martinez, the 26-year-old Suzuki rider from Rimrock, Arizona, was overjoyed at the award ceremony: “After much bad luck in recent years, I am grateful that I was able to come back to Stuttgart and that it has worked so well this year. ”
Villopoto Misses AUS-X
Ryan Villopoto elected to withdraw from last weekend’s AUS-X Open after his father, Dan passed away last week while riding with friends at Cahulla Creek in Southern California. Ryan wrote a heartfelt message on his social media account explaining the decision.
Ryan Villopoto
Ryan Villopoto
‘I just want to share a note with the @sxopensupercross fans to sincerely apologize as I will not be there today. As you all know the last week has been incredibly difficult on myself and my family. I was super excited to race in Sydney and have been working hard to be in the best shape I’ve been in years. I really wanted to race down there, but with all that happened as well as an unforeseen issue, I have to remain home with my family. I realize a lot of people put tons of work into helping me get there and to make it super special therefore I deeply want to express my appreciation. I promise to make it up to everyone down under. Thank you for all your ongoing support see you soon’
Yamaha AORC 2019 Calendar Released
The 2019 calendar for the Yamaha Australian Off-Road Championship (AORC) has been officially revealed, confirming dates, locations and states for the highly anticipated National Championships.
Next year’s Championship will continue to use a double-header format, except for Round 7 as the series will return to Broken Hill NSW, for a 4-hour desert Cross Country.
AORC Dungog
Kicking off the season will be Rounds 1 & 2 in Gympie QLD, taking place 9 – 10 March 2019. The Championship will then move to NSW for an Enduro in Dungog on 6-7 April. Round 5 & 6 will see the series then return to Kyogle, NSW after a successful event in 2017, NSW on July 20-21. Broken Hill, NSW will again feature on 10-11 August and, then it’s off to SA from 31 August – 1 September. The championship finale will conclude at Victoria as it returns to Penshurst since being there last in 2016 on 14-15 September. Specific locations of the South Australian rounds will be released in due time.
2018 saw a number of firsts for the Championship with a Desert Cross Country along with several new support classes with the Amateur 125 cup, Vintage Cup and Pony Express. AORC will reveal what will be in store for 2019 in the coming weeks.
2019 Australian Off-Road Championship Calendar
Round 1 & 2: Gympie, QLD; 9 – 10 March 2019
Round 3 & 4: Dungog, NSW; 6 – 7 April 2019
Round 5 & 6: Kyogle, NSW; 20 – 21 July 2019
Round 7: Broken Hill, NSW; 10 – 11 August 2019
Round 8 & 9: SA; 31 August – 1 September 2019
Round 10 & 11: Penshurst, VIC; 14 –15 September 2019
Australia Ready to Race in the 2018 ISDE
At the time of writing Australia is taking to the track for day one of the 93rd FIM International Six Days Enduro (ISDE) and Australia’s World, Junior and Women’s Trophy Teams are in good stead after spending time in reconnaissance over the past week to prepare for a hot and dusty six days ahead.
Australia 2018 ISDE riders
Located two hours west of the Chile’s capital, Santiago, the city of Vina del Mar will play home to the world’s best Enduro riders over six days of adrenaline pulsing action. Organisers have planned three unique and challenging routes to test this year’s competitors, with the opening two days seeing riders tackle the aptly named ‘Pacific Challenge’.
Days three and four move our riders inland to see how well they handle rocky terrains, alongside dust and high heat. The second last day will find riders navigate a forestry course at Penuelas Lake and Wood, before competitors head into the sixth and final day with traditional a Motocross test in front of the Pacific Ocean in Vina del Mar.
Leading Australia out down the streets along Vina del Mar beach as the Flag Bearer was Australia’s World Trophy Team member, Josh Strang while Australia’s Women’s World Trophy Team received a very warm welcome during the Opening Ceremony, as they bid for a record-breaking sixth consecutive win.
Jessica Gardiner, Tayla Jones and Mackenzie Tricker
Scoring their first trophy back in 2013 in Sardinia, Italy, Australia’s three ladies, Jessica Gardiner, Tayla Jones and Mackenzie Tricker, are set to once again bring the fire to their international counterparts, serving unstoppable and unrivalled skills. Reflecting on arriving in Chile and the past week of testing and familiarising with the tracks.
Jessica Gardiner
“We’ve done a lot of walking here in Chile. It’s been quite hilly and therefore quite difficult to walk. It’s also been quite hot, and even though the metre says its only 22 degrees it really feels like 32! We’ve learnt that it’s going to be far more technical than the standard fast and flowing grass tracks usually seen at the ISDE. So there’s going to be more technique involved, which should make it interesting to decipher all the riders quickly! It’s been great to be with the girls in our Women’s World Trophy Team! We’ve found a new teammate in Mackenzie Tricker, so hopefully us Aussie girls can keep the ball rolling and stay strong. We’re preparing for a long, hot event, so we are going to have to really rely on our air filters changes and keeping our coolers up to date. So, fingers crossed for a good event!”
Daniel Milner, Daniel Sanders, Lyndon Snodgrass and Joshua Strang
The class with arguably the most intense competition is the World Trophy, and Team Australia has already been coined as a strong and dominant force for 2018, with the potential to take out the trophy. Strang reflected on the team’s hunger and drive.
Josh Strang
“The conditions and terrain here in Chile are somewhat different to what I’m used to. But I think once the race starts today, I’ll no doubt just on into it and be good to go! The next six days should be pretty great, and all the Aussies are in good spirits!”
Fraser Higlett, Tom Mason and Andrew Wilksch
Australia’s Junior World Trophy Team member, Tom Mason, wrapped up the team’s experience so far in the lead up to today’s first race.
Tom Mason
“We’ve just finished up walking and testing out the tacks, and it’s been an awesome couple of days! The tracks here are the same as back home in Australia so we’re feeling pretty comfortable. All the bikes are ready and tested, and everyone feels ready! What we’ve found out from testing the tracks is that we just need to survive it, so the next six days will be pretty rough, but we’ll see how we go!”
World Trophy Team
Daniel Milner
Daniel Sanders
Lyndon Snodgrass
Joshua Strang
Women’s World Trophy Team
Jessica Gardiner
Tayla Jones
Mackenzie Tricker
Junior World Trophy Team
Fraser Higlett
Tom Mason
Andrew Wilksch
Team Manager – Don Atkins
There will be a full report on the ISDE in next week’s Moto News.
What Racing is Left for 2018?
Last weekend’s AUS-X was a dead-set cracker as was the final rounds of the WESS and we can look forward to seeing how our Aussie team fare at the ISDE next week – see the list of the remaining events for 2018 below:
Australasia
New Zealand Supercross Championships
24 – SX Open – Auckland
1 – South Waikato
15 – Southland
America
Canadian Triple Crown Supercross – Nov. 17 – Hamilton
2018 THOR Mini Olympics – Nov. 19-24 – Gainesville, FL
2018 Day In The Dirt – Nov. 24-26 – Glen Helen, CA
Europe
ISDE – Nov. 12-17 – Chile
2018 Paris Supercross – Nov. 17-18 – Paris, France
Unlike many speed-alert apps and GPS devices, the new Australian Speedo Minder Pro app alerts riders when they are over the posted speed limit and until they slow down.
It also has a lot more adjustment to suit your needs.
App developer Steve Grealy, 60, of Adelaide says it took “nearly four years, quite a few thousands of dollars and even more thousands of hours work” to create Speedo Minder Pro.
It is now available on the Apple App Store and we have been trialling it with success for several weeks.
“The app integrates HERE.com mapping information for speed limits in 89 countries, plus more than 172,000 speed camera locations around the world,” says the firefighter and veteran rider.
“Speedo Minder Pro will be the best copilot a driver or rider could ever need or want to stay under the radar and avoid costly speeding fines.”
How Speedo Minder works
The app provides visual and audible alerts through your bluetooth intercom when you go over the speed limit.
There are similar alerts on many satnavs, but this app continues to alert you until you slow down and allows a lot more adjustment.
For example, you can select at what speed over the limit the alert activates and how frequently it beeps until you return within your set limit.
In fact, you can set a low-level warning for 0-5km/h (or mph) over and a high-level warning for 5-10km/h over.
If the beeps become annoying such as in a shopping centre carpark where the limit is 10km/h, you can mute the app for 30 seconds by tapping the Speed Limit circle or simply tapping the screen twice.
When your ride is finished, the app will automatically shut down after five minutes of being motionless or if you manually turn off the app or simply hit the phone’s lock button. This will also turn off the Location Services for the app.
Steve is also working on an Android version and one for the Apple watch which will deliver “Haptic” alerts or vibrations.
Steve says he developed the app because of the possibility of accidentally speeding and being caught.
“Driving a 22 tonne Fire Appliance under lights and sirens is even more exciting than riding a bike through the hills,” he says.
Steve points out that South Australia has the highest speeding fines in the country, and in recent years stopped signposting speed cameras, increased the number of fixed cameras and reduced over-speed tolerances.
In 2016-17, the state raised $144m in traffic infringements.
“Officially I adhere to the road safety line rather than the speed camera bashing, revenue raising whinging. However, with road use habits formed of bike riding and fire truck driving, I’d usually find myself driving towards the top end of the speed limits.
“About five years ago I got myself a GPS speedometer app and realised I was creeping over the limit all the time.
“The combination of all of the above resulted in me wanting to develop a driver’s co-pilot app that not only warned me when I was over the limit but one that would repeat that warning until I slowed down, which was something no GPS unit nor driver’s app provided.”
If you’re a hard-core sport rider and want to have some serious fun, you’ll be hard-pressed to find a more cost-effective way of getting your kicks than sliding around a go-kart track. And that’s what Husqvarna’s FS 450 is all about.
The FS 450 is a closed-course production (non-street legal), supermoto racer. Plop down $10,799, load it into the bed of your pickup, show up at the local go-kart track, and commence ripping. Aside from topping off its 1.85-gallon tank and checking pressures on the Bridgestone supermoto-specific rubber, it’s literally that easy to get a huge smile on your face.
For 2019, Husqvarna’s given it the “works” treatment with the full list of upgrades that the championship-winning Supercross platform saw. Everything from the headstock back has enjoyed a makeover, minus the knobby tires and puny front brake, of course…
The frame is more rigid and features an attractive navy blue powdercoating finish. It also includes mounting points for its accessory skid plate. It attaches to a two-piece composite subframe that’s 0.55-pound lighter.
The water-cooled 449cc engine gets an updated cylinder head design (1.1-pound lighter) that lowers the position of the camshaft. Valve timing has been tweaked to further boost the bottom-end performance—a great feature when you have Velcro traction on asphalt.
Inside the case, there’s a new Pankl-sourced five-speed transmission and a supermoto-specific Suter slipper clutch that’s actuated via a smooth-squeezing hydraulic clutch from Magura.
Husqvarna says the engine is good for 63 hp (at the crank), and it feels every bit that quick. For reference a good Supercross 450 engine puts out low 60s at the tire. Electric start means getting the engine lit is as easy as pushing a button. A lighter lithium-ion battery is also new for 2019.
Smooth off the bottom, the four-valve engine builds revs quickly with a healthy amount of midrange grunt for a 450cc single. A switch on the ProTaper handlebar allows the rider to choose from one of two engine maps. Mode 1 offers the hardest-hitting power, which we prefered, while Mode 2 is less aggressive. There’s also on/off-adjustable traction control and launch control to help you get moving from a start. We didn’t get to try the latter feature, but we hope to in a future installment.
The gear ratios complement the engine’s powerband to keep it moving forward in a hurry. There’s no speedometer, but we’d estimate a top speed of around 90 mph in top gear. Plus, its a slick shifter—an important feature when you’re constantly rowing through the gearbox at the track. On a side note, the chain adjustment slot has 5mm more adjustment range, say if you want to modify final drive gearing, or to account for chain stretch.
Aside from launches, the clutch lever doesn’t get much of a squeeze, as the slipper clutch allows you to downshift as many times as you’d like—always netting a smooth slide entering turns. The rear brake has just the right amount of feel to help engage entry slides, until you work up the speed to do it from sheer momentum.
Most air suspension typically gets a bad wrap on dirt, but on pavement it works well. The rebound circuit itself is sensitive. Adding a click or two translates into a noticeable difference in how the motorcycle responds when it hits a bump and how it goes back and rebounds through the stroke.
Physically, the motorcycle sits lower than the motocross version, after all, it trades the 21/19-inch wheel setup for a 16.5/17-inch rims from Alpina. It also has about an inch less suspension travel, front and rear. It uses slower (as compared to a dirt bike) valving that does a marvelous job of controlling suspension movement.
The air fork allows spring-rate modification (left leg) using the supplied pump and has tool-less adjusters atop the fork leg for compression and rebound damping. Both the fork and shock are sensitive to damping adjustment, with just a few clicks netting big differences in action.
Even at a quick pace, the front suspension is nearly chatter-free. It’d be worth experimenting with tire pressures, as the OE-fitted (and tubeless) Bridgestone race tires generally work better with extra heat. Make sure to invest in a quality set of tire warmers to help them arrive at operating temperature before you turn a wheel on the track.
A superbike-spec Brembo M50 Monoblock caliper pinches a 310mm wave rotor. A stout radial-mount, also from Brembo, pushes fluid through a stainless-steel line. The front brake has plenty of power but bites softly. It feels as if engineers used a less aggressive streetbike pad. A switch to a more sintered option would be one of the few changes we’d make.
Pound for pound, there isn’t a better bike for ripping around paved corners than this 227-pound (without fuel) FS 450. Sure, you can purchase a used dirt bike and install some 17s and a slipper clutch, but even after marking these modifications, you’re still not going to be even close to how well this machine performs out of the crate. If you want to get one, you’d better hurry to your local Husqvarna dealer as only around 150 motorcycles are being imported into the United States this year—approximately 50 more than this year.
Getting a new motorcycle is an exciting prospect, but once you fire it up for the first time you’re left with what many deem a great responsibility: breaking in that new engine.
What is engine break in? Fresh from-the-factory parts appear smooth, but they actually have microscopically rough surfaces that need to rub against their counterparts and bed in, and that happens during those first miles of use. Once the components are polished smooth and broken in, friction is reduced, sealing is improved, and you’re ensured good power, fuel economy, and reliability.
There are a lot of sliding and rotating parts within an engine, but what everyone gets riled up about when discussing engine break-in is the seal between the piston rings and cylinder walls. And rightfully so. Ring seal is the a key condition that’s going to affect performance and longevity, so it’s worth thinking about.
What’s the best way to get a good seal on those piston rings? If you follow the break-in procedure outlined in your owner’s manual, it’ll recommend a 600, 1000, or even a 1500-mile process wherein you limit throttle and revs and constantly vary the engine speed. At the other end of the spectrum, there are people that say a gentle break-in is a waste of time and not an effective way seal the rings, and that a more condensed and aggressive break-in—some would say brutal—is the way to go.
To answer the question once and for all, we assembled two identical Honda CB300F motors with fresh top-end parts, broke them in differently, and then compared the results.
The first engine was installed and run in gently as per the manual, which meant painstakingly limiting and varying the throttle and slowly ratcheting up the revs over the course of 1,000 miles. Then we swapped out the babied motor for engine number two. While engine one didn’t kiss redline until that final 1,000th mile, this second engine was given a minute to warm up and then taken right to the limiter and ridden at or near WOT on the highways of SoCal for the entire 1,000 miles. Both engines were initially filled with Bel-Ray semi-synthetic oil, and we changed the fluid and filter at 600 miles as recommended.
After breaking the engines in using drastically different methods, we performed compression and leak-down tests—which is a standard way of checking top-end health—then disassembled, measured, and inspected the internal parts. And the results, well, they might surprise you.
Drumroll, anyone?
The truth is, there was no significant difference between the two engines. There was hardly even a discernible difference. The compression and leakdown numbers were stellar and identical on both motors, and all the measurements of the internal parts, including the piston diameter, cylinder diameter, piston-ring end gap, and valve clearances, were all within spec and inline with each other. Check them out for yourself below. The ring end gap was slightly wider on the engine that was broken in brutally, but that’s it. Similarly, there was no obvious difference in the color or debris content of the oil at that first 600-mile change.
So we’ve more of less shown that it doesn’t matter how you break in an engine, the results will be the same, right? Well, not exactly. The CB300F, even when operating at WOT, just isn’t working that hard because it’s in a mild state of tune. We certainly wouldn’t recommend going to WOT with a new CBR600RR that revs to 15,000 rpm. Each motor is different, with different cylinder materials and compression ratios and redlines, but the lesson here is that there doesn’t appear to be a night-and-day distinction between break-in methods, so don’t sweat it. Motorcycles are meant to be enjoyed, so just go ride it and enjoy it.
That being said, the long and drawn-out recommendations found in all owner’s manuals persist for two reasons. First, the methodology is a holdover from days of yore, when metallurgy, machining technology, and lubricants weren’t nearly as good as they are today.
Second, taking it easy with a new bike is just a good idea. After all, it’s not just your engine that needs to break in. You need to scrub in those new tires, bed in those new brakes, and overall get familiar with how your new bike is balanced, how it turns and handles, shifts and stops. Modern motorcycles are amazingly reliable, but failures still happen, and most major issues are likely to happen within the first few hundred miles. Wouldn’t it be better to have something break or come loose while trundling along at 25 mph instead of 75? There are lots of good reasons to give yourself and your bike a day or two of gentle riding to shake things out.
Engine Break-In Specs
Engine 1, “By The Book Break-In”
Installed at 1,828 miles, removed at 2,861 miles Break-In Notes: Ridden gently. Didn’t exceed 50% throttle or 5,000 rpm for the first 600 miles, and didn’t exceed 75% throttle or 7,000 rpm until 1,000 miles. Didn’t experience WOT until 1,000 miles was accumulated. Ridden with constantly varying engine speed and load, no easy task on a slow bike in a busy, urban environment! Oil and filter changed at 600 miles.
Piston OD
2.9910” at install, 2.9910” after 1,000 miles
Cylinder ID:
2.9925” at install, 2.9930” after 1,000 miles
Top Ring End Gap:
0.0130” at install, 0.0145” after 1,000 miles
Compression:
235 psi hot after 1,000 miles
Leak Down:
4% hot after 1,000 miles
Engine 2, “Brutal Break-In”
Installed at 2,861 miles, removed at 3,890 milesBreak-In Notes: Went to WOT within moments of first starting up, and was ridden hard for 1,000 miles. Did everything we’re told not to—lots of throttle and high-speed droning at steady throttle. Oil and filter changed at 600 miles.
Our national parks are a gift, one we’ve given to each other. One we’ve inherited and, with any luck, will pass down to the generations that follow us. There is something humbling about traveling through them, about seeing the things and places that our forebears held dear and understanding why. There isn’t a bad park in the system, but there are some that shine above the rest. Our favorites, the ones we hold above the others and share, are the parks we love to ride.
Glacier National Park, Montana
No brochure prepares you for your first time peering over the guardrail. Snowy mountain peaks fuel waterfalls that mist passing riders, flowing down the valley through conifer forests, ending in bright blue lakes carved out by glaciers. This is a place full of views that take your breath away.
You can’t visit Glacier on a motorcycle without someone suggesting you ride the Going-to-the-Sun Road. They’re not wrong. Carved into the steep grade of rock and forest are 50 miles of sweeping curves and hairpin switchbacks with an occasional tunnel granting passage through the mountain.
A fleet of restored red buses from the 1930s transports tourists through the park, often slowing the pace down to a crawl. Think of them as a blessing in disguise. With only a few places along the road to stop and smell the wildflowers, the leisurely pace is ideal for taking in the ever-changing view.
Keep an eye out for mountain goats, and don’t forget to catch your breath. —Jenny Linquist
Mount Rainier National Park, Washington
Despite all that territory, there are only a handful of paved roads that wind their way through the firs, aspen, and stone. Paradise Road and Stevens Canyon Road are two of the most brilliant—scrambling two lanes that flirt with rivers and mountain lakes as they work their way toward State Highway 123.
At 6,400 feet, the weather’s usually chilly, even in summer months, so layer up. It’s worth it. —Zach Bowman
Shenandoah National Park, Virginia
The drive stretches 105 miles through Shenandoah National Park, winding its way atop the crest of the Blue Ridge Mountains from Front Royal to Rockfish Gap. Only in movement-mad America would a road be planned as the crowning feature of a park. Along the way there are around 70 overlooks, one every 1.5 miles, giving Dad ample opportunity to haul out the 35mm and pose the family atop a stone wall in relief against the Piedmont Valley below.
It’s easy to imagine America’s age of innocence, and easy to picture Stony Man Overlook crowded with happy families leering out the windows of shiny aquamarine Buicks with whitewall tires.
Old Rag. Bearfence. Sugarloaf. White Oak Canyon. Big Meadows. Shenandoah’s landmarks have captured the imaginations of generations. They’ll capture yours too. On the park’s various hiking trails, the rustle of tawny leaves seems to carry the whispers of miners, moonshiners, and miscreants who called it home well into the 20th century.
There are national parks that boast bigger mountains and more rugged vistas, but few possess Shenandoah’s adoptive embrace. It seems to grab time and keep it as its own. Every age belongs to it, and it in turn belongs to you. —Seth Richards
Badlands National Park, South Dakota
Badlands National Park preserves the bounty and severity that Lakotas knew well and later settlers would learn the hard way.
Just 7.5 miles south from the tourist hell of Wall Drug, the land embodies the hopes and failures of our Manifest Destiny. Every turn reveals a vista more spectacular than the last. Looking north from Prairie Wind Overlook, the plush grasslands predate humans of any kind. Looking south from Saddle Pass Trailhead, impassable canyons and hoodoos stretch to infinity. Might as well ride a Honda Cub, you’ll be stopping a lot.
Done drinking in the view? Head south on 377 to the Cowboy Corner Filling Station for the cheapest six-pack of Bud you’ve seen in some time. —Anders Carlson
Joshua Tree National Park, California
The riding is relaxed, with narrow sweeping curves leading you through forests of Joshua trees—ancient plants that have weathered hundreds of years to reach their height. A tangle of campsites and hiking trails can be found just off the main road. A tangle of campsites and hiking trails can be found just off the main road. Some trails lead to giant granite boulders with a bird’s-eye view of the landscape from the top, others take you down haunting dusty roads to gold mines dug in the late 1800s. After the sun goes down, the elevation and desert air provide perfect conditions for stargazers to see the cosmic dust of the Milky Way.
Joshua Tree National Park, California
Two hours of riding will get you from one end of the park to the other, but it’s best to fill your gas tank, load up on water, and plan for a long soak in the heat. The magic of Joshua Tree is only really revealed when you take the side roads and immerse yourself in the desert. —Jenny Linquist
North Cascades National Park, Washington
Glassy smooth with staggering vistas of the Cascade Mountains, it’s hard to keep your chin off your tank. It’s a place so stunning that it’s hard to believe it’s real, that it’s not some fantasy whipped up by a movie studio a few states south.
Near Ruby Mountain, the road skirts alongside Ross Lake before joining the Skagit River on its way toward the Pacific. On a warm day, you’ll feel the temperature drop 10 degrees near the water, a blessing that will have you considering stripping off your kit for a quick dip. Take a break at Gorge Creek. The falls there turn magnificent with any rain, and the short hike down the overlook path is all the excuse we’ve ever needed to stretch our legs. —Zach Bowman
Wrangell-St. Elias National Park and Preserve, Alaska
During peak visitor season between May 20 and September 13, Denali restricts visitors to riding just the first 15 miles of the 91-mile Denali Park Road. Wrangell-St. Elias National Park and Preserve provides a true adventure in the form of a 13.2-million-acre expanse with only two roads in. Neither are paved.
Feeling more adventurous? Nebesna Road leads riders 42 miles farther away from fuel and repair services, and could have some rapid-flowing creeks to cross around mile 29. Check in with the Slana Ranger Station before you take your rig for a swim. —Robyn “RoKo” Kocienski
Yellowstone National Park, Wyoming
As you lean into curves on sun-dappled roads or ride past the raw volcanic earth, you can’t help but to think of the first humans that found this place, how lucky they were, and how they’d marvel at what we’ve made of it.
Engineers carved the 68-mile Beartooth Highway from Cooke City to Red Lodge in 1932, and it dips in and out of Montana as it scrambles over and around the stark mountains there. It remains one of America’s great rides, and a perfect gateway to Yellowstone.
At any turn you might encounter the wildlife Yellowstone is famous for. Stopped cars are a good sign of bison traffic. And with gas, hotels, and eateries within the park borders, Yellowstone is a great choice for family or road-focused rides. —Katy Manch
Local icon taking positives from an encouraging performance in Sydney.
Image: Supplied.
Australian megastar Chad Reed has confessed he had no idea competitors could only take the Shannons Shortcut once across Saturday night’s 2018 Monster Energy AUS-X Open Triple Crown in Sydney.
Reed, like many, used the lane to bypass the whoops in final two of the SX1 main events, but then repeated the shortcut to take charge in final three directly afterwards.
Riders were only permitted to use the specialty ‘joker lane’ once in the finals, which ultimately led to a five position penalty for the experienced dual AMA and world champion at Qudos Bank Arena and demoted him from P1 in the final encounter down the order to sixth.
Home hero Reed was sitting third at the end of lap one behind Husqvarna-mounted duo Jason Anderson and Dean Wilson, only to make a move via the shortcut and then keep Anderson – who was in line for the overall after topping the first two finals – at bay. He wasn’t aware until race-end that he would be pinged by officials.
“Honestly, in the last race I kind of have to laugh, because what else do I do?” Reed told MotoOnline.com.au post-race. “I never even knew that you weren’t allowed to take the joker lane more than once and, truthfully, because of my crash in the first one nobody was around me and I didn’t have to take it.
“Otherwise I would have taken it three times [laughs]! So, you know, I mean it was only two or three weeks ago I did Monster Cup. At that race the whole time you’re thinking ‘don’t forget the joker lane, don’t forget the joker lane’ because typically their joker lane is longer.
“Here, you self-penalise yourself if you don’t take it, but in the Vegas they obviously penalise you if you don’t take it – I think the same penalty, around five places or something like that. That thought process and whatever, me not hearing or knowing, I wasn’t aware of the rule. A little bit of a rookie move there.
“Obviously I got to the front because I took the joker lane, which was something I shouldn’t have done, but you know what was funny is that I knew I passed Jason in the joker lane and I was just expecting that he would re-pass me back there.
“So here I am, with a completely different thought process thinking that Jason was just riding around until he took the joker lane on the final lap or something like that. When he didn’t come by, I didn’t know what happened because we don’t have pit-boards here, so maybe he was doing calculations. He knew the rules, he had the heads up [laughs].”
Despite the penalty that also cost him the opportunity of taking a potential fourth overall, Reed said it was a positive outing aboard the factory JGRMX-prepared Autotrader Yoshimura Suzuki RM-Z450 after recording a mixed bag of 7-4-6 results.
Earlier, Reed defeated triple national champion Justin Brayton in his heat race and led Australia to victory in the ‘Showdown Relay’ against the Americans. A costly crash while running third in the opening final also denied him of a podium performance, however he’s taking positives following crucial race mileage.
Yet to cement a contract for next year’s Monster Energy AMA Supercross Championship, the gritty 36-year-old was content in showing glimpses of race-winning form during what doubled as the opening round of the S-X Open FIM Oceania Championship. He will also contest the New Zealand event in a fortnight’s time.
“We got good mileage here this weekend and every gate-drop is always a good thing even if the end result isn’t what you expect or what you want,” he added. “The reality is that you have to remind yourself it is only November and you’re here to put on a show.
“I feel that my show was a little less than what I wanted it to be, but honestly, the electricity, the excitement and the feeling of coming here and performing in front of the home crowd… in some ways it’s a lot of pressure. I take it personal and, for me, I want to give back [to the fans].
“You hear the cheers and I seriously feel the love, so in return you want to give them something to cheer about and to be super-stoked on with the performance of myself. I don’t think I fell short on that, but obviously I want my results to be better.”
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