MotoAmerica Starts Saturday

Fine, American roadracing has lost a little of the pizzazz it enjoyed there for a while, but the racing itself is as gnarly as it ever was, and the lack of huge throngs of Spaniards and Italians with smoke grenades makes many MotoAmerica rounds a much nicer place to hang out in the park for a weekend. Case in point, Road Atlanta, scene of this weekend’s opening round. See JD Beach bring the heat on his new Attack Performance R1, against defending champ factory Monster Yamaha guy Cameron Beaubier and the everpresent Tony Elias on the Yoshimura Suzuki. Sprinkle in a few BMWs, Kyle Wyman’s Ducati Panigale, and great racing is bound to ensue. Live or very close to it, on Fox Sports 2, Saturday and Sunday, at 2:30 EST.
MotoAmerica Release:

There’s nothing better than a fresh start and 125 riders and their teams will get that new beginning this weekend at Michelin Raceway Road Atlanta when the flag drops on the 2019 MotoAmerica season, April 5-7, with the Suzuki Championship at Road Atlanta.

Nobody has any victories, points, mechanical DNFs or crashes. Everyone, at this point in time, is equal. The season starts now.

“There’s nothing quite like the first race of the season,” said MotoAmerica President Wayne Rainey. “As a rider, that’s the time when you need to step up and make a statement. From the very first laps of the opening practice session until the last checkered flag drops on Sunday afternoon, you need to show your competitors that you and your team are the ones to beat.”

Headlining the opening weekend of racing is the start of the 2019 MotoAmerica EBC Brakes Superbike Championship, the first of 10 rounds of what should be the most thrilling season to date. Leading the ultra-competitive field into the scenic racetrack in Braselton, Georgia, is three-time and defending MotoAmerica Superbike Champion Cameron Beaubier, who is hoping for a better start to his season than a year ago. Last year, Beaubier crashed in race one and remounted to salvage seven points, then rebounded to finish second in the downpour of race two. The bigger issue for Beaubier and the rest of the Superbike field is the fact that Toni Elias won both races to start his title defense in the best possible manner.

Beaubier and Elias start the season as the odds-on favorites to battle for the title again since those two have won all four of the MotoAmerica Superbike titles (Beaubier in 2015, 2016 and 2018; Elias in 2017). The two are back with their same teams: Beaubier will line up on his Monster Energy/Yamalube/Yamaha Factory Racing YZF-R1 while Elias returns on his Yoshimura Suzuki GSX-R1000.

While Beaubier and Elias find themselves in the comfortable position of returning to their existing teams, that’s not the case for Josh Herrin. Herrin, who competed at Road Atlanta last year on his trackday practice bike when the Attack Performance race hauler broke down en route to the track, will join Elias on the Yoshimura Suzuki team for the coming season. Herrin finished third in last year’s title chase, winning two races on the Attack Performance/Herrin Compound Yamaha YZF-R1.

Beaubier’s teammate, meanwhile, is again Garrett Gerloff, the Texan returning for his sophomore season in the EBC Brakes Superbike Championship. Gerloff ended his rookie season of Superbike racing in fifth place in the title chase.

The list of those hoping to beat the four factory riders begins with Westby Racing’s Mathew Scholtz, the South African who had a great start to his season a year ago in the team’s home race. Scholtz finished second to Elias in race one and third behind Elias and Beaubier in race two on his Yamaha YZF-R1.

The third Suzuki GSX-R1000 in the EBC Brakes Superbike Championship will be ridden by M4 ECSTAR Suzuki’s Jake Lewis. Lewis was fifth in race one last year and crashed out of race two. He put together a solid season, however, and ended up sixth in the title chase.

Seven Yamaha YZF-R1s will line up at Road Atlanta and JD Beach will be on one of them, the two-time Supersport Champion making his MotoAmerica Superbike debut on the new-look Attack Performance Estenson Racing Yamaha.

That Stanboli guy builds some fast motorcycles.

Four BMWs are entered for the season opener with Scheibe Racing’s Jake Gagne leading the charge on his S1000RR after a season of World Superbike racing. Gagne, who suffered a broken lower leg in an off-season training crash, will be joined on BMWs by Canadians Samuel Trepanier and Michael Leon, along with Georgia’s own Geoff May.

Team owner/racer Kyle Wyman will be the lone Ducati rider in the race as he makes his much-anticipated debut on the Ducati Panigale V4R in his KWR team. Wyman finished eighth in last year’s championship on his Yamaha YZF-R1.

The only Kawasaki ZX-10R on the grid will be ridden by FLY Racing/ADR Motorsports’ David Anthony who, like Wyman, owns the team on which he races.

The class structure for the 2019 MotoAmerica Series mirrors last year with five classes (EBC Brakes Superbike, Supersport, Liqui Moly Junior Cup, Twins Cup and Stock 1000).

The Supersport class is wide open as the only two men to take titles in the class (Beach and Gerloff) have moved on to the Superbike ranks and RiCKdickulous Racing’s Hayden Gillim is the only rider in the field with a Supersport victory. Gillim won four races last year en route to second in the title chase behind Beach.

Still, the list of those expected to give Gillim a run for his money include former World Superbike and World Supersport racer PJ Jacobsen. Jacobsen will be aboard the Celtic HSBK Yamaha YZF-R6. Eyes will also be on a pair of 16-year-olds making their class debut – former KTM RC Cup and Liqui Moly Junior Cup Championship runner-up Cory Ventura (Omega Moto) and Red Bull Rookies Cup racer Sean Dylan Kelly (M4 ECSTAR Suzuki).

The Liqui Moly Junior Cup will also grid up without its champion and the top five from last year’s series, which means that it will also be a wide-open affair. On paper, the class should be led by three-time KTM RC Cup winner Jackson Blackmon and Liqui Moly Junior Cup race winner Kevin Olmedo, but those two will also face challenges from the likes of MotoAmerica newcomer Dominic Doyle (from South Africa), Jamie Astudillo, Dallas Daniels and Damian Jigalov, to name a few.

Like the EBC Brakes Superbike class, Supersport and the Liqui Moly Junior Cup, the Twins Cup will also race twice over the course of the weekend. That’s a first for the Twins Cup as it will switch off with Stock 1000 from event to event with either two races or just one. The Twins Cup sees its champion coming back for more with Chris Parrish leading 38 other riders into the Road Atlanta round. Parrish should expect a challenge from Liqui Moly Junior Cup Champion Alex Dumas as well as the men who challenged him the most last year – Jason Madama and Kris Turner.

Stock 1000 Champion Andrew Lee and his Franklin Armory/Graves Kawasaki are up against the likes of Weir Everywhere Racing BMW’s Travis Wyman, Tuned Racing Yamaha’s Chad Lewin, Team Norris Racing’s Michael Gilbert and more as the class has swelled to 21 entries for the season opener.

With practice and qualifying taking place on Friday, action begins on Saturday with the EBC Brakes Superbike Superpole session at 11:15 a.m. The first race is race one of the Liqui Moly Junior Cup at 1:10 p.m. followed by Supersport race one at 2 p.m. The first EBC Brakes Superbike race is at 3 p.m. and the Twins Cup ends the opening day with its 4 p.m. race one.

Sunday’s racing begins with the Liqui Moly Junior Cup race at 1:10 p.m., followed by Supersport at 2 p.m., the second EBC Brakes Superbike race at 3 p.m. and the first Stock 1000 race at 4 p.m. The weekend concludes with the second Twins Cup race at 4:45 p.m.

In addition to the on-track action, the Suzuki Championship at Michelin Raceway Road Atlanta will feature a family friendly carnival and Family Fun Zone, the Globe of Death Thrill Shows, Stunt Shows, mini moto demonstrations and the Dunlop Hot Pit Walk and Paddock Autograph Sessions with the stars of MotoAmerica.

Road Atlanta Notes…

As the 2019 season begins, the winningest rider in the EBC Brakes Superbike class is Cameron Beaubier. Beaubier has won 32 AMA Superbike races in his career, a win total that puts him in a tie for third on the all-time win list with Miguel Duhamel and behind only Superbike legends Mat Mladin (82) and Josh Hayes (61). Toni Elias has 25 wins to his credit, and he is already sixth on the all-time list and just three behind Ben Spies. The other MotoAmerica Superbike race winners on the 2019 entry list are Josh Herrin (six wins) and Mathew Scholtz (two wins).

As for manufacturers, Suzuki is the leader in Superbike wins with 203 after eclipsing the 200-win mark last year. Honda is next with 116 class wins with Yamaha third on 112 victories.

The very first AMA Superbike race at Michelin Raceway Road Atlanta was held in 1980 and that race was won by four-time World Champion Eddie Lawson.

The EBC Brakes Superbike grid will feature riders from seven states and four countries. California (2), Georgia (2), Kentucky (2), New York (1), New Hampshire (1), Washington (1), Texas (1) are all represented with the international riders hailing from South Africa (2), Canada (2), Spain (1) and Australia (1).

Pole position at Michelin Raceway Road Atlanta last year went to Westby Racing’s Mathew Scholtz, the South African lapping the 2.55-mile racetrack at 1:24.067 during Superpole. That lap was just .096 of a second faster than Cameron Beaubier with Toni Elias completing the front row in third.

Race one of the EBC Brakes Superbike class last year was won by Yoshimura Suzuki’s Toni Elias over Scholtz and Garrett Gerloff. The fastest lap of the race was set by Scholtz with a 1:25.059 on the third of 21 laps. Scholtz finished 5.123 seconds behind Elias with Gerloff another 7.8 seconds behind in third.

Race two was held in a rainstorm and was again won by Elias, this time over Cameron Beaubier with Scholtz finishing third. The fastest lap was set by Elias with a 1:33.907.

JD Beach got his Supersport Championship winning season off to a good start last year at Road Atlanta with a win in the first race but by just .223 of a second over Hayden Gillim. Cory West was third. Gillim, however, dominated the wet race on Sunday, besting Beach by 11.79 seconds with Ashton Yates finishing third in just his second career Supersport race.

Beach earned pole position for last year’s Supersport race with a lap of 1:29.156.

Alex Dumas and Ashton Yates split wins in last year’s two Liqui Moly Junior Cup races. Sean Ungvarsky was third and second in the two races with Jamie Astudillo becoming the first female in MotoAmerica history to land on the podium. She was third in race two. Dumas earned pole position for the first-ever Liqui Moly Junior Cup with a lap of 1:43.486.

The first-ever Twins Cup race last year was won by Chris Parrish who would also end up earning the debut class championship.

The first-ever Stock 1000 race last year was won by Travis Wyman over the rider who would end up earning the debut class championship – Andrew Lee.

The Twins Cup entry list for the season opener is up 333 percent over a year ago – from nine entries in 2018 in its debut to 39 entries in season two. The Stock 1000 class also sees huge gains with entries up 81 percent over last year’s opener at Michelin Raceway Road Atlanta.

The Suzuki SV650 remains the most popular choice of motorcycle for the Twins Cup Series with 26 of the SVs entered in the series opener. Yamaha is next with 12 of the FZ-07/MT-07s on the entry list and there is a lone Ducati Monster 797 that will be ridden by veteran Michael Barnes and fielded by the Quarterley Racing team.

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Royal Enfield Appoints New CEO Vinod K Dasari

CEO Vinod K Dasari will also join the board of directors for Eicher Motors Ltd as an Executive Director.

Begin Press Release: 

Vinod K Dasari joins Royal Enfield as the Chief Executive Officer

New Delhi, April 1, 2019: In order to propel Royal Enfield as a global motorcycling brand, Eicher Motors Ltd (EML) today announced the appointment of Vinod K. Dasari as the Chief Executive Officer of Royal Enfield, a unit of EML. Vinod will also join the Board of Eicher Motors Ltd as an Executive Director with immediate effect.

Vinod Dasari takes over from Siddhartha Lal who will continue as the Managing Director of Eicher Motors Ltd. At Royal Enfield, Siddhartha will continue to support Vinod and the team on product and brand related areas.

Speaking on the appointment, Mr. Siddhartha Lal, Managing Director, Eicher Motors Ltd. said, “After a phenomenal success story in the last decade, Royal Enfield is now building the foundations of its next level of growth. As we commence another exciting chapter, I believe, there is no better person than Vinod Dasari to lead Royal Enfield into its next phase of evolution to a global brand. Vinod is a proven leader who combines business vision and people skills. He has been a catalyst in reviving the fortunes of his previous company and re-shaping the dynamics of a hitherto slow moving industry.”

“Vinod’s fearless entrepreneurial leadership, experience of managing complex businesses globally, deep understanding of customers and his vision of how digital technology will be used and experienced around the world are precisely the qualities that Royal Enfield needs as it aspires to lead and catalyse the global motorcycling industry towards middle weights (250-750cc)”, Siddhartha added.

Prior to joining Royal Enfield, Vinod Dasari was the CEO & Managing Director of Ashok Leyland, a position he held since 2011. He joined Ashok Leyland as the Chief Operating Officer in 2005. Vinod Dasari has held several leadership positions at Cummins India Limited and Timken Company where he went on to become the President of its Global Railroad business in the USA. He started his career with General Electric in 1986.

Speaking about his new role, Mr Vinod Dasari, CEO, Royal Enfield said, “Royal Enfield is an inspiring story and I am very excited to be part of such a fantastic brand. Personally for me, working with a consumer brand will be a tremendous learning opportunity, and professionally, I am looking forward to the challenge of creating a global consumer brand from India.”

Mr. Vinod Dasari has also served as the President of the Society of Indian Automobile Manufacturers (SIAM) from 2015 to 2017 and as President of Automotive Research Association of India (ARAI), from

2013 to 2015. He was conferred “CEO of the Year” by Business Today and most recently by Business Standard. He has also been honoured as the “CV Man of the Year” by the CV Magazine and has won the “Autocar Professional of the Year”.

Mr. Vinod Dasari holds a Masters degree in Engineering Management from the McCormick School of Engineering and a Masters in Business Administration (MBA), from the Kellogg School of Management. He earned a Bachelor’s degree in Engineering from University of Louisville in 1988.

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2019 Aprilia RSV4 1100 Factory First Ride Review

The straightaway at the Mugello circuit is nearly three-quarters of a mile long, and as majestic as the Tuscan hills are the only thing I can think when I first lay eyes on the track is that it’s narrower than I expected. My brain quickly stumbles through memories of the racing lore that has been written here. All of the statistics that have been created. The hundreds of thousands of people who cram into the grounds every year, Shinya Nakano’s 199-mph crash, or Valentino Rossi being undefeated in MotoGP for seven years straight.

Then another number: 217. The number of horsepower that Aprilia claims can be produced by the new RSV4 1100 Factory. At the wheel, probably around 10 percent more than the previous RSV4, which made 185 hp on the dyno. I refocus on the straight: It’s 1.1 kilometers and I can’t see the beginning or the end because of the crests in the track. Somehow, even though I’m on the property, the mystique of Mugello is still hiding something from me. Better to focus on the bike, anyway, rather than the numbers.

Aprilia’s new superbike looks very much like the one we’ve come to know over the past decade. An angry triclops face, angular lines in the bodywork, and a tiny tailsection like a wasp’s stinger. This version is also 11 pounds lighter, thanks in part to a new exhaust system and a lithium-ion battery. The combination of matte black paint and winglet loops on the front of the fairing is the main giveaway that this is the new 1100 model, using an 81mm bore for a total of 1,078cc. (That’s the same swell the Tuono got a few years ago, but the RSV’s internals breathe harder and cool better.) Luckily another thing that hasn’t changed is the raspy baritone that fires out the pipe. We journalists have already used every hyperbole to describe what an Aprilia V-4 sounds like, so I’m not going to try again. If you’ve never heard one, just imagine the most perfect engine noise you can and you’re probably close.

RELATED: 2019 Aprilia RSV4 1100 Factory And RSV4 RR First Look

As I slap my helmet visor down I remember the RSV4 has a pit-lane limiter, which can be engaged to help you feel like a World Superbike racer. In the pits, anyway. It’s also modern superbikes in a microcosm—aesthetics and technologies designed to help you feel more like your heroes—and a good reminder that simply riding within your limits is usually the best solution. Especially in the paddock. I ignore the limiter function and tap the little paddles near the left clip-on to select traction control level 3, figuring I’m at least in the 70th percentile of track riders.

The first lap around Mugello is like a cruise on a perfect country road. Beautiful and, yes, still narrow. There’s something inescapable and totally intangible about Tuscany. It’s alive with perfect greenery which is periodically pierced and fractured by villages of ancient buildings. There’s a vitality that is as vibrant and new as anything in the world, stoically punctuated by towers and walls of ashen rock that were carved hundreds of years before Columbus set sail. It’s permanent, yet somehow always fresh.

Despite the romance of the scenery, the more you open the RSV4’s throttle the more inclined you are to face forward. The added displacement seems to have stemmed the top-end rush of the old engine, by simply adding midrange thrust. It’s incredibly strong, and makes not knowing my way around the track a little less awkward. Pointing horsepower in the right direction at the right time, however, that’s always the tricky bit. As usual, the RSV4’s chassis and brakes are up for it.

Side-to-side transitions are smooth and controlled, and the top-spec Ӧhlins suspenders are characteristically compliant and supportive. Stylema brake calipers from Brembo grace the front of the RSV4 (same as Ducati’s Panigale V4), and they’ve even got fancy carbon-fiber scoops directing air at them to stay cool. There’s limitless power, but I didn’t get the typical front-end feel I’m accustomed to from Italian superbikes while bailing toward apexes on the brakes. It was a little surprising, especially considering the RSV4 has always been a model of ideal superbike ergonomics and terrific comfort under pressure.

The only other source of instability seems to be horsepower provoked. In the last 20 percent of corner exit the RSV4 1100’s steadiness was a little delicate. Initially the traction control helped me smear the rear Pirelli across the pavement, but as the bike stood up a heavy bar input or bump can jostle the chassis into pumping back and forth. There’s no reason to get off the gas, and the pure quality of the chassis reins it in quickly, but even fiddling with suspension settings didn’t get to calm down. (I’m inclined to blame, at least partially, the soft carcass of the Pirelli SC1 race tires mounted to the bike, but I can’t be sure until I try the bike with different rubber.)

Those are my two main nits to pick, which is to say there is so much that was swept under the rug of my consciousness while flying around Mugello at triple-digit speeds. The quickshifter, for one, is tuned brilliantly for the track, making up- and downshifts as seamless as they are clutchless. The bike has advanced ABS too, but I never felt a whiff of it. Sometimes the dash would blink and remind me that the latest evolution of the APRC suit of rider aids was making sure I didn’t flick myself to the moon like Valentino in the Biondetti. Maybe I wasn’t riding hard enough.

And then there’s that straightaway. By the time I was wide open exiting the final corner the bike was showing 120 mph. At the top of fourth gear, around 150 mph, the front wheel would lift gently as if nodding to the pit-lane entrance. Sixth gear came along before start-finish and around the time I was cutting across the green, white, and red stripes of pit-lane exit the dash would show around 185 mph. This is where you can’t see turn one but you tell yourself slowly that it’s in the same place it was last lap. As the bike and I cleared the crest the speedo was typically showing between 190 and 195 mph, at which point the front wheels would lift off and carry for a number of yards before plopping back on the deck and shake me to sitting up into the wind.

The best part of any racetrack is the turns, but only after the straightaway at Mugello did I feel the warmth of having experienced the circuit. It felt as emotional and enigmatic as the surrounding countryside. Some of the curves are tight and some are open, but every one seems to coax you into the next. They aren’t turns to slow you down, only to dare you to go into the next one a little faster. Each lap is a workout for the senses and totally therapeutic at the same time.

As for whether or not the winglets work, all I can say is that I don’t think every MotoGP team uses them because they look cool. What I can say for sure is that the full 18 pounds of downforce applied at 186 mph is only applied at 186 mph, so if you think they’ll change your commute, you’ll be disappointed. On the other hand, if you’re thinking that it seems like similar technology as a certain winged red bike but for $25,000 instead of $40,000, I would say there’s probably a spreadsheet at Aprilia HQ that says the same thing.

It’s a brilliant machine that takes a majestic stretch of road (or preferably a racetrack) to appreciate, and you need it for the same reason you need a pit-lane limiter. Which is to say you don’t need it. But you want it for the same reason you want a pit-lane limiter, which is because it reflects the countless days, months, and years it takes to create a machine like this. A machine that can transport you from seeing a narrow racetrack laid in an idyllic valley to tasting the flavor of world-championship bliss.

Tech Spec

MSRP $24,999
ENGINE 1,078cc, liquid-cooled, DOHC 65-degree V-4
CLAIMED HORSEPOWER 217 @ 13,200 rpm
CLAIMED TORQUE 90 lb.-ft. @ 11,000 rpm
FRAME Aluminum twin-spar
FRONT SUSPENSION Öhlins NIX 30 fork adjustable for spring preload, rebound and compression damping (stepless), 4.9-in. travel
REAR SUSPENSION Öhlins TTX 36 shock adjustable for spring preload, rebound, high-/low-speed compression damping, and ride height, 4.7-in. travel
FRONT BRAKE Dual 4-piston radial-mount Brembo Stylema calipers, 330mm discs w/ switchable ABS
REAR BRAKE 2-piston Brembo caliper, 220mm disc w/ switchable Bosch 9.1 MP cornering ABS
RAKE/TRAIL 24.5°/4.1 in.
WHEELBASE 56.7 in.
SEAT HEIGHT 33.5 in.
AVAILABLE Spring 2019


Cardo Systems Continues to Grow International Presence

Cardo Systems has made a significant investment in expanding internationally. 

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Calvin Yong Appointed as Commercial Director for Asia Pacific

Marco Schinkel Joins Cardo as Sales Manager for Germany, the United Kingdom, Austria, Switzerland, Benelux & South Africa

New Managing Director of The Americas Position Filled by Ohad Shvueli

Ines Ye Brought on as Sales Manager for China

Plano, Texas (April 2, 2019) – Cardo Systems, Ltd., the global market leader in wireless communication systems for motorcyclists, expands its international presence with new hires around the globe. The expansion comes in the wake of the company’s rapid growth in 2017 and 2018 and the strong momentum the brand carries into the new year.

To support the company’s strong entry into the Asia-Pacific market, Cardo has brought on board Calvin Yong as its commercial director for the region. In addition, Marco Schinkel joins the company as its new sales manager for Germany, Austria, the United Kingdom, Switzerland, Benelux and South Africa, while Ohad Shvueli takes on the new role of managing director of the Americas.

“With the addition of experienced professionals such as Calvin, Marco and Ohad and their impressive, proven track records, we are very upbeat in our expectations to make a real difference in these markets,” said Jonathan Yanai, VP Global Sales. “The expansion will allow us to continue to build on the momentum we are experiencing and further our business relationships with distributors, dealers, and end users.”

Calvin Yong will play a pivotal role in developing new sales channels for the company throughout the Asia-Pacific market. He joins the company as a seasoned marketing and business development professional who has successfully planned and executed remarkable expansions for the brands he represented prior to joining Cardo including Bissell, Dyson, and Whirlpool.

In addition to Calvin Yong, Cardo has also recruited Ines Ye to serve as sales manager for China. Ines brings years of experience in the market, where she previously worked with Zhejiang Chaozhong Industrial Company, which specializes in the production of a variety of motorized vehicles that includes dirt bikes, all-terrain vehicles and electric bicycles. With her extensive previous experience managing Chinese OEM business partners and distributors, Ines will play an important role in Cardo’s quest to expand its business in China.  

Marco Schinkel recently assumed his new role as Cardo’s sales manager for Germany, Austria, Switzerland, United Kingdom, Benelux and South Africa. Prior to joining Cardo, Marco was responsible for planning and executing sales and marketing strategies, channel development and business development at TomTom.  

To continue the remarkable momentum Cardo has experienced recently in the North-American market, the company has brought on Ohad Shvueli, a highly experienced executive with an impressive track record in sales, business development, marketing, and strategic procurement. Among his career highlights, Ohad has played a key role in helping to build PrimeSense, a leading developer of 3D technology that was later sold to Apple in 2013. Shvueli has built and developed teams to support the market creation process efficiently while fostering high morale and productivity along with results. As managing director for the region, Ohad will assume overall responsibility for Cardo’s entire operation in the Americas.   

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“If he rides until he’s 50…you never know”

“I didn’t have problems admitting that it was my mistake and that’s why I went to apologise. The important thing is knowing that you’ve made a mistake, but this year the story has actually changed quite a lot. Time solves everything,” explained Marquez, who also admitted that “being friends with one of your rivals, whether Valentino or someone else, is really difficult, almost impossible, because later on track there is a rivalry,” before adding that “off track, you have to have respect”

Source: MotoGP.comRead Full Article Here

A top ten finish and more lessons learnt for Quartararo

“Austin is really hard to ride, also I don’t know it in MotoGP, but for sure it is one of the most difficult tracks. But we need to work as we did here, where the team said ‘don’t worry in the first session if you are P20, P18, P15. Keep focus on your riding and learn the track’.”

Source: MotoGP.comRead Full Article Here

Best Tools To Steal A Motorcycle

Want to be a real scumbag? Go steal a motorcycle. You’ll instantly rank with the thousands of other miserable twits in this country who went after someone else’s pride and joy for a quick buck.

But really, don’t. More than 45,000 people came out for a ride only to find their bike gone last year. Same for the year before that, and the year before that. It’s the stuff of nightmares for a rider who has put their hard-earned money and time into a motorcycle. Safety measures such as chain locks, disc-brake alarms, locked covers, steering locks, or tracking devices are good, but aren’t 100 percent foolproof because these depraved goons are coming for your precious metal with some serious tools. But if you know what’s in their kit, you’ll be better prepared to protect your ride.

Heavy-duty bolt cutters are definitely on that list. They’re quiet and can be effective on cable locks and thick chain. If the thief is even less discreet, you can bet there’ll be a battery-powered angle grinder in the mix too. What you lose in subtlety, you gain in speed and cutting power—in a Motorcyclist test, the toughest chain available lasted scarcely more than three minutes against a grinder. Canned air, or more specifically, the difluoroethane inside those cans, can be effective too, freezing locks and allowing a thief to bust through them with a hammer. For the clever and mechanically adept, a screwdriver, wire cutters, and a little wire are enough to make off with your machine. For other theft rings, a van is more their style because thieves can get the bike out of sight quick.

Knowledge is power. Look at your machine with a thief’s perspective and put a few protective measures in place, then you can rest assured your bike will stay right where you left it.


Jeremy McWilliams talks InterFOS 2019

Jeremy McWilliams Interview

With Mark Bracks

This year’s InterFOS was Jeremy McWilliams’ fourth time at the event. The Northern Irishman is a regular visitor to Australia with many outings at Phillip Island to add to his Aussie resume and is a major part of Team Winfield Classic Racing.

INTERFOS RbMotoLens Jeremy McWilliams Bike
International Festival of Speed – Image by Rob Mott

Of all the racing he has done “JezMac” had no hesitation in describing the conditions at Eastern Creek as the worst he has ever experienced.

For all the standing water and persistent rain, the riders wanted to go out and hoped against hope that the rain would ease. The race programme was even altered pushing the QBE TT Cup race back in the hope it would clear.

INTERFOS RbMotoLens Jeremy McWilliams sighting lap Sunday
International Festival of Speed 2019 – Jeremy McWilliams out checking the conditions – Image by Rob Mott

It didn’t stop McWilliams going out to judge the conditions for himself and inform his Team Winfield Classic Racing team mates that it was no-go.

The deluge and disappointment at the cancellation of the racing hasn’t dampened his enthusiasm for the event, plus he seems to have the time of his life when he is here. But that’s another story!

Jeremy McWilliams

Bracksy: So how was the event this year?

Jeremy McWilliams: “Racing on Saturday was awesome, just unbelievable, one of the best dry races I think in memory, I went quicker than I’ve ever gone around Eastern Creek. I don’t know, maybe quicker that I did on a GP bike back in the ‘90s. Aaron (Morris) was just, he just tromped the lot of us. He went into the 33’s, I was somewhere mid 34s. I enjoyed the race because I led more of the way, and he was struggling to get through, until he found a way.

INTERFOS RbMotoLens Jeremy McWilliams Aaron Morris Glen Richards Start
Jeremy McWilliams off the start line – Image by Rob Mott

“Then the wet race went in my favour, I got a jump on him at the start of the race, and he was never able to close the gap. So it was nice to give him something back, because he’s been unbeatable here. And then on even points, we both had a small mechanical.

“A gear-shifter came loose [on mine] and I wasn’t able to shift, so I would have been over-revving had I stayed out. On hingsight had I stayed out I would have scored points, but you have to look after these little things [the bike]. We came on Sunday really looking forward to a battle, because our non-finishes had mixed everything up, and put us on the back foot.

“So both of us had to go out and dominate if we wanted to have any chance of getting near the front again. I think he was up four, and then the rain kinda just put paid to that. I said to Hamish and those guys, I would have stayed back here until 7-8 at night if I thought it was going to dry out, just to get a chance to race like we did on Saturday.

INTERFOS RbMotoLens Jeremy McWilliams Michael Rutter Aaron Morris Glen Richards Start
International Festival of Speed 2019 – Jeremy McWilliams leads them away

“The best racing I can remember around here. I mean it’s far more even this year, having the air-cooleds in the same class. Had Aaron brought his FZR that he did last year, I think he got down to the ‘32s, remarkable on a bike that makes 145-150hp. So it’s not really matched to the old air-cooled beasts, and he was able to jump on that Katana and wring its bloody neck. He’s one of the few riders that can ride modern and classic stuff, and ride it at exactly the same level. I have a lot of respect for the guy, lovely kid, he kind of deserves to be in ASBK in all honesty.”

Bracksy: He does, just the dreaded money. When you went out in those conditions, it was really stuffed wasn’t it?

Jeremy McWilliams: “Well on Sunday, the Clerk of the Course pulled it back a little, it was the right choice, in case it started to clear up, unfortunately it didn’t, it kinda got worse. Because you guys haven’t had any rain for so long, it was just rolling across the top of the clay and straight onto the track. We had rivers, we had to paddle through rivers, and hidden behind another bike you were getting a wash over the screen.

INTERFOS RbMotoLens Pitlane Sunday Morning
International Festival of Speed 2019

“That wasn’t the danger, the danger was that if you touched it with any lean angle you got a two wheeled drift, aqua-planing everywhere. The worry was that if you did lose it here [pointing to Turn One], you’d have slid so far it would have been a big problem. A big pile of shit at the end of the drag strip.

“But I went out and had a look at it, it was more like parading around, it wasn’t a spectacle. You just felt so on-edge, if you made the least little mistake… The guys in that Top 50 had feet down around turn 10, with two-wheel drifts. So I don’t think I’ve ridden in anything as bad. It was the worst I have experienced with the amount of water. Deep puddles everywhere. It was the right call at the end of the day. Gotta have the bikes in one piece, they have to go to the TT, and hopefully they’ve gotta come back here in the future as well.”

INTERFOS RbMotoLens Jeremy McWilliams Grid
International Festival of Speed 2019 – Jeremy McWilliams

Bracksy: I hope you do come back mate!

Jeremy McWilliams: “I really loved it, fair play, with Paul Bryne, Aaron, and all of our guys were all giving it everything they had. It’s a bloody good event.”


BMW appears set for 9cento production

BMW Motorrad appears to be going ahead with a production version of the Concept 9cento that converts from a solo sports bike to a two-up tourer with luggage in a matter of seconds using strong magnets.

The clue is in these design drawings filed with property offices in Germany and Brazil.

It is difficult to tell from the drawings whether the bike has the same two-in-one features of the Concept 9cento, pronounced ‘nove cento’, which means 900 in Italian.

It’s also a little less aggressive than the concept model.BMW 9cento concept tourer

But it’s still an interesting model that we suspect will have the new 850cc parallel twin engine.

The mid-sized sports tourer concept launched this time last year featured magnetic clip-on luggage that also extends the seat from solo to dual.

The drawings don’t show any luggage features.

BMW’s popular R nineT was their first bike developed with a solo-to-dual-seat conversion, but it uses mechanical latches.

Rather than fiddly mechanical attachments, the 9cento uses a powerful electromagnet that easily attaches the luggage to the lower section of the rear carrier.

Heaven forbid the magnet loses current and drops your luggage and pillion on the ground!

The BMW Motorrad Concept 9cento to be revealed at the 2018 Concorso d’Eleganza Villa d’Este.

9cento details

The German manufacturer unveiled the 9cento at the 2018 Concorso d’Eleganza Villa d’Este at Lake Como in Italy.

BMW has still not released any tech specs.

Other highlights are a lightweight carbon fibre triangular frame, aluminium panels, long travel suspension and two symmetrical LED headlights and twin LED taillights that feature the BMW Motorrad motif.

BMW Motorrad Head of Design Edgar Heinrich says the bike brings together sports, adventure and touring as an allrounder.

“It doesn’t always have to be about ‘bolder, bigger, brighter’ nowadays: this concept bike focuses on achieving a sense of balance,” he says.

The BMW Motorrad Concept 9cento to be revealed at the 2018 Concorso d’Eleganza Villa d’Este.

3D printed protectors

When BMW Motorrad unveiled the 9cento, they also showed leather and Kevlar jackets in similar design which is another indication of a production model looming.

They feature shoulder protectors integrated into the jacket using 3D printing.

Last year the company won an award for the carbon fibre swingarm in their HP4 Race made cheaply using 3D printing techniques.

BMW HP4 RACE swingarm


Royal Enfield faces new Trials ahead

Royal Enfield is facing trialling times with a new CEO, plans to build an assembly factory in Thailand and the launch of Trials versions of its 350cc and 500cc Bullet.

Bullet Trials

While the new Trials bikes could hardly be used for trials riding, they do show a slightly more off-road emphasis, although they have avoided the usual trendy scrambler styling.

Instead, they get a single pipe that rises at a 45-degree angle, headlight grille, slightly knobby rubber, solo seat, rear rack, bash plate and a side plate.

They come with chrome tanks in a day-glo red and an olive green.

The Trials versions look pretty cool and should be able to tackle some dirtier roads.

Not that gnarly tracks have ever stumped the RE thumpers.Royal Enfield Trials

Many tours are conducted up the Himalayan mountains on these bikes and I did a trip around Sri Lanka last year that included some rough dirt tracks with ease on a Classic 500.

There is no word yet on when or whether they will be available in Australia, but they shouldn’t cost any more than the current crop.


Royal Enfield CEO Siddhartha Lal trials
Siddhartha Lal

Parent company Eicher Motors has announced the appointment of Vinod K. Dasari as the Chief Executive Officer of Royal Enfield to take over from Siddhartha Lal who will continue as the Managing Director of Eicher Motors Ltd.

Siddhartha says the new CEO will lead the company “into its next phase of evolution to a global brand”.

Vinod has been CEO and Managing Director of Ashok Leyland since 2011 and also served as President of the Society of Indian Automobile Manufacturers and President of Automotive Research Association of India.

“Vinod is a proven leader who combines business vision and people skills. He has been a catalyst in reviving the fortunes of his previous company and re-shaping the dynamics of a hitherto slow-moving industry,” Siddhartha says.

Thai plant

Thailand Triumph factory trials
Thailand Triumph factory

Royal Enfield also recently announced it would build an assembly plant in Thailand to cater for rising demand in the domestic market.

There is no confirmation that the bikes will be exported to other countries, but it has also not been ruled out.

Thailand has become the new automotive powerhouse.

It is now the largest automotive manufacturer in South East Asia and the 12th in the world, thanks to protective tariffs, corporate tax breaks and a central location wth several ports for export.

In 2015, Thailand made 1.8 motorcycles, with domestic sales of 1.6 million and exports of 350,000 units.

Australia gets 80% of the Triumph range, Ducati Scramblers and some small- and medium-capacity Japanese bikes and scooters from Thailand.


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