KTM’s first ever MotoGP race winner, Brad Binder, will remain part of the Red Bull KTM Factory Racing team for the next three years and will celebrate ten Grand Prix seasons in ‘orange’ by the end of the 2024 MotoGP campaign.
Pit Beirer – KTM Motorsports Director
“This was a very easy contract for us to do because we love Brad as a racer and what he brings to the team, the factory and the MotoGP class. He was also very enthusiastic to make a big commitment to us and that says a lot for our progression and our potential in this championship. Sometimes you find a racer and a mentality that really fits with your own philosophy and the fact that Brad has come all the way to the top with us in a ten year period is a very special story. We’re really proud to continue racing with him and to keep setting new targets together.”
Brad Binder with Pit Beirer and Mike Leitner
The 25-year-old South African progressed through the KTM GP Academy structure. He competed in the Red Bull MotoGP Rookies Cup, earned Moto3 world championship success as well as 15 Grand Prix wins in both the Moto3 and Moto2 categories with the Red Bull KTM Ajo squad, and then seized the factory’s maiden victory in the premier class during his debut term on the KTM RC16 during 2020, where he also achieved the status of ‘Rookie of the Year’.
Mike Leitner – Red Bull KTM Race Manager
“As Team Manager I’m happy that Brad has placed his trust in us for another three years. He’s a very strong rider with a strong crew and a strong factory behind him. We will push together to achieve our mutual dreams and targets. It’s great we have this partnership up to ’24.”
Binder posted a new milestone at the Gran Premio D’Italia last weekend by equaling the highest top speed in the history of the sport at 362.4 km/h during FP3 at Mugello.
The new contract brings extra continuity and strength to the KTM MotoGP program, and Binder’s fighting spirit symbolises the way the manufacturer brings themselves to the track ‘Ready to Race’.
Brad Binder
“I’m super, super happy to have signed again for three more seasons with KTM and it will take us up to ten years. It’s incredible to have been with this manufacturer for such a long time now and we’ve always had a good relationship. I’m extremely happy in KTM colors so it’s extra satisfying to have a long contract signed-up. It’s cool to have that belief and support from a company. It’s an honor. From here on we can focus on building ourselves towards the front. We are not terribly far away, and it would be really nice to do something great together. It’s exciting to see what these next years will bring.”
Binder posted a new milestone at the Gran Premio D’Italia last weekend by equaling the highest top speed in the history of the sport at 362.4 kmph during FP3 at Mugello. The new contract brings extra continuity and strength to the KTM MotoGP program, and Binder’s fighting spirit symbolizes the way the manufacturer brings themselves to the track ‘Ready to Race’.
Brad Binder: “I’m super, super happy to have signed again for three more seasons with KTM and it will take us up to ten years. It’s incredible to have been with this manufacturer for such a long time now and we’ve always had a good relationship. I’m extremely happy in KTM colors so it’s extra satisfying to have a long contract signed-up. It’s cool to have that belief and support from a company. It’s an honor. From here on we can focus on building ourselves towards the front. We are not terribly far away, and it would be really nice to do something great together. It’s exciting to see what these next years will bring.”
Pit Beirer, KTM Motorsports Director: “This was a very easy contract for us to do because we love Brad as a racer and what he brings to the team, the factory and the MotoGP class. He was also very enthusiastic to make a big commitment to us and that says a lot for our progression and our potential in this championship. Sometimes you find a racer and a mentality that really fits with your own philosophy and the fact that Brad has come all the way to the top with us in a ten year period is a very special story. We’re really proud to continue racing with him and to keep setting new targets together.”
A temporary exhibition at the Ducati Museum will mark 20 years since Troy Bayliss’s first world title and will be titled: “Troy Story: The Legend of a Champion”.
The exhibition will remain open until 19 September, apart from July 1-4 when the motorcycles will be exhibited at the 2021 Motor Valley Fest in Modena Borgo Panigale (Bologna, Italy) before returning to the Ducati Museum.
The Troy Story: The Legend of a Champion at the Ducati Museum
The announcement comes alongside the Ducati Museum finally reopening to the public on Fridays, Saturdays and Sundays. The date of May 21, chosen for the reopening of the Ducati Museum, is not accidental.
As Ducatisti and all motorcycle racing fans will certainly remember, on 21 May 2000 a still virtually unknown Troy Bayliss accomplished a feat that turned him overnight into a motorcycling legend in the hearts and memories of all Ducati and Superbike fans: his amazing quadruple overtaking move at the Monza circuit.
That day Troy was taking part in the race as a replacement rider for Carl Fogarty who had been injured at Philip Island and, after this epic feat, Ducati decided to let him finish the championship on the factory 996R. That year he finished sixth (243 points, 2 wins and 7 podiums), but he earned his place as factory rider in the Ducati Infostrada team. He won his first WSBK title in 2001, stepping onto the podium 15 times.
All those who can visit the Museum will have the opportunity to admire the bikes with which the Australian champion has written some of the most amazing chapters in the annals of motorcycle racing, these include:
The Troy Story: The Legend of a Champion at the Ducati Museum
996 Factory 2000 – his Ducati World SBK debut and used at Monza in the famous quadruple overtake.
996 Factory 2001 Testastretta – his first world title with the livery used at Imola in 2001.
998 Factory Testastretta 2002 – protagonist of the breath-taking duel with Edwards at Imola.
999 Factory 2006 “Superman” – Ducati’s 250th victory in SBK, and Troy’s second title.
999 Factory 2007 – used in the photo-finish against James Toseland at Assen.
1098 R Factory 2008 – his last title won at Magny-Cours.
For all those who cannot yet come to the Ducati Museum, an in-depth study dedicated to Troy Bayliss’s career is planned during the “Ducati Museum Online Journey”, the online tours of the Ducati Museum that allow you to retrace the history of the company via a PC, tablet or Smart TV.
The temporary exhibition ‘Troy Story: The Legend of a Champion’ will remain at the Ducati Museum until 19 September 2021, with the sole exception of the days between 1-4 July, when the bikes will be exhibited in Modena at the 2021 edition of Motor Valley Fest.
The Troy Story: The Legend of a Champion at the Ducati Museum
The opening of the temporary show in honour of Troy Bayliss is also a way to wish to the Australian champion a speedy recovery after his bicycle accident occurred on May 14 that looks likey to see Bayliss laid up for some time while recovering. This special display is further confirmation of how Troy Bayliss is indeed true Ducati royalty.
CFMOTO has unveiled its all-new 800MT adventure family at the 2021 Beijing motorcycle show. The new platform will launch with two models, the 800MT Sport and the up-spec 800MT Touring.
2022 CFMOTO 800MT Touring
Both machines took centre stage on the huge CFMOTO stand in Beijing, with full specifications also released for the KTM-powered duo as the technical and operational joint venture between the two companies goes to the next level.
At the heart of the matter is KTM’s potent 799cc parallel twin, which produces 70 kW (95 hp) at 8000 rpm and 88 Nm at 6600 rpm.
2022 CFMOTO 800MT Touring complete with luggage accessories
The 800MTs also have a slipper clutch, Bosch electronic fuel injection and a ride-by-wire throttle with three riding modes: rain, off-road and road.
The 800MT Sport and 800MT Touring share the same 19-litre fuel capacity, expansive rider and pillion seats, tubular steel frame, fully adjustable KYB suspension, crash bars, 825 mm seat height, adjustable screen and Spanish J.Juan brakes with ABS.
2022 CFMOTO 800MT Sport
The major point of differentiation between the two is in the rolling stock: cast wheels on the Sport as opposed to spoked tubeless wheels on the Touring. Rim sizes are 19-inch front and 17-inch rear – the usual compromise for road and off-road riding.
2022 CFMOTO 800MT Sport
Standard features across the 800MT range include
• A seven-inch TFT screen with Bluetooth connectivity and a navigation function (as well as complementary App); • Cruise control; • Adjustable screen; • Fog lights; • Crash bars; • USB and 12-volt charging; and • LED lights and turn signals.
2022 CFMOTO 800MT Sport
The 800MT Touring then adds a number of safety, convenience and performance features
• Tyre pressure monitoring; • A two-way quickshifter; • Handguards; • Alloy bashplate; • Steering damper; and • Keyless start.
2022 CFMOTO 800MT Touring
“The official launch of the 800MTs in China last weekend was a huge moment,” said CFMOTO Australia director, Michael Poynton. “It not only adds a new and exciting chapter to the CFMOTO and KTM technical and operational alliance, but continues CFMOTO’s push into new and exciting markets.
“We’re already seeing that with the upcoming 700CL-X middleweight full-powered range, and now the adventure segments beckons – and we are confident the 800MTs will make a huge impression with their technical flair and impressive styling.”
2022 CFMOTO 800MT Sport
Price on the 800MT Sport and 800MT Touring will be announced soon, with availability in Australia by the end of 2021 complete with CFMOTO’s new ‘2 plus 1’ three-year warranty.
Dylan Ferrandis wins the Fox Raceway I Pro MX opener
The opening 450 class moto of the 2021 championship saw newly crowned AMA Supercross Champion Cooper Webb emerge with the MotoSport.com Holeshot aboard his Red Bull KTM Factory Racing machine ahead of Ferrandis and Monster Energy Kawasaki’s Adam Cianciarulo.
Cooper Webb
These three quickly jockeyed for position, during which Cianciarulo clawed his way past both riders to go from third to first before the completion of the opening lap. He sprinted out to a multi-second lead over Webb, while Ferrandis and Team Honda HRC’s Ken Roczen battled for third.
Cianciarulo continued to build on his advantage and soon enjoyed a lead approaching the double digits just 10 minutes into the moto as Webb and Ferrandis asserted themselves into second and third. With firm control of the race, Cianciarulo saw it all go away in an instant when he crashed on one of the track’s downhills.
Adam Cianciarulo
He was able to remount, but lost multiple positions and reentered in fourth. That handed the lead to Webb, but not for long as Ferrandis seized the opportunity and took control of the top spot in his first 450 Class moto. Team Honda HRC’s Chase Sexton assumed third, just ahead of Cianciarulo.
Ferrandis edged out to a lead of just over three seconds past the halfway point of the moto, as Webb fell into the clutches of Sexton. The Honda rider, and defending race winner at Fox Raceway, made the pass for second and looked to close in on the Frenchman out front.
Dylan Ferrandis
As the moto wound down all eyes turned to GASGAS Factory Racing’s Justin Barcia, who was on a tear and charged up the running order. Barcia picked off Roczen, Aaron Plessinger, Cianciarulo, and Webb en route to podium position in third.
The run to the checkered flag was a thrilling one as Sexton’s persistence brought him to within striking distance of Ferrandis on the last lap. As they exited the final corner Sexton’s outside line gave him an edge in momentum that allowed him to get alongside Ferrandis off the final jump.
Chase Sexton
They crossed the finish line side by side, with the edge to Ferrandis, who secured the moto win on his first attempt in the premier class, just .099 ahead of Sexton. Barcia finished an impressive third, while Plessinger and Webb completed the top five.
The deciding 450 Class moto kicked off with a Yamaha at the head of the pack as Plessinger earned the MotoSport.com Holeshot, followed by Roczen, Webb, and Cianciarulo. Known as one of the best starters in the sport, Roczen went on the offense and made the pass for the lead on Plessinger, as Cianciarulo moved up to third.
Ken Roczen and Aaron Plessinger
Behind the leaders Ferrandis started from a spot deep in the top 10, while Sexton found himself on the ground in the first turn and started last in the 40-rider field.
Roczen sprinted out to an early multi-second advantage, his first laps led in Pro Motocross since 2019, while Plessinger gave chase. Cianciarulo lost ground to the lead duo but settled solidly into third, while Rockstar Energy Husqvarna Factory Racing’s Zach Osborne, the defending 450 Class Champion, gave chase from fourth.
Zach Osborne
As the moto wore on the battle for the overall win turned compelling as Roczen, Plessinger, and Ferrandis sat in a three-way tie early on. With the lead pair well over 10 seconds ahead of the field, the focus shifted to Ferrandis’ ability to continue to move forward, which he did in pursuit of another impressive ride by Barcia. Both riders passed Osborne and Cianciarulo, which moved Barcia into third and Ferrandis into fourth.
Just past the halfway point of the moto Plessinger started to put the pressure on Roczen for the lead. The German successfully withstood Plessinger’s move and forced the Yamaha rider into a mistake, which put some distance between the top two.
Justin Barcia
Behind them, Ferrandis was able to get a firmer grasp on his lead in the overall classification with a pass on Barcia that moved the Frenchman into third. Roczen was able to build on his advantage as the moto wore on and carried on to capture his first moto win since the Unadilla National in August of 2019 by 11.8 seconds over Plessinger, with Ferrandis in third.
With his 1-3 moto finishes Ferrandis, last season’s 250 Class Champion, became the first rider since Ryan Villopoto in 2009 to win in his full time 450 Class debut in Pro Motocross. The Frenchman also gave Yamaha its first premier class win since the final round of the 2018 season.
Dylan Ferrandis topped the overall podium from Roczen and Plessinger
In his anticipated return to the championship, Roczen earned the second-moto tiebreaker to finish in the runner-up spot (6-1), while Plessinger captured his first podium result in third (4-2).
Dylan Ferrandis – P1
“It was a way different Pala race than last year, but it was a really good day for me. I didn’t wake up this morning thinking that I would win the overall. It’s an amazing result as a rookie in the 450 class to win the first moto and the overall. I’m also really happy to get that first 450 win for the Monster Energy Star Yamaha Racing team. I’m really hard on these guys, and I make them work many hours during the race and the whole week, so this one is really for them. The hard work has definitely paid off. I want to say a big thanks to all of the people around me. It’s an amazing feeling and a day that I will remember.”
Ken Roczen – P2
“I think everybody probably struggled a little bit in practice, it was really deep and wet and we really only were using three feet of the track. It was a little tough, but we got it back together for the second practice and put ourselves in a good position for the first gate pick. I had a decent start on the first one, but I tangled a little bit with a few riders in the front and was in a good position in the beginning to make some moves so that’s what I did. Riding a track like that I wasn’t too comfortable and haven’t raced MX in a while so I rode tight and wasn’t going anywhere either. But very late in the race I could put a move on Adam in the last corner and started going forward just a little bit. In the second moto I grabbed a great start and we just laid it down, with some great lines. The track is really gnarly, so I just rode as hard as I could as long as I could and not make any mistakes. The two lap board came out and I was surprised but I brought it home.”
Ken Roczen
Aaron Plessinger – P3
“It was a great day for me overall. I felt good coming into this weekend and felt like I could do some damage, and I did. I think my last outdoor moto was at the Ironman back in 2019, so to come out here and finish third after a tough two years, it’s pretty amazing. I want to thank the whole team. They do an amazing job. I love my bike right now, and I couldn’t be happier. I’m just going to come into Colorado with the same outlook and try to do It again!”
Justin Barcia – P4
“The track was really gnarly today but my bike was working awesome. I got through practice and went into the first moto open minded and that was a really good ride for me. All-in-all, fourth overall is a super good spot to be in going into the season. It’s a long, grueling season and I definitely need to be on the podium a lot, win races and just stay consistent. I am definitely looking forward to next weekend.”
Justin Barcia
Chase Sexton – P5
“Round 1 at Pala for me didn’t start off the greatest. I had a rough time in practice, just finding a flow with the track and the bike. I turned it around in the first moto when I got a pretty good start. I kind of went backwards a little bit and then found my groove and charged forward. I made a good push towards the end and got close to Dylan [Ferrandis] but couldn’t quite make it happen. In the second moto I went down on the start and from there it was an uphill battle, just trying to do as much damage control as possible. I got back to 10th and am looking forward to Thunder Valley.”
Jason Anderson – P6
“It was not terrible day but we definitely need to keep building. In the first moto, I had a good start and tipped over while running fifth but I was able to make it back to 10th. In the second moto, I charged up the whole moto and was able to end up fourth, which was a good ride for me.”
Jason Anderson
Marvin Musquin – P7
“I knew competition would be very tough and a good start would be key. I was happy with my practice, qualifying second, and felt good going into the motos. In both of my motos, my first lap was no good and I was not aggressive enough and making huge mistakes. After that, I had to fight back but it was very difficult to make passes on this track. I was battling with Tomac in both motos, so that tells you the level of competition in the top-10. I’m not super happy with the result on paper. I did a couple good things but overall, I can do better, so let’s do it again next weekend.”
Marvin Musquin
Cooper Webb – P8
“A tough day at the office with eighth overall to start the season at Pala. It felt good to line back up outdoors and I’m looking forward to having fans back at the races this summer. We’ll build on this and come back swinging for the next 22 motos.”
Eli Tomac – P9
“Overall, it was an alright day. It wasn’t my best result, but we managed to put together two consistent motos and deal with the difficult track. I’m looking forward to Thunder Valley next week, especially since it’s my home track. We’ll take the week to get everything dialed and plan to be back on the top step where we belong.”
Eli Tomac
Zach Osborne – P10
“My day definitely could have been better but I’m still healthy and looking to get more. The first moto was a little disappointing and not what we were looking for but I turned it around and I’m happy to leave in a better spot than I was when I got here. This is the first time I’ve done two motos in a day since I started riding again so we didn’t have any expectations and to get a top-five in the second moto was a step in the right direction.”
Adam Cianciarulo – P11
“Even though the result wasn’t what we hoped for today, there were a lot of things we can build on for the season. I’m staying positive and I’m glad we can shake off those first-round jitters. We can now focus on getting back up on that podium where we belong. We know what we need to work on, and I can’t wait to get back out there next week.”
Christian Craig – P12
“It was a decent day at Pala for the first round. I struggled with the bike set up in the first moto, but I was able to rebound with a solid second moto. I expect a lot more out of myself, so I’m just going to keep pushing!”
Christian Craig
Ferrandis has established a five-point lead in the 450 Class standings over both Roczen and Plessinger, who sit tied for second.
The Lucas Oil Pro Motocross Championship will continue next weekend with its second round of the 2021 season.
CFMOTO has unveiled its new KTM-powered 800MT adventure family at the 2021 Beijing motorcycle show.
The two-model range consists of the 800MT Sport and the up-spec 800MT Touring which will arrive to tackle Australia’s bush in late 2021 with prices announced soon.
At the heart of both bikes is KTM’s 799cc parallel twin, which produces 70kW (95hp) at 8000rpm and 88Nm at 6600rpm.
The 800MTs also have a slipper clutch, Bosch electronic fuel injection and a ride-by-wire throttle with three riding modes: rain, off-road and road.
The 800MT Sport and 800MT Touring share the same 19-litre fuel capacity, expansive rider and pillion seats, tubular steel frame, fully adjustable KYB suspension, crash bars, 825mm seat height, adjustable screen and Spanish J.Juan brakes with ABS.
The major point of differentiation between the two is in the rolling stock: cast wheels on the Sport as opposed to spoked tubeless wheels on the Touring. Wheel sizes are 19-inch front and 17-inch rear – an ideal compromise for road and off-road riding.
800 MT standard features:
A seven-inch TFT screen with Bluetooth connectivity and a navigation function (as well as complementary App);
Cruise control;
Adjustable screen;
Fog lights;
Crash bars;
USB and 12-volt charging; and
LED lights and turn signals.
800MT Touring features:
Tyre pressure monitoring;
A two-way quickshifter;
Handguards;
Alloy bashplate;
Steering damper; and
Keyless start.
CFMOTO Australia director Michael Poynton describes the official launch of the 800MTs in China last weekend as “a huge moment”.
“It not only adds a new and exciting chapter to the CFMOTO and KTM technical and operational alliance, but continues CFMOTO’s push into new and exciting markets,” he says.
“We’re already seeing that with the upcoming 700CL-X middleweight full-powered range, and now the adventure segments beckons – and we are confident the 800MTs will make a huge impression with their technical flair and impressive styling.”
They will come with a three-year, unlimited kilometres warranty under CFMOTO current ‘2 plus 1’ deal.
2022 CFMOTO 800MT Sport & 800MT Touring tech specs
Is there any more iconic Harley-Davidson motorcycle than the hot rod Fat Boy?
From Hollywood stardom to being immortalised as a Lego toy, the Softail Fat Boy is the “most copied motorcycle of all time” according to Harley spokesman Kevin Hintz.
It was introduced in 1989 as a 1990 model and designed by legendary Harley stylists Willie G. Davidson and Louie Netz as a modernised version of the 1949 Hydra-Glide.
The next year, it was ridden to instant stardom by Arnold Schwarzenegger in Terminator 2: Judgement Day.
Arnie’s Fat Boy
The movie featured a chase scene in which the bike performed a spectacular jump in the LA sewers. Next to The Great Escape jump, it’s probably the most famous motorcycle stunt in cinematic history.
The 3m jump is impressive as stunt double Peter Kent is riding a 300+kg Fat Boy beast, not a relatively nimble little Triumph dirt bike like in The Great Escape.
However, Hollywood trickery did assist as the Fat Boy was supported by 3cm cables. So when bike and ride hit the ground, they weighed only about 80kg. The cables were later digitally erased.
The Fat Boy also played an integral role in the marketing of the film with posters depicting Arnold in leather jacket and pants straddling the bike and carrying his lever-action Winchester shotgun. It’s an image for all time that has bestowed the Fat Boy model with intrinsic and monetary value.
In 2017, Harley made major changes to its Softail range with lighter weight, improved suspension, bigger Milwaukee Eight 107 and 114 engines and two new and very stiff frames.
The wider frame accommodates the massively wide 240mm-section rear tyre of the Breakout and Fat Boy, up from 200mm.
For 2021, the Fat Boy gets minor styling updates and drops the 107 engine, only coming with the 114 plant.
The styling changes would only be noticeable to a Fat Boy tragic.
They include some cosmetic changes, a wet weather “sock” on the hi-flow air filter and a digital fuel gauge in the main instruments, replacing the analogue dial in the “dummy” left fuel cap on the tank. Traditionalists may not like that, but the old gauge was difficult to read.
Sadly, they have also dropped the cruise control that was on the previous S variant.
The remaining styling elements are very similar to those of Arnie’s Fat Boy: Solid Lakester wheels, fat forks, heavily chromed headlight nacelle and wide handlebars.
It’s a style that divides opinion, but there is no doubting it has many steadfast fans and even a legion of young fans.
I’ve ridden every Fat Boy model for the past couple of decades and have always noticed the admiring glances it gets from riders and non riders alike.
But is it a case of form over function?
Certainly the major chassis and powertrain changes of 2017 have improved its function … to a degree.
Yes it has better suspension with an external preload adjuster and dual-bending valve telescopic cartridge forks, smoother transmission and 161Nm of grunt yet even better fuel economy!
But that 240mm, low-profile rear tyre is never going to work well.
The low profile results in a harsh ride, despite the improved rear shock.
It also means you need Arnie’s biceps to counter steer the bike and hold your line in corners as the flat profile tyre tries to stand the bike upright.
We’ve all heard it said that Harleys won’t go around corners. That’s rubbish. Many modern Harleys handle quite well, albeit with limited cruiser-style clearance issues. After two weeks with a Fat Boy test bike, the wide floorboards are copping a hammering.
But the Fat Boy also has issues riding in a straight line on anything less than perfect road surfaces.
If there is a camber in the road, the rear tyre will follow it downhill.
If you hit a bump, the rear tyre will push away from it.
And if you ride over any longitudinal crack, the rear tyre will follow it.
This all makes riding the Fat Boy a tiring experience; a bit like an arms session in the gym.
But isn’t that what really appeals about this bike, anyway? Its need for some muscle behind the bars is intrinsic to its macho appeal.
Talk to any biker over a few beers at the end of the day, the same old question comes up. ‘When did you first start riding?’ For myself and many, many other Aussies, the answer is quite different to those that you’d get in Europe, the USA or Asia. For these other countries, the answer will often be ‘motorcross’ or even ‘bombing around a quiet car park on Sundays.’ But for many an Aussie, the answer will almost inevitably be, ‘as a kid on a farm.’
In Farm’s Way
Farming is to Australia as cars are to the US; it’s the industry at the heart of the country and as such, it unavoidably burrows its way into many aspects of the country’s culture and being. So even a Sydney boy like me, born and bred 30 minutes from the Sydney Opera House and the Harbour Bridge, spent many a school holiday fanging around on a bike in the dusty far western plains of New South Wales.
A classic Aussie ‘Ag Bike’, complete with farmer, Cattle Dog and rifle
And while this ‘farm first’ approach to motorcycling does often feed young riders into the typical moto-cross, enduro and even track racing categories, this birth as an off-road rider from nothing but an empty paddock, an ‘ag bike’ and a whole day to waste in the dirt is uniquely Australian. With very little for learners to hit apart from wire fences and the barking Cattle Dog doing fervent loops around you, this approach affords many riders a broad foundation of basic skills that aren’t limited to the requirements of a single racing genre.
As today, old Aussie enduro bikes were often road-registered and equipped with lights and indicators
Old and Dirty
But I’m getting a little ahead of myself. The official birth of the Australian off-road scene took place on a warm night at the Maitland showground on the 15th of December, 1923. And while many international pundits from the US and the UK dispute this, it’s widely acknowledged that on this night, the first-ever speedway race in the world took place under the arena’s newly installed electric lights.
And it won’t surprise you to learn that – you guessed it – the local farmers were the ones on the bikes. Johnny Hoskins, the local who organised the yearly Agricultural show was looking for other events to broaden the event’s appeal. He noticed the local farmers on their bikes and speeds at which they were able to get across their paddocks, and the rest is history.
An enduro bike from the ’70s with scrambler-style high pipes
Horses for Courses
By the early 1970s, a full 25% of the 55,000 bikes purchased in Australia weren’t classed or registered as road-going vehicles, which really brings home just how large a part of the market the off-road sector was. Horses had been slowly replaced by farm bikes since the technology had come of age in the 1950s, meaning that it was easier and cheaper to maintain a bike than to pay for a horse’s feed and vet bills.
These ‘Ag’ bikes from the likes of BSA and other overseas firms were specially geared to allow riders to meander along while checking fences, rounding up sheep and to move cross country at the same speed as those on foot.
A classic Australian moto-cross bike
A ’70s Explosion
Following the global trend captured in Bruce Brown’s now famous ‘On Any Sunday’ starring Steve McQueen, the popularity of off-road riding in Australia exploded around this time, meaning that by the early 1970s, those suitably flush could partake in trail riding, enduro, sporting trials, moto-cross, minibikes and a whole raft of on-road moto pursuits, too.
And as supremely 70s as it may seem now, there was a growing interest in off-road trikes like the American-made ‘Dunecycle.’ Driven through a torque converter and made of lurid fibreglass, their ability to tackle most terrain with even the most basic of riders on board didn’t stop them from disappearing before the end of the decade.
A ‘70s trail bike
Sand and Deliver
It’s also interesting to note that Sydney and her northern neighbor city, Newcastle, both had large, moto-friendly sand dunes nearby. With Kurnell to Sydney’s south and the Stockton Dunes to Newcastle’s north, the local inhabitants had free and easy access to sand riding right throughout the ’60s, ’70s and ’80s.
This included a dune buggy contingent that saw a ‘Baja Bug’ scene to rival the best that California or Mexico had to offer. After all, with a plethora of old VW Beetles available for chump change and the aftermarket parts scene booming, who in their right mind wouldn’t consider a little weekend sand sled to attract the opposite sex in their swimmers?
A pink (!) sporting trials motorcycle
Scrambling for Meaning
But what about scrambling, you ask? Here’s the thing; scramblers weren’t always scramblers. ‘Scramble’ races were a popular event in the UK since the ’20s and ’30s, but in Australia – before the genre was really formalised – it was effectively split into two more discrete sports: trials riding and moto-cross. Australian publications from the ’70s seem to turn up very few, if any, mentions of the word.
Or maybe more to the point, the distinction between the various sports wasn’t completely clear, even to those taking part in them. I found this quote from a 1974 motorcycling publication, stating that ‘It is difficult to make clear distinctions between such events as ‘trials’, ‘sporting trials’, ‘scrambles’, ‘enduros’, ‘moto-cross and ‘cross country racing’ because there are shades of meanings, varying from State to State and even club to club.’
A offroad minibike or ‘minicycle’
Of course, the last five years have seen a real renaissance of scramblers after the 21st Century cafe racing boom has had its run. This has also seen a crystallisation of the concept where previously there was much assumption, legends and endless photos of a very dusty-looking Steve McQueen. But if you’re anything like me, that’s got to be a good thing. Let’s face it; once you’ve been bitten by the dirt bug, too many moto off-roading options are barely enough.
Motorcycle jackets are one of those pieces of safety gear that it just makes sense to own. No matter if you live in a hot, humid, cold, or dry area, all roads possess the ability to be rather harsh to your skin should you ever go down. There are jackets designed for all four of those previously mentioned environmental conditions, and some of the best jackets possess the ability to handle more than one.
Since there really is no “one size fits all” type of motorcycle jacket, this list will not be ranked competitively. What we mean by this is that instead of counting down from 10 to 1, we’ll instead be showing the ten overall best motorcycle jackets for men, flat out. Simply choose the one that best suits your environment, and you’ll have many fun riding days ahead!
Alpinestars is a name that has been in motorcycle racing for a long time, and it shows with their gear. The Missile Air jacket is designed to be used for the street, yet it is made from race-grade 1.3mm cowhide leather, meaning that it offers the same level of abrasion protection that MotoGP and World SBK riders have. It is also fully perforated on the front and back, and meant to move a lot of air over the rider while carrying away heat and sweat.
In short, this jacket is meant for those who go fast, but also want to be comfortable doing so. Added protection comes in the form of CE-certified hard shell sliders on the elbows and shoulders, backed by dual-density foam over CE-certified armor on the innermost layer.
One of the best aspects about the Missile Air is that it is designed from the factory to be used with the Alpinestars TechAir Race airbag vest, which is worn under the jacket. The inner lining has attachment points so that the vest offers the best impact protection without the jacket riding up or moving around, and the jacket features a small LED panel on the left sleeve that gives riders status updates at a glance.
The only downside to the jacket is that while it does have a padded aerodynamic hump and a lower backslider, it does not include a back protector, even at this price. This is mostly because the TechAir Race has a CE level 2 back protector built-in, but if you do not use the vest with the airbag, you will need to source a separate one.
The Rev’It Cayenne Pro is one hell of an adventure jacket. ADV and dual-sport jackets have probably the crowd to please in all of motorcycling, as they have to be both extremely comfortable while providing protection against on-road and off-road hazards. On top of that, they are expected to also be three-season viable without being too complicated to switch between a summer jacket flowing a lot of air to a rainy day jacket that is waterproof.
Rev’It has designed the Cayenne Pro to check off all those boxes, and a few more that you probably aren’t thinking of. The biggest part is that the entire chassis of the jacket is 750D polyamide coated with Teflon coating. This textile, Rev’It’s own in-house design, feels like Cordura but contains 87% polyamide, 7% leather, and 6% polyester, giving it superb abrasion resistance while also making it reasonably penetration resistant as well.
The Cayenne Pro is 100% waterproof when all airflow vents are closed, and there are a few of them. This allows you to tailor the amount of air you want through the jacket, from none on a particularly chilly day to almost being a mesh jacket on super hot days. And throughout it all, this jacket carries Rev’it’s CE level 2 rated SeeFlex shoulder and elbow protectors, and a SeeSoft CE level 2 back protector.
For those that are serious about spending days, if not weeks, on a motorcycle, adventuring across the Australian outback, or touching all the big landmarks in South Africa, Klim has the jacket for you. The Adventure Rally Jacket is not for those looking to ride for a day, no. This is about as hardcore as you can get.
Using all the latest in material and protective technologies, the Adventure Rally is waterproof, windproof, stain-resistant, and shucks off salt, water, and biologicals that might get tossed into the air if you’re riding along a coastline near the sea. GoreTex interwoven with Armacor textile provides three layers of abrasion resistance and waterproofing, so even if you do take a spill and tear the outer layer, two more layers will still keep the integrity of the jacket.
The Adventure Rally also comes with a full complement of armor, all of it D3O CE level 2 or better, in the chest, shoulders, elbows, forearms, and full back. It has an internal kidney belt that helps the shoulders bear the weight of the jacket on the tops of the hips while also armoring the kidneys. A built-in, 3-liter hydration pack in the back is easily refillable, and contamination-proof when closed, with the drink tube able to be routed either internally or externally, depending on your preference.
Ten waterproof external pockets mean you can carry all the gear you need that’s too small to fit in your saddlebags or pannier lockers. Ventilation is also highly customizable with no less than 6 vent options, all closed and sealed by YKK zippers and waterproof GoreTex membranes behind the zips.
Yes, this jacket costs as much as a decent used dirt bike, but it is meant, as stated, to survive weeks, if not months, on an adventure. And for that, there is no better jacket.
The history of cafe racing personal protective gear is a bit of an interesting one, as cafe racers in the UK were the first riders to fully and truly wear head-to-toe protective gear, usually made of high-grade cowhide leather. It’s a good thing, then, that Merlin decided to not fix what’s not broken.
The Chase Cafe jacket is made of high quality, double- and triple-stitched cowhide, in varying thicknesses of 1.2 to 1.3 mm. The main chassis is backed by a smooth satin black fabric, with a removable thermal liner vest that weighs only 100g.
Keeping with the style and feel of the rock and roll racing era, the two-tone leather hides an impressive set of CE level 2 armor in the shoulders and elbows, with a back pocket in the liner designed to handle any of the top quality back protector inserts on the market, from D3O all the way to Nucleon and SeeSoft.
Also in keeping with the cafe history, all zips are high-quality YKK, with Merlin snap closures including a storm flap closure just under the collar if you want a little more airflow, or a full neck snap if it’s getting a little chilly. Other jackets made of the same materials, with the same level of protection, will cost you over $100 more, which makes the Merlin Chase Cafe jacket one of the best value-for-money options out there in today’s cafe jacket market.
“Wait,” we can hear you say. “That’s a jacket?” Indeed it is, although it is branded as a “riding shirt.” It may look like a slightly bulky cotton button-up, but that is underselling the serious protection that this jacket hides.
Looking like an average construction site work shirt, the exterior is made of 67% cotton and 33% polyester, although it is not on-brand Cordura. Instead, it is branded out as 12oz coated denim, which has about 300D ripstop equivalent. While that is not overly impressive, the 140GSM aramid knit backing to that denim is. Much like riding jeans, the aramid takes the brunt of the abrasion, with a ripstop rating of 1000D.
This is backed up with full Sas-Tec CE Level 2 armor, certified to EN 1621-1 performance, in the elbows and shoulder areas, held in by aramid and polyester lining. There is a pocket for a back protector at the rear of the shirt and will fit all major armor types in that pocket.
Hiding behind the front buttons, in case there was worry that the shirt might rip open during a slide, is a fully double-sewn YKK zipper. The collar has hidden snap-downs to prevent it from flapping in the wind, and there are belt loops hidden in the hem to keep the shirt from riding up during a slide as well.
All in all, if you want to look casual, but ride protected, REAX has a relatively inexpensive but amazingly protective riding shirt for you.
As easily seen in the top form of motorcycle racing, MotoGP, there really are only two houses of racing suits across the entire competitive field. One is Alpinestars, the other is Dainese. If there ever was a war for sportbike and supersport gear dominance, it is between these two companies. So it’s only fitting that while one of our top recommended sports jackets is Alpinestars, the other is one of Dainese’s best.
Instead of relying purely on cowhide for abrasion resistance, Dainese has invested a lot of research and development money into what is known as S1 Bielastic Fabric, developed in partnership with Cordura. While high-quality leather does make up a large part of the chassis, especially abrasion areas, it is backed by S1, and S1 is also used to form the stretch panels between leather panels. As well, the S1 in and of itself is equivalent to 600D ripstop and contains polyamides, polyester, and aramid fibers for the strongest, but most flexible, protection possible.
This allows for the jacket, which is relaxed just under a full race fit, to stretch and conform to the rider’s body without needing to be fully tailored to the rider. On top of that, the jacket features composite armor in the shoulders and elbows, with replaceable aluminum external slide points. The entire jacket is also CE Cat 2 certified, meaning it is a viable track jacket and passes all requirements to be worn for track days if you do not have a full suit.
Sometimes, riders want to have gear that serves as both protection while riding, and outerwear when they park up somewhere. While most jackets can feel a bit stuffy or even downright heavy when air is not flowing through them, Rev’It has balanced the Stealth 2 Hoody right on that razor’s edge.
In terms of protection, the Stealth 2 is made of triple-layer stretch Cordura, backed by a HydraTex pro waterproofing membrane. The elbows are reinforced with polyamide fabric to help with abrasion resistance and sliding. The shoulders and elbows are protected with Rev’It Seesmart armor, with a back protector pocket in the liner of the hoody.
In terms of outerwear, the Stealth 2 also comes with a detachable thermal liner that brings the jacket to a full three-season level of warmth and wearability. Being stretch Cordura, the hoody is also highly breathable, allowing sweat and moisture to wick away from the body. This means that when you arrive at your destination, you can wear the hoody as normal outerwear without having to lug around a heavy jacket.
The Scorpion EXO 1909 is a jacket that has both an interesting story and a specific design behind it. A cross between a sports jacket and a cruiser jacket, the 1909 in the name symbolizes the incorporation and opening of the Indianapolis Motor Speedway, where throughout the years motorsports of both the two and four-wheeled varieties have taken place.
Made of distressed leather for a soft feel, it nonetheless offers over 1.1mm of cowhide abrasion protection. Sas-Tec CE level 2 armor is discreetly hidden in the shoulders and elbows, with a pocket in the rear for a Sas-Tec CE level 2 back protector. On the elbows specifically, extra leather overlays have been sewn in so that there is added protection on one of the most common slide points.
Zippered rear vents work in conjunction with discreetly hidden perforated underarm and flank panels. A removable thermal liner allows for both warm and cold weather riding. All of the zippers on the jacket are genuine YKK but in a special process antiquated brass look. The wrists are zipper closures with accordion stretch panels to create a good air seal for cruiser riding, and a good glove seal for sport riding.
The biggest thing with the EXO 1909 is not that it features a hell of a lot of protection, but that it does so while recreating the look and feel of an early 20th-century leather jacket.
Before anyone asks, yes, that is the actual retail name of this jacket. Roland Sands is a premium gear maker, and the [email protected]#k Luck definitely deserves the premium tag. Each jacket is handmade, and the entire jacket chassis is 1.1 to 1.3 mm thick premium cowhide, which is hand-finished in vegetable dye.
It comes with Knox CE level 2 armor at the shoulders and elbows, with a pocket for a back protector. All zips, as are common on high-quality jackets, are YKK. There are four mostly hidden vents, closed by zips, at the shoulders and middle of the back.
The jacket is water-resistant, with a waterproof internal device pocket. It is also articulated so that if you ride a supersport, a sportbike, an ADV, or even a cruiser, the jacket can move and adapt to each riding position without stretching or straining against your body. That alone makes it one of the best, and the fact that it technically qualifies as a track-wearable protective jacket is just the icing on the cake.
A lot of motorcycles live in places where it can get uncomfortably warm in many other types of jackets. This is why mesh jackets first started getting made back in the early 2000s. Evolutionary materials and engineering have brought what used to be bits of nylon stretched between leather panels into fully armored, abrasion-resistant, yet exceptionally comfortable modern mesh textile jackets.
Of these, Rev’It has the Ignition 3, possibly one of the finest examples of protection with maximum airflow. The third iteration, the base chassis is made of Monaco Performance cowhide leather, some of the best protective leather you can get in the world. Between the cowhide sections is tightly woven Dynax mesh, which is heat-resistant and deflects off as much heat as it allows air through, and also will not melt during a slide.
Backing up the Dynax is PWR I shell 500D stretch fabric in the arms and 600D waxed polyester in the torso. All of this is then backed with Lorica fabric. It may sound like a lot of layers, and it frankly is, but the fact is that you can hold this jacket up to a light with it fully closed and zipped up, and still see the light through it.
Because it’s Rev’It, and they over-engineer almost all their gear (which is a good thing!), there are two detachable liners, a full Hydratex 3L waterproof one, and a thermite liner in case it gets chilly. Protection comes in the form of full CE level 2 Seeflex armor on the elbows and shoulders, and there is a pocket in the back of the jacket for a Seesoft CE 2 back protector, which will fit D3O, Nucleon, and other armor types without issue.
If you need the best protection with the best airflow, Rev’It have you covered!
