Honda’s CRF450R received a massive overhaul in 2021, essentially an all new machine taking inspiration and development from the MXGP winning CRF450RW. For 2022 we’re seeing a number of refinements to further polish the machine closest to a HRC racer off the showroom floor.
2022 Honda CRF450R
One area focused on for 2022 is the suspension, with the Showa forks and shock receiving a re-valve for better compression damping performance, with the aim of better balance between front and rear.
The Showa 49 mm USD coil-spring AF2 fork is based on the Factory unit used in the Japanese championships, now with 5 mm more stroke to 310 mm in total, with increased rigidity for the axle clamps.
Shock and fork settings have been updated on the 2022 Honda CRF450R
The low speed shim stack has been re-valved for firmer settings in both compression and rebound, with slightly less oil volume to 380 cc in total, with 13 adjustment positions for rebound, down two.
Retained from 2021 is the frame and subframe, aluminium Pro-Link swingarm and 6.3 L titanium fuel tank. Renthal Fatbars also remain, alongside a twin-piston brake caliper and 260 mm wave rotor. The rear is a 240 mm wave unit with single-piston caliper.
The bike is otherwise unchanged from the overhauled 2021 model
DID rims are unchanged, with Dunlop MX33 tyres standard fitment.
The 449.7 cc Unicam engine is unchanged, but ECU mapping is updated aiming to offer a more linear throttle response. Bore and stroke remains at 96 x 62.1 mm with compression ratio of 13.5:1.
ECU map updates should offer more linear power delivery
Continuing across from the 2021 is the Honda Selectable Torque Control (HSTC) with three modes plus off, as well as a three level HRC Launch Control system. The Engine Mode button offers three maps for different engine outputs and the HRC setting can further tailor aggressive and smooth modes.
The Sherco Enduro range will see the Racing models on the receiving end of a big boost in 2020, with the addition of new fully adjustable KYB forks on both two and four-stroke models, alongside the same KYB shock seen on the higher spec Factory models.
Sherco’s Enduro Racing line will receive an update bringing it closer to the Factory models in 2022
Michael Poynton – Sherco Australia Director
“There is massive momentum behind Sherco, both in Australia and globally, and the 2022 Racing and Factory models will only continue that surge. And with all the Racing models now fitted with KYB suspension, Sherco covers all bases better than ever: the Factory models for those who want the ultimate performance hit, and the Racing range for those who enjoy a ‘Sunday saunter’ mixed with more demanding trails.”
On the back of record sales in 2021 and inexorable momentum not only in Australia but globally, Sherco has focussed heavily on its base-model ‘Racing’ range for 2022, including the 250 SE and 300 SE two-strokes and the 300 SEF four-strokes.
Sherco 300 SEF
Other updates to the 2022 Racing models include a new graphics kit featuring in-mold technology, new handlebar grips and different Brembo brake pads for more progressive engagement.
Standard highlights on the Racing models include a black comfort seat, black frame guards, black Excel rims and Michelin tyres.
All-out performance is the backbone of Sherco’s Factory enduro line-up, with the moniker a byword for premium components such as a KYB closed-cartridge fork, 6mm AXP skid plate, Galfer front disc, and expansion tank and radiator fan.
The Enduro Factory line remains the all-out performance options arriving from mid-July
There are seven models in the 2022 range: a quartet of four-strokes (250 SEF, 300 SEF, 450 SEF and 500 SEF) and three two-strokes (125 SE, 250 SE and 300 SE).
The 125 SE has also now been fitted with an electronic power valve to bring it into sync with its larger capacity two-stroke siblings.
Updates across the entire Factory range mirror those on the Racing models, with new graphics with in mould technology and the more progressive Brembo brake pads. Also new is diamond-paters grey Selle Dalla Valle seats, as well as a new Neken handlebar pad.
Updates include new graphics, brake pads, seats and handlebar pad
In addition, the 450 and 500 four-strokes also receive a new and lighter Sherco exhaust, a new crankshaft and larger bearings, revised ignition mapping and enhanced cooling via tweaks to the cylinder head.
Pricing for all the 2022 Shercos is expected shortly, with Factory models beginning to arrive from mid-July 2021 and the Racing models from September 2021. Riders are urged to contact their local dealer for more information, as the availability for each model will vary, so don’t miss out!
Get your name down fast to ensure you don’t miss out on the new Enduro Racing or Factory models
South Australia Police have released a video of a high-speed motorcycle crash in an effort to vindicate tougher new penalties for extreme speed offences.
They say the video was released at the request of the rider’s wife.
“This motorcyclist filmed his own crash – the crash that put him in a coma for two months, gave him a permanent brain injury and put him in full time care for the rest of his life,” SA Police say.
“The man’s wife allowed us to use this video because she wants you to see what happens when you drive or ride at extreme speed.”
South Australia has now introduced laws to Parliament that increase the penalties for extreme speeding.
Extreme speed is defined as driving or riding at 55km/h or more above the limit in a zone marked 60 or less, or 80km/h or more above the speed limit in a zone marked above 60.
The rider in this video reached speeds way in excess of the threshold for “extreme speed”.
Motorists convicted of driving at an extreme speed could be jailed for up to three years and face a mandatory minimum two-year licence disqualification for a first offence.
For a subsequent offence, motorists face up to five years in jail and a mandatory minimum licence disqualification period of five years.
The maximum penalty can also apply in the following circumstances:
The offence was committed while attempting to escape a police pursuit;
The offending caused death or serious harm;
The vehicle driven was stolen;
The offender was driving while disqualified;
The offender was on a provisional or probationary licence, a learner’s permit or unlicensed; and
The offender was under the influence of drugs or alcohol.
The car of an offender may also be forfeited to the state.
Police say the rider who ploughed into the back of the ute at about 140km/h survived thanks to a witnesses who called the ambulance and took instructions about how to resuscitate the man.
The rider will now need full-time care for the rest of his life.
“His decision to ride at extreme speed did not just impact him,” police say.
“It impacted the lives of those strangers who kept him alive on the road and forever changed the lives of his family.”
Ducati Australia has recalled all 2021 Multistrada V4 models over valve issues in the V4 engine which has now been at the centre of six recalls since its launch in 2018.
The latest recall, issued through the Australian Competition and Consumer Commission says the engine’s valve guides “may experience excessive, premature wear, and become damaged over time”.
“If the engine valve guide becomes damaged, the expected acceleration and responsiveness from the engine may be suddenly reduced, and the vehicle’s ability to accelerate or manoeuvre may not meet the rider’s expectations,” the notice says.
“This could increase the risk of an accident and injury to the rider, passenger or bystanders.”
Ducati V4 engine
Owners will be notified by Ducati and Authorised Ducati Dealers to have an appointment arranged to replace the complete engine unit, free of charge.
For further information, consumers can contact an authorised Ducati dealer or email [email protected]
This recall affects only 11 bikes with the following Vehicle Idnetification Numbers:
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
A Queensland petition calling for motorcycle noise limits to be standardised to “power equipment” levels of 115dB has been rejected by Roads Minister Mark Bailey.
He says a uniform upper noise (stationary) limit of 115 or 110dB(A) for all vehicles would “effectively increase the permissible noise limit of a vast majority of the entire vehicle fleet, and for some vehicles quite dramatically”.
“A consideration is recognising that every 10 dB increase is a doubling of perceived loudness, so such a proposal would not meet community expectations,” he says.
The petition was started after the Motorcycle Advocacy Group (Qld) Facebook page claimed police harassment of riders and multiple defect notices.
The petition was lodged on 4 February 2021 by MAG spokesman David White who said it received 240 signatures in the first hour.
It pointed out that there is a disparity between state and federal vehicle regulations on exhaust noise. This disparity is similar in most other states.
The Minister’s response also referred to the disparity of laws between states as another reason not to modify Queensland laws which would put the state even further out of kilter with other states.
Despite the petition’s rejection, David says the group can now reply to the Minister’s response and “engage TMR (Transport and Main roads) at Parliamentary level”.
An officer checks exhaust noise levels at Samford (Facebook photo)
Here is the full text of the Minister’s response:
I refer to petition 3464-21 lodged with the Legislative Assembly on 21 April 2021 about the regulation of vehicle noise emissions in Queensland.
The Palaszczuk Government is committed to maintaining a robust framework to ensure vehicles used on Queensland roads are in a safe condition and meet regulatory requirements, including requirements relating to noise emissions. The government does not agree that the regulatory requirements are unworkable, or in conflict with the Australian Design Rules (ADRs).
The current standards relating to vehicle noise levels are set by the Australian Department of Infrastructure, Transport, Regional Development and Communications under the Motor Vehicle Standards Act 1989 (Cth) (the Act). The Act requires all road vehicles to comply with the relevant ADRs at the time of manufacture and supply to the Australian market.
ADR83/00 Vehicle Standards (Australian Design Rule 83/00 – External Noise) 2005 applies to all vehicles manufactured from 2005 onwards. ADR83/00 requires a vehicle to firstly meet a set maximum noise limit, with the limit varying depending on the purpose of use and size of the motor vehicle or motorbike. This is known as a ‘Drive by Maximum Noise Test’, as the vehicle noise test is carried out when the vehicle is in motion and driven past a testing device.
Once a vehicle passes the drive by test limit, the ADR secondly requires the vehicle to undergo a ‘Stationary Noise Test’ and record the result for the vehicle. The stationary vehicle noise test is carried out with the vehicle stationary next to the testing device. While stationary noise test results can vary, it should be recognised that the vehicle has already passed the prescribed drive by maximum noise limits specified in ADR83/00.
All in-service or registered vehicle categories (heavy, light and motorcycles) must continue to meet ADR83/00.
In Queensland, the Transport Operations (Road Use Management—Vehicle Standards and Safety) Regulation 2010 (the VSS Regulation) prescribes the same requirements that are specified in ADR83/00. The VSS Regulation is aligned with the national regulatory requirements and further allows for a 5db tolerance if an in-service vehicle is noise tested (using the Stationary Noise Test method) to allow for equipment degradation.
The VSS Regulation also includes additional information for vehicles that are either certified to older national requirements, or that are not certified at all (pre-ADR requirements). Importantly, if a vehicle exhaust system is modified or exchanged; the system must remain compliant to the noise standard. Vehicle owners whose vehicles are modified contrary to these requirements are liable for prosecution.
The maximum noise limit for each vehicle is detailed on public facing website, www.greenvehicleguide.gov.au, which is maintained by the Australian Government, so that members of the public can check the documented maximum noise level applicable for their vehicle.
The option proposed by petitioners to set a uniform upper noise (stationary) limit of 115 or 110 dB(A) for all vehicles would effectively increase the permissible noise limit of a vast majority of the entire vehicle fleet, and for some vehicles quite dramatically. A consideration is recognising that every 10 dB increase is a doubling of perceived loudness, so such a proposal would not meet community expectations.
For these reasons, the Palaszczuk Government does not support the introduction of a uniform upper noise limit, particularly as doing so would create a conflict between Australian laws, and of other States and Territories, as well as increasing vehicle noise levels in the community generally.
The Queensland Police Service and the Department of Transport and Main Roads compliance officers regularly undertake compliance and enforcement activities throughout Queensland and respond to noise and emission issues on a regular basis.
I would like to thank all petitioners for bringing their concerns to the attention of the House and I trust this information is of assistance.
For motorcycles manufactured post-2005, the noise data can be found on a label on the motorcycle itself.
The 2022 Yamaha YZF-R7 is an all-new supersport based on the MT-07 platform. (Photos by Drew Ruiz)
What’s a rider to do if they want a supersport bike, but they don’t have the funds for a true race replica like the Yamaha YZF-R6 ($12,199) or YZF-R1 ($17,399)? Some will buy used, but doing so confidently can be a challenge, and financing may not be an option if buying from a private seller.
Yamaha’s solution is to take a proven platform — in this case, the MT-07 naked bike — and adapt it to supersport duty. Then price it within reach at $8,999.
New bodywork, chassis updates, and other changes make 2022 Yamaha YZF-R7 ready for track duty or sport riding.
Since the new middleweight supersport will be part of the R-series family and slot between the YZF-R3 and YZF-R1 (there’s no YZF-R6 for 2021, and the 2022 model has yet to be announced), it’s only natural to call the new bike YZF-R7. Those with a long memory may recall the 1999 YZF-R7 (aka OW-02), a 500-unit race homologation special built to compete in World Superbike. That sort of unobtainium machine is exactly what Yamaha wanted to avoid with the MT-07-based R7.
Behind the full fairing is the tried-and-true 689cc CPS parallel-twin, a versatile engine that powers several Yamaha models.
To create the YZF-R7, Yamaha made key changes to the MT-07 platform, such as new bodywork and revisions to the chassis. The 689cc CP2 parallel-twin, which has a crossplane-style 270-degree crankshaft and an uneven firing order, is a versatile motor also found in Yamaha’s Ténéré 700 adventure bike and MT-07 flat-track racer. It has usable power but not so much that it will overwhelm new or less experienced riders. For the R7, Yamaha fitted an assist-and-slipper assist clutch and a optional quick shifter, and a gearing change adds a little more acceleration and thrill into the mix.
The 2022 Yamaha YZF-R7 has a fully adjustable KYB fork, radial-mount 4-piston Advics front calipers with a Brembo master cylinder, and 17-inch cast aluminum wheels shod with Bridgestone Battlax Hypersport S22 tires (for the track test Yamaha ran Bridgestone Battlax Racing R11 tires).
Chassis-wise the R7 features a steeper rake (23.7 degrees vs. 24.8), slightly less trail and a shorter wheelbase (54.9 inches vs. 55.1) than the MT-07. A revised radiator improves cooling and accommodates a new fully adjustable 41mm inverted KYB fork with spring rates similar to those on the R6. The R7 also uses a smaller, lighter (by 2.4 pounds) battery like the R6. Wider triple clamps accommodate four-piston brake calipers, and offset is now 37mm compared to 40mm on the MT-07. At the rear, revised shock linkage raises rear ride height, and a new KYB shock offers adjustable spring preload and rebound damping. A rigid-mount aluminum center brace is bolted to the steel frame at the swingarm pivot for increased torsional rigidity.
A narrow chassis and a compact engine help keep the 2022 Yamaha YZF-R7 very narrow.
With a seat that’s higher than the MT-07’s (32.9 inches vs. 31.7), clip-on handlebars, and a rider triangle inspired by the R6, the riding position is aggressive without being extreme. Compared to the MT-07, changes to the chassis and ergonomics enhance the handling capabilities of the R7, and overall it’s a comfortable, nimble motorcycle. Fresh bodywork wrapped around a compact engine and chassis make the bike every narrow and aerodynamic, like a cross between the R6 and R1, and it very much looks the part.
New bodywork includes all-LED lighting. Mirrors, turn signals, and license plate bracket were removed for the track test.
It’s always fun to go to a track you’ve never seen before, and it’s even better on a bike you never ridden before. Yamaha hosted the R7 launch at Atlanta Motorsports Park, a tight, hilly track with a few fast sections thrown in to make things interesting. We needed several laps to familiarize ourselves with the layout, especially with the blind corners and elevation changes. The R7’s easygoing nature was a boon for navigating the unfamiliar territory — never threatening or overwhelming, which is the point. Accessible for any level of rider.
The stiffened frame, upgraded suspension, and strong brakes allowed me to dive the 2022 Yamaha YZF-R7 into corners with confidence.
As I rounded the track on my first few outings, I was impressed with how well the R7 worked. The riding position felt a bit high at first, but within a few laps it felt spot-on. I was able to tuck in behind the windscreen and still crawl around the cockpit easily. The R6-like front-end was excellent when entering the corners, and the chassis held steady with only a slight pitching out of the rear wheel on entry. I bottomed out a few times hitting some serious bumps, but the R7’s KTB fork took the beating in stride. That split-second thought of “Oh no!” was replaced with a “Wow, this thing is very forgiving.” Fast or slow it felt solid with exceptional feel, and the slipper clutch proved invaluable when down shifting at speed.
The 2022 Yamaha YZF-R7 has an aggressive riding position that isn’t too extreme.
The new Brembo radial front master cylinder combined with Advics radial-mount 4-piston calipers and 298mm rotors allowed for some serious braking force. Out back, a Brembo master cylinder controls a Nissin caliper and a 245mm rotor. Too bad the ABS cannot be turned off. Even though ABS interference was minimal, under extreme braking I encountered more of a freewheeling sensation than I’d prefer. When I did overcook a corner, the user-friendly nature of the R7 allowed me to reel it back in.
The 2022 Yamaha YZF-R7 proved to be very resilient and user-friendly on the track. Only at race pace did it start to reveal limitations.
In terms of steering, I thought the narrow position of the clip-ons might be a issue with leverage, but I was wrong. The R7 turns on dime and was effortless to maneuver in slow and fast sections of the track. Every time I pushed, it reacted like a proper sportbike. Transitioning back and forth at speed was relatively easy as the narrow chassis responds very well to input with minimal force. There are limitations, however. Even with the beefed-up chassis, the R7 felt challenged at race pace. The frame started to twist up when leaned over hard on the gas through long corners, resulting in a slight decrease in stability. The front-end started to chatter a bit off throttle mid-corner as the pace increased.
Atlanta Motorsports Park was a great track for giving the 2022 Yamaha YZF-R7 a proper shakedown.
Still, none of this hampered the fun and the R7 always felt predictable. The 689cc CP2 twin was a blast on the track. I wrung its neck all day and never felt worn out. Throttle response was smooth and efficient, so I never had to worry about upsetting the chassis. The initial hit down low is good with some usable torque, but it flattens out at the upper end of the rev range. Just grab a gear via the quickshifter and you’ll have plenty more to play with.
A new LCD high-contrast instrument panel provides all the pertinent info, and the bar-graph tachometer and gear indicator, which I watch most, are easy to read. What I loved about the dash and switchgear was the lack of details and buttons for electronic riding aids. No need to fuss about which button does what. Just get on with it, and that’s exactly what we did all day long.
The 2022 Yamaha YZF-R7 offers a lot of performance for a reasonable price.
The 2022 Yamaha YZF-R7 is a supersport bike for the masses. More performance than an R3, but more accessible than an R1 on all fronts. The R7 could be the perfect bike for someone who wants to sharpen their skills on back roads or try their hand at club racing. Less money spent on the bike means more money available for tires — and a sticky set will last a lot longer! Yamaha has done a fine job producing a motorcycle that’s the perfect blend of accessibility and capability.
Your choice: Team Yamaha Blue or Performance Black.
2022 Yamaha YZF-R7 Specs
Base Price: $8,999 Price as Tested: $9,199 (quickshifter) Website:yamahamotorsports.com Engine Type: Liquid-cooled, transverse parallel-twin, DOHC w/ 4 valves per cyl. Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch Final Drive: O-ring chain Wheelbase: 54.9 in. Rake/Trail: 23.4 degrees/3.5 in. Seat Height: 32.9 in. Wet Weight: 414 lbs. (claimed) Fuel Capacity: 3.4 gals.
It seems like the whole world is rushing to find fuel-efficient solutions and cut down on emissions.
Europe is introducing more low-emission zones. France planning to take that goal further with zero-emission (as they do). Now, Mahle, a German automotive parts manufacturer, has just contributed to their part in the race for clean air.
The German manufacturer has managed to create an EV motor that removes the need for rare earth magnets, creating a contactless electric current opposition in a motor that boasts 95% efficiency.
Miraculously enough, they’ve managed to do so without running into additional component shortages, as many other manufacturers have experienced.
In a traditional EV motor, a coil of wire spins encircled by magnets. When the coil’s electric current emits its own little magnetic field, it opposes the magnetic field emitted by the magnets. The opposition of fields causes the coil to spin or rotate at high speed, creating harnessed energy to power a machine from point A to B.
According to Mahle‘s website, the motor uses electric currents exclusively, with contactless power transmission. Electrical currents between the rotating and stationary parts inside the motor don’t allow those parts to touch, making the entire component wear-free.
The possibilities really are limitless since ‘contactless’ in this context means a maintenance-free motor with almost no need to replace individual components.
Not only that, Mahle’s contactless inductive EV motor effective – particularly at high speeds – with a 95% efficiency previously only seen in formula E cars.
“With our new electric motor, we’re living up to our responsibility as a sustainably operating company,” says Michael Frick, Chairman of the MAHLE Management Board (ad interim) and CFO. “Dispensing with magnets and therefore the use of rare earth elements offers great potential not only from a geopolitical perspective but also with regard to the responsible use of nature and resources.”
Dr. Martin Berger, Vice President Corporate Research and Advanced Engineering at MAHLE, also says the following:
“Our magnet-free motor can certainly be described as a breakthrough because it provides several advantages that have not yet been combined in a product of this type. As a result, we can offer our customers a product with outstanding efficiency at a comparatively low cost.”
Mahle has released their new generation of EV motors to the masses on their website, with plans to further implement the motors into the vehicle industry in the coming years – and I’m excited to see what this means for the motorcycle industry.
Like Deus ex Machina, the Distinguished Gentlemans Ride and sweating while riding, Rob Hamilton and his ‘MotoFeelz’ brand is a staple of the Sydney motorcycle scene. If you’ve seen a post on a certain, very popular, custom bike blog about a cool Sydney bike, chances are the photos were taken by Rob. And don’t get me started about his Instagram channel. It’s top shelf.
But like all great content creators, we don’t often get to hear about why they do what they do. They are oftentimes so busy making content about the subjects they love, they’ll leave their own stories by the side of the road. So in an effort to rectify this, we wrestled Rob off his bike, took away his keys and forced him to answer a few personal questions. Here’s what he said.
Can you introduce yourself?
Hey! My name is Rob Hamilton. I’m a Sydney-based professional musician, photographer and now YouTuber for my sick lil moto brand, ‘Moto Feelz.’
Where are you right now?
Right now I’m in my office wearing my dressing gown. It’s getting damn cold here. Before this I was replying to a bunch of emails, preparing a few shoots and getting ready to set up my new home flash studio. Exciting times ahead!
What is it about motorcycle photography that inspires you?
It’s the challenge of trying to capture the feeling that riding a motorcycle brings. I was a late bloomer when it came to riding, and photography for that matter. Mum never wanted me to ride after all the accidents my dad has had over the years, but I was always fascinated by them.
Being in the music scene, I didn’t know anyone else that rode a moto. I was a complete loner and was witnessing one of the most enjoyable experiences of my life. I wanted others to know what they were missing out on and so I started shooting different kinds of motos including the lifestyle, culture and art behind the builds. Now a whole bunch of my muso mates bought bikes and are frothing.
What makes for a great motorcycle photo?
Location is important. Mostly it needs to relate to the style of the bike. Also lighting; if the moto has some mega chrome on it then you don’t wanna be out in the direct sun. I prefer shadows or clouds to shoot with. Adding the rider in with unique moto gear that matches the bike always adds another level of emotion to the snap.
What are your go-to camera and lens combos?
I’ve been rocking my Canon 5D MK IV and either my 35mm Sigma ART 1.4 or my Canon 70-200mm 2.8 for quite some time. I love the compression of the 70-200mm but the thing is HUGE and it can get pretty weighty on the back when going for a ride longer than 30 minutes. I occasionally bring my 16-35mm 2.8 for when I shoot my rolling shots due to space limitations, but it’s so wide, it can warp the image and make the bike look all whack.
Describe your dream outdoor shoot location.
This is a tough one. Time is always at sunset. Always. It’d be during Autumn so we’re not freezing or dying of heat. Bike and place? I have always dreamed of being asked to shoot for Arch Motorcycles and hang out with Keanu Reeves in the Californian desert, kicking up heaps of dust. Maybe replace the Arch with something more 1200 Scrambler style with massive, aggressive tyres and epic lights. Just as long as Keanu is riding it!
What bikes do you own?
I own a TriumphStreet Scrambler that I bought new in September 2018. Since then, I have customised it with a new spray job, pipes, fabrication, suspension, lights, tyres and more. It looks and sounds the absolute business, but it was also a bike that I wanted to ride every day. Last year I went on a massive 5000km ride around New South Wales, where I dropped it a few times and put a few cred marks on her, but I’m totally cool with it.
That’s the vibe I’m going for. I want it to look used and semi-beaten. It is a scrambler after all. Saying this though, I do take very good care of the scram and learnt pretty fast that parts are expensive, so I bought myself a 2003 Yamaha WR450F for practising my off-road shenanigans.
What advice would you give to someone starting out in the industry?
Make sure you do this for you. If your sole purpose is to gain a massive following or get heaps of likes then you will most likely fail. Passion is the winner in this industry. Where there’s passion, there’s motivation. And where there’s motivation, there’s nothing stopping you and you will win.
A good question to ask yourself is, “if I had all the money in the world what would I be doing?” Yeah, I’d have a blast exploring the world (not that we really can at the mo) and blowing coin on the best hypercars, but ultimately I’d still have my camera in my hand, taking photos of dope bikes and making Youtube vids. Oh, and still playing music.
Social media and photography. Match made in heaven or hell?
Social media helps photographers in so many ways. It helps inspire, it’s informative and it’s somewhere for photographers to share and display their work with the world. On the flip, it can also discourage photographers by them comparing their work negatively with others or become a trap where you only end up shooting for the ‘Gram’ and the likes, rather than for yourself. I could go on for ages about this but it’s mindset dependent.
What do you like to do when you’re not taking photos?
Making videos! Seriously, it’s something that I’m enjoying as much as taking photos. Did I mention I have a YouTube channel? Also, I enjoy working on my bike, riding with mates, hanging with my girlfriend Romina and playing music, along with having a solid Xbox session with the boiz.
When we gaze through rose tinted glasses at the last quarter century of motorcycle culture and design, it’d be fair to say the Ducati Monster, in all its previous forms, would feature highly on the greatest hits list.
Ducati’s Monster is an iconic motorcycle that some claim saved the brand, but the redesign has some upset
The Monster is one of the few motorcycles to leap from the murky depths of motorcycle subculture to one the wider population knows and admires. Argentinian Miguel Galluzzi, now firm property of Ducati’s arch rival Piaggio, is the man credited with creating the Monster, his early sketches leading to a simplistic machine that debuted at the 1992 Intermot Show in Cologne and has gone onto sell over 350,000 units worldwide.
This makes it arguably the most important motorcycle – in financial terms – Ducati has ever created, and to alter from this hallowed design amounts to sacrilege for many of the world’s Ducatisti.
There’s no denying the Monster is a very different machine… but some things remain the same
This may be so, but Ducati needs to move with the times and that means the Monster must as well. For 2021, the Ducati Monster has been completely revamped. A new 937 cc motor, taken and altered from the Hypermotard and Supersport, sits as a stressed member inside a chassis that no longer consists of tubular steel trellis sections but a Front Frame layout, similar to what we got on the first Panigale V4 superbike of 2018.
Much of the internet rage regarding the Monster has been leveled is at the stylist’s pen. Compared to pretty much every other Monster that came before it, the new generation looks like it has sold the house and blown it all with the plastic surgeon. If you squint, you can see traces of Yamaha’s MT-09 and KTM’s 890 Duke R in the aesthetic, which is about as far removed from conventional Monster thinking as you can get.
The new Monster is a massive departure from the old trellis frame styling
The new Monster starts from $18,200 ride-away, and the up-spec’ $18,850 ride-away Monster + that comes with a small accessory screen and passenger seat cover, is thinner and sportier than its predecessor, with the tank taller and skinnier where it meets the rider’s seat.
That point there hints at what Ducati is really doing with the Monster—they’re after newbies, big time. Skinnier mid-sections, while sexy on both humans and motorcycles, make it easier for you to touch your feet down if you’re a little on the shorter side, which is always a concern when you’re new to the game.
The 820 mm seat height can be lowered with an accessory seat to 800 mm, or 785 mm with lowered suspension as well
New riders are also going to love the increased lock-to-lock steering angle. Ducati’s given you 11-degrees more to play with, which will make the Monster easier to handle in places like tight carparks and when slicing through traffic.
Although the motor has been donated from the Hypermotard, the Ducati engineers have upped the compression ratio to 13.3:1 and are claiming 111 horsepower at 9250 rpm. Torque is registered at 93 Nm at 6500 rpm. Those are handy little numbers but the big difference is in torque, where this new model outshines the old Monster 821 spectacularly from 4000-8000 rpm, maintaining a near 27 Nm advantage.
The 937 cc L-twin offers a significant upgrade over the old 821
Ducati hasn’t suffered too much at the hands of the dreaded Euro5 emissions regulations, which, if you take a cynical motorcycle journalist’s point of view, were designed purely to annihilate the mid-range punch of every motorcycle sold around the world. But, seriously, Ducati has handled this burden rather well. There’s a dip in torque between 3-4000 rpm, but it’s restored quickly and without too harsh a hit when it does so.
It’s commonplace for pretty much every Ducati sold now to be laden with electronics and the Monster is no different. There’s three riding modes in Sport, Touring and Urban, all three of which you can go into and adjust the individual parameters.
A TFT display shows the extensive electronics options
The Monster’s IMU mitigates the eight stage traction control, three stage Cornering ABS, and four stage wheelie control (which you can thankfully turn off), and it also dictates the cut time for the quick shifter. If you’re on the side of the tyre, the cut is faster than when you’re bolt upright to reduce the chance of the chassis getting all out of shape.
Unfortunately, there’s no cruise control, which for a bike with all those other fangled electronic bits is disappointing. There’s even launch control on the Monster. Not really sure why you need that. I’ll trade that any day for cruise control.
Luckily traction control can be turned off with an easy to understand UI
One cool point is when you change something on the bike, like traction control, the dash will flash up with a graphic of the bike with the rear wheel in red. Playing with wheelie control? The front wheel gets illuminated. Even a simpleton like me can figure it out.
On the suspension front, you could be forgiven for being disappointed if all you saw was the spec sheet. The 43 mm KYB fork is un-adjustable, while the monoshock only has preload adjustability, however, the ride is deceptively impressive for such low-rent suspension.
KYB non-adjustable forks are joined by a KYB pre-load adjustable shock
Sitting on the Monster at standstill with my 86 kg frame (without riding gear), the Monster felt springy but in practice the suspension behaved rather nicely. It’s a soft ride, and if you’re north of 95 kg it will for sure be undersprung for you.
That softness gives a comfortable ride, and stood up to medium speed thrashing over some rather average roads we encountered on the test south of San Francisco (the area we rode reminded me very much of the Black Spur just out of Melbourne).
The suspension proved compliant despite the basis loadout on paper
Part of why the suspension, basic as it is, works is because there’s less weight to suspend. In creating the 2021 Monster, Ducati has lopped 18 kg of mass off compared to the outgoing Monster 821. When you consider most manufacturers struggle to get even a few kegs off with a new model while having to contend with the extra weight posed by the Euro5 catalytic convertors, that’s a mighty impressive feat from Bologna.
The result is the Monster is far more nimble than it was, dancing from corner-to-corner with only so much as a look and a slight tug of the bars. This, combined with the extra pep from the 931 cc motor (and the switching off of the wheelie control) makes for some, err, spirited front tyre conservation on the new Monster.
The new Monster does mark a fairly drastic departure from tradition, but is well rewarded in the ride
That’s the crux of the 2021 Ducati Monster: it doesn’t look or feel anything like it did before. While some will lament the loss of the steel trellis frame or the fat headlight or the tank that was about twice as wide as it is now, there’s no denying this is a bloody fun bike to ride.
When you look at the competition, it’s probably third overall behind the MT-09 and the KTM 890 Duke/Duke R in outright performance, which is fine because those two are a bit harder edged than the Monster, which will appeal to new riders more than the other two.
Brakes are also Brembo units front and rear, including the front master-cylinder
To this end, there’s multiple seat and suspension heights you can get with the Monster. The engineers have pulled the handlebar 66 mm closer to the rider, and placed the footpegs 10 mm lower and 35 mm further back, all helping you maintain a straighter back and taking weight of your wrists. It’s therefore not as painful over a long distance, although the Monster still isn’t (in my opinion) a great option for long range touring – especially given the lack of cruise control.
Taking a leaf out of the Ducati Scrambler book, the Monster gets a ton of interchangeable bodywork bits that give the rider a touch of customising ability without the need for an angle grinder.
There will also be a range of accessories available, from aesthetic mods through to exhausts
The bodywork covering the tank clips off and there’s six different patterns you can replace them with, or you can just go nuts with a spray can safe in the knowledge that if it all goes bad (which it probably will), you’re not up for the cost of a new fuel tank – just the cover.
On top of that you’ve got the usual Termignoni mufflers, carbon guards, little belly pans that look super cool, skinnier mirrors, bar-ends, tank and seat bags, heated grips and alarms, and lots more in the Ducati parts catalogue.
The new Monster is certainly a case of ‘out with the old, in with the new’, and despite the internet rage surrounding the design, I can tell you from the hot-seat Ducati has done an excellent job. And I personally love the look of the Daytime Running Light (DRL), the sharper seat section and the redesigned tank.
The DRL is futuristic but works…
There’s a few things like exposed wires around the admittedly very plastically-looking engine and a couple of finishing touches here and there that detract from the quality of the motorcycle, but overall, the Monster is a big improvement compared to the outgoing 821, and that’s exactly the point of bringing out a new model.
