The Laverda 1000 triple was first seen at the Geneva Show in 1969. At this early stage the motor was basically a 750 twin with an extra cylinder grafted on. It was still a single OHC design with the starter behind the cylinders and the belt-driven generator in front.
However by 1971 Massimo Laverda and Luciano Zen had massively reworked the design. It now sported a DOHC cylinder head with narrow angled valves, together with very substantial crankcases.
The original 120º crank was replaced by a 180º unit (the outside pistons moving together, with the centre piston 180º out of phase).
The new design was first displayed at the 1971 Milan Show, named the 1000C, and the bike I photographed is in fact this prototype, with engine number 1000 001.
By comparison to the production bikes that followed in 1972, it is quite unique with sand-cast cases of a different pattern, 750 instruments and handlebar, ignition key placement and even sand-cast Dell’Orto carbs.
The 180º motor was replaced by a rubber-mounted 120º in 1982 and after evolving through a total of 16 different models production of the triple ceased in 1986.
Moto Guzzi’s V7 is one of the brand’s most celebrated and well-known models, with the third generation currently on offer in the form of the V7 III. Recently the 2019 Stone and Stone Dark Pack variations were updated for the new year model and presented at EICMA.
The V7 III family is made up of seven versions – the Stone, Special and Racer; joined by V7 III Rough, V7 III Milano and V7 III Carbon, which introduce a series of special parts capable of giving each one a very different connotation and a unique character.
V7 III Limited, made in only 500 numbered units, represents the most recent news in a range which, for 2019, offers aesthetic upgrades on the V7 III Stone, available from next spring also in the “Night Pack” variation, characterised by full LED lights and new specific stylistic details.
2019 V7 III Stone
The 2019 Model Year of the eclectic V7 III Stone forsakes any chromium detail to embrace matt black paint, paired with a saddle that has a passenger grab strap. The headlight frame is also not chrome, but black.
The front mudguard is painted to match the fuel tank and the logo on the side panels has been completely renewed, as has the eagle that decorates the tank, now done in a burnished finish.
The total “dark matt” look characterises the new V7 III and distinguishes it from the other versions, but that is not the only difference. V7 III Stone rolls on alloy wheels and has single circular display instrumentation. The front mudguard is further shortened to enhance the essential nature of this model.
In addition to Nero Ruvido, V7 III Stone is available in two new and attractive satin finish colour schemes , Grigio Granitico and Rosso Rovente.
2019 V7 III Stone ‘Night Pack’
In 2019 the V7 III Stone will also be available in the Night Pack variation, characterised by significant styling and functional changes, the first of which is the implementation of new LED lights which ensure high lighting power for the headlight, turn indicators and taillight.
This version, aesthetically defined by the low positioning of the headlight and the instrument cluster, boasts a new rear mudguard, short and sleek, on which the brake light bracket is integrated, as well as the licence plate holder, which is also revamped.
The dedicated saddle is heat welded and enhanced by the embroidered Moto Guzzi logo. V7 III Stone Night Pack will be available in the classic Nero Ruvido livery and in the Bronzo Levigato and Blu Pungente variations. Unfortunately though, on present indications the 2019 Moto Guzzi V7 III Stone Night Pack will not be in Australia until the second half of 2019.
2019 Moto Guzzi V7 III Stone Specifications
Air-cooled, four-stroke longitudinally mounted V-Twin, OHV, 2-valve with ally pushrods and rockers
Bore & Stroke
80 x 74mm
Max. Power Output
38 kW (52 hp) at 6200rpm
60 Nm at 4900 rpm
Fuel Tank Capacity
21 L(inc reserve)
5.5 l/100 km
12V 330W 14 Amph
Single disc, dry with cush drive
Double cradle tubular frame in ALS steel with detachable elements.
Dimensions (L x H)
2185mm x 1100mm
40mm hydraulic telescopic fork, 130mm travel
Die cast light alloy swingarm with two shock absorbers, adjustable spring preload
Yamaha announced two separate recalls for the YZF-R3, one for a problem with the gear shifter and the other for a potential coolant leak. The gear shifter recall affects 11,240 units of the R3 from model years 2015 and 2016 while the coolant leak recall affects 16,760 units from 2015 to 2018.
According to the recall documentation released by the National Highway Traffic Safety Administration, the upper radiator hose on the affected R3 models may crack, resulting in a coolant leak. Yamaha attributes the problem to a lack of proper vulcanization of the hose material. Radiator hoses exhibiting this problem may have a visible bulge and exhibit signs of coolant loss. Affected engines may also run hotter than usual.
Yamaha Motor Corp. U.S.A. first became aware of this problem in late November after the issue was flagged by its Yamaha’s production center in Indonesia. An ensuing quality control review identified the cause of the problem and Yamaha began recall procedures.
Authorized dealers will install a new upper radiator hose on recalled motorcycles.
The second recall is for potentially faulty shift shaft torsion springs. According to the recall documentation, the torsion springs may not have been sufficiently strengthened by shot-peening during manufacturing. As a result, the torsion springs may break, making it difficult to shift gears. Motorcycles with this problem may be prone to missing shifts, have noisy shift levers or have a loose lever feel.
This issue was also discovered by Yamaha Indonesia Motor Manufacturing in late November.
Yamaha dealers will replace the shift torsion springs on recalled R3 models with a new spring.
Kawasaki has issued a recall for the Z900RS and the Z900 because of poor routing of the rear brake hose and rear wheel speed sensor wire. The recall is only for 2018 models, including both ABS and non-ABS versions of the Z900, but not the Z900 Cafe. The recall affects 1,173 motorcycles in the U.S.
According to recall documentation released by the National Highway Traffic Safety Administration, the brake hose and wheel speed sensor wire on the rear wheel may have been positioned too close to the tire, in some cases close enough to come into contact. Should this occur, either the hose and the wire may become damaged. A damaged hose may result in brake fluid leakage while a damaged wire may affect ABS performance or speedometer readings.
The problem was first reported in September by a Kawasaki distributor in Europe, with a rear brake hose damaged by contact with the rear tire. Kawasaki opened an investigation into the way the hose and wire were assembled, and determined some models were not put together properly. Kawasaki began recall procedures on Nov. 30.
Kawasaki dealers will examine the rear brakes on recalled motorcycles and ensure that the brake line and wheel sensor wires are properly positioned. Any damaged hoses or wires will be replaced. Kawasaki assembly line operators were also retrained on how to properly route the rear brake assembly and an additional inspection process was incorporated to check on the routing.
Billy Van Eerde to add FIM CEV Repsol Ride to his dance card in 2019
The stellar rise of Aussie youngster Billy Van Eerde shows no signs of abating with the 16-year-old selected, amongst a combination of talented youngsters from the Asia Talent Cup and British Talent Cup to race under the Junior Talent Team umbrella in the 2019 FIM CEV Repsol Moto3 Junior World Championship.
Promoting and running talents from different paths on the Road to MotoGP, the Junior Talent Team unifies three team names under the same umbrella, and unites the efforts of Dorna talent promotion programs, including the sponsors and partners who provide important backing to young riders and teams. In 2019 the project continues to count on the valuable support of Honda, Kushitani and Astra Honda.
Billy Van Eerde won the Asia Talent Cup this year and will start his second year in the Red Bull Rookies Cup in 2019, and will now also race the highly competitiv FIM CEV Repsol Moto3 Junior World Championship.
Junior Talent Team 2019 Line-Up
30 Max Cook GBR (16) British Talent Team
31 Bill Van Eerde AUS (16) Asia Talent Team
32 Haruki Noguchi JPN (17) Asia Talent Team
33 Yuki Kunii JPN (15) Asia Talent Team
34 Mario Aji INA (14) Astra Honda Racing Team
Billy Van Eerde makes the step to the FIM CEV Repsol as the reigning Idemitsu Asia Talent Cup Champion after being crowned in the final round at Sepang International Circuit. The first Australian IATC race winner and Champion, Van Eerde will be racing in the JTT alongside the rider he narrowly beat to the crown: Haruki Noguchi from Japan.
The pair will join Yuki Kunii, the veteran of the squad and now a Moto3 Junior World Championship race winner aiming even higher in 2019, in Asia Talent Team colours.
Max Cook arrives in the JTT fresh from a top season in the British Talent Cup, where he took a number of wins and was a consistent pacesetter and frontrunner. Cook also has experience in the Red Bull MotoGP Rookies Cup and the European Talent Cup ahead of this next step as the British Talent Team rider in the JTT.
Mario Aji from Indonesia is the final rider in the JTT in 2019. An IATC race winner and standout performer at many rounds in 2018, ‘Super Mario’ moves into the Junior Talent Team structure in Astra Honda Racing Team colours.
After race wins, multiple podiums and some impressive showings in 2018, the JTT is now ready to attack a new season with a number of new faces – with experienced Kunii ready to lead the way.
Action begins for the five riders with a winter training camp soon to be confirmed, before racing starts on the 7th of April at the Circuito do Estoril in the FIM CEV Repsol season opener.
Here is your 2019 WorldSBK pre-season form guide ahead of Phillip Island’s kick-off of the Motul FIM Superbike World Championship next February 22-24.
The grid forecast for February is hot with a grid of seasoned pros going into battle against World Champions from the Grand Prix ranks, as well as a couple of hotshots returning to the production series for the Yamaha Finance backed season opener at Phillip Island.
The new three-race format also launches at the island, with the 10 lap Sunday morning sprint adding to the 2 x 22 lap traditional WorldSBK races.
A three-day ticket at $120* as it includes free Paddock Access and can be purchased at www.worldsbk.com.au or Ticketek.
Led by reigning world champion Jonathan Rea, 10 riders on the 2019 WorldSBK grid have won a total of 181 races between them. Rea has a whopping 71 one of those, followed by Tom Sykes (34), Chaz Davies (29), Marco Melandri (22), Eugene Laverty (13), Leon Haslam (5), Ryuichi Kiyonari (5), Michael van der Mark (2), Alex Lowes (1) and Jordi Torres (1).
Haslam and Kiyonari return to the WorldSBK ranks in 2019 – the latter for the first time since 2009! – while the grand prix stars are Spaniard Alvaro Bautista and German Sandro Cortese. And they bring with them major firepower: Bautista was the 2006 125cc champion and went onto win 16 races in the lightweight and intermediate classes before moving into MotoGP, where he was a three-time podium finisher; while Cortese was the 2012 Moto3 champion and in 2018 clinched the world supersport title in his first attempt.
WorldSBK 2019 Form Guide
Four-time world champion Rea will remain at home with his Kawasaki Racing Team WorldSBK. But there’s been a change on the other side of the garage, as Haslam joins the squad. Signing a one-year deal, the British champion returns to WorldSBK for the first time in 2015 – although we have seen him every year since then during wildcard appearances.
It’s a similar story over in the Aruba.it Racing Ducati garage, with Davies remaining in the team for a sixth season as he rides the sensational new Panigale V4 R. But he will also have a new face on the other side of the garage, as Bautista joins the factory team for 2019. Davies has finished runner-up on three occasions in WorldSBK but will have his eyes on the world title. For Bautista, his pace in early testing has been impressive.
There will be no changes at the Pata Yamaha Official WorldSBK Team, as van der Mark and Lowes line up with their YZF-R1s for the third season in a row. Both riders took their first WorldSBK wins in 2018; van der Mark took the double victory around Donington Park, and Lowes followed with the race two win around Brno.
Welcoming the return of BMW as a factory support, the BMW Motarrad WorldSBK Team, run by Shaun Muir Racing, will be lining up on the grid with reigning STK1000 champion Markus Reiterberger and 2013 WorldSBK champion Sykes. Reiterberger, who dominated the STK1000 class on a BMW in 2018, has experience in WorldSBK, while Sykes boasts some of the most experience in the paddock.
Fielding a third Ducati Paniagle V4 R in 2019 will be the Barni Racing Team, which has signed Michael Ruben Rinaldi. The Italian already has one year of experience in the WorldSBK class under his belt. Joining the best independent team of 2018, who secured six podiums last season, his experience and relationship with Ducati will no doubt help to continue this into 2019.
Making the step up from the European Superstock 1000 Championship, Alessandro Delbianco will line up on the grid with the new Althea MIE Racing Team as it makes the switch to Honda in collaboration with the mighty Honda Racing Corporation (HRC) as it returns to the championship for the first time since 2002.
Still without an official team name, Althea will be collaborating with Moriwaki and HRC for 2019. British rider Leon Camier will stick with Althea and Honda after a tough season, while Japanese legend Kiyonari will ride for HRC.
Camier had a strong start to 2018 with but ended in 12th overall after being plagued by injury and bike problems. Kiyonari has 53 race starts to his name, with three wins overall and experience in many national superbike championships.
Yamaha will be offering a second factory supported team in 2019, with Cortese and Melandri lining up for the GRT Yamaha WSBK Team. Cortese is keen to adapt his riding style for the new season ahead. Bringing in Melandri to join him, the veteran heads back to Yamaha for the first time since 2011 and was a WorldSBK race winner in 2018, so the duo will soon find the right direction for the team.
Sticking with the same team for 2019 will be Toprak Razgatlioglu, who heads into his second season with Kawasaki Puccetti Racing. The young Turkish star was able to secure two podiums in 2018, as he continues to get to grips with the ZX-10RR. Securing the STK1000 title in 2017, Razgatlioglu has a natural speed which he is continuing to define with the WorldSBK machine.
Last but not least, Torres has recently announced he will be making his return to the WorldSBK paddock after a brief stint in MotoGP as a replacement rider. The Spanish rider is joining Team Pedercini Racing for 2019, and will make his debut on the Kawasaki machine, debuting on the ZX-10RR.
The full WorldSBK grid begins pre-season testing again in late January, with the final shakedown at Phillip Island on February 18-19 ahead of round one and the three-race formula debut, an 18-lap world supersport race and nine national support races in superbike, supersport and supersport 300 – the start of the 2019 Aussie title.
Tickets now on sale
As an extra bonus at WorldSBK, all three-day ticket holders are gifted free paddock access kids 15 and under^ are free.
A three-day general admission is $120* secured in advance, or $230* when you add camping to your purchase an available at www.worldsbk.com.au or Ticketek.
*All ticket prices quoted purchased in advance and subject to Ticketek service and handling fees. Book now and save on gate prices.
^Children 15 and under are free and must be accompanied by a paying adult.
The very first Super Cub C100 was introduced in 1958, Honda’s 10th year of existence. Designed by Soichiro Honda and his long-time business partner Takeo Fujisawa, its stated aim was straightforward: ‘To provide the joy of playing a useful part in people’s lives’.
Nearly 60 years later, in 2017, the 100 millionth Super Cub was built, making it the most popular motor vehicle the world has ever seen. And along the way the Super Cub’s simple attributes of style, reliability, frugality and sheer usability have never gone out of fashion; it has quietly achieved exactly what Soichiro and Takeo wanted – to get people mobile and keep them mobile.
Up until now the latest model – the Super Cub C110 – has been available in Japan, where it’s proved popular with business users including the Japanese Post Office, and South East Asia, where it’s found a place in people’s homes as private transport.
Aware of a whole demographic of urban riders – both younger and more mature – who are looking for retro-inspired machinery with real credibility and head-turning style, Honda unveiled the Super Cub C125, an evolution of the legendary machine and the next chapter in its long history, designed for modern life in a busy city.
Honda Australia has confirmed the machine will be coming Down Under in limited numbers. Only 72 of the machines, the same number of years since Mr Honda first founded the ‘Honda Technical Research Institute’, which was destined to became the world’s largest engine manufacturer and known today as Honda Motor Co. will make it to Australia where they will sell for $6099 Ride Away.
Mr Tadamasa Maeda – Large Project Leader
“We know our customers, male or female, take their personal style seriously and we want our new #supercub C125 to enrich their lifestyle. Its timeless design expresses value and universality, and we have added a new level of performance to the engine and handling ability to the chassis. Just like it was for our founder, our biggest joy is to play a positive part in daily life – and also put a big smile on the face of every #supercub owner whenever and wherever they ride it.”
Super Cub C125 Overview
The Super Cub C125 marks a new page in the unique story of a vehicle with such universal appeal that it has been sold in over 160 countries, and with such an instantly-recognisable look that it was the first vehicle in Japan to be granted a 3 dimensional trademark.
While the look does not deviate from the classic template, an increase in power and torque thanks to its 125cc engine helps keep the Super Cub ahead of city traffic; its automatic centrifugal clutch has also been upgraded to match the output boost and give ultra-smooth, quiet gear changes.
The steel frame too, has been optimised with a tuned rigidity balance that maintains the Super Cub’s famously welcoming usability. Longer travel front and rear suspension, 17-inch cast aluminium wheels and disc front brake deliver a supple, confident ride with strong stopping power. Full LED lighting brings a modern touch, the Smart Key day-to-day convenience.
Pearlescent paint highlights the evocative design of the Super Cub C125, which will be available in the following options: Pearl Niltava Blue, Pearl Nebula Red.
Super Cub C125 Styling & Chassis
A subtle evolution of the classic clean and timeless Super Cub style,
Full LED lighting
Easy to use, with comfortable riding position and smooth, stable handling
Longer travel suspension
17-inch front/rear wheels and front disc brake
Single channel ABS
Honda Smart Key with ‘answer-back’ function for day-to-day convenience
The Super Cub 125 is designed with one word in mind; universality, it has to be easy for a wide range of people to use. There is a clean look and feel to all the detail parts, with balance between the smooth, gently-curved body parts and the hard edge of the leg guards and front and rear mudguard tips. The rear guard is ultra-thin – and made of pressed steel rather than plastic – to help emphasize the classic ‘S-shape’ silhouette.
A key element is the ‘unit’ steering, which unifies the separate elements – forks, handlebars and leg shields – into one cohesive whole. On the original machine the handlebars, shaped to be like the wings of a bird, were a tactile and welcoming sales point and the new forged, tapered handlebar wrapped in moulded resin incorporating the switchgear and instruments – mirrors this motif.
The grips are in a natural, easy to hold position and complement the straight-backed riding position, which gives excellent forward and all-round visibility. Aiding comfort, the seat uses thicker, high-density urethane foam than the C110 for enhanced comfort and is also cut back on both sides up front, helping ground reach.
All lighting is contemporary and LED, while the instruments highlight the depth of the overall design with two lenses separated by dual chrome rings; the outer ring houses the sweep of the analogue speedometer’s needle plus warning lights, the inner an understated, digital display.
A modern finishing touch is the Honda Smart Key; put it in a pocket and forget about it, the Super Cub C125 is live and good to go. It also controls the immobiliser as an extra theft deterrent, and is equipped with an ‘answer back’ function whereby the indicators will ‘blink’ at the push of a button to make finding the vehicle easy in busy parking areas. And, with a nod to its forebears (and underlining its #honda history) a historical 3D ‘Old Wing’ logo crowns the Smart Key fob.
Easy handling has always been another Super Cub strength. To maintain its reassuring nature, but upgrade it for the 125cc specification, the C125 started with the C110 tubular steel ‘backbone’ frame as a base. The rigidity balance has been tuned around the headstock and engine hangers, to optimise performance for the larger capacity engine while handlebars and seat are now rubber mounted. The footpegs also feature rubber inserts.
Rake and trail are set at 26.5°/71mm with wheelbase of 1245mm. Wet weight is 109kg. Front telescopic forks feature 100mm travel, the twin rear shocks 84mm to soak up bumps (10/19mm more than the C110).
Elegant 17-inch cast aluminium wheels add stability and steering precision. Tubeless tyres are fitted, sized 70/90-17 front and 80/90-17 rear. A 220mm front disc brake and single-piston caliper is matched by a 130mm rear drum.
Super Cub C125 Engine
Simple, robust, reliable, economical; the Super Cub C125 engine in a nutshell. The air-cooled two-valve fuel-injected SOHC 125cc unit has been enhanced cosmetically with a matt metallic-look paint finish and chrome detailing to give it a premium look, and also updated internally to improve the riding experience.
Engine noise is kept to a minimum by the use of helical primary gears and higher precision crank journal bearings. Bearings have been added to the shift drum for a slicker gear change; rubber is employed on the shift arm (also to reduce noise) and optimised clutch damper rubber reduces shift shock.
Bore and stroke are set at 52.4 x 57.9 mm, with compression ratio of 9.3:1. Peak power of 7.1 kW is delivered at 7500rpm, with torque of 10.4 Nm at 5000rpm. Both power and torque curves are linear, with Honda claimed a healthy bulge from mid-range to peak. The gearbox is a 4 speed unit and – in classic Super Cub tradition – gear changes are operated via an automatic centrifugal clutch, without the need for a clutch lever.
The Super Cub C125 engine returns 66.7km/l (WMTC mode), giving a range of approx. 245km from the 3.7L fuel tank.
Honda Super Cub C125 technical specification
Engine – Air-cooled SOHC 4-stroke 2-valve, 125 cc
Bore x Stroke – 52.4 x 57. 9mm
Compression Ratio – 9.3:1
Max. Power Output – 7.1 kW @ 7,500rpm
Max. Torque – 10.4 Nm @ 5,000rpm
Fueling – PGM-FI electronic fuel injection
Fuel Tank Capacity – 3.7 litres
Starter – Electric
Battery – 12V-3.5AH
Clutch Type – Wet multi plate clutch and automatic centrifugal clutch
KTM’s 690 Enduro R returns for 2019 with a promise of more refinement in what is designed as a dedicated long distance enduro motorcycle. Versatile enough to tackle both the road and trails, while offering an engaging and fun experience no matter what the terrain.
In the new for 2019 690 Enduro R KTM engineers set out to make all the best parts even better and the 690 Enduro R is now powered by another generation of the LC4 with more horsepower and torque, an impressive 74 horsepower and 73.5 Nm, and now delivered in a more refined manner thanks to ride-by-wire technology and dual balance shafts.
Sharper and slimmer, the new bodywork features a redesigned seat and enhanced ergonomics, alongside the lightweight chassis coupled with fully-adjustable WP XPLOR suspension for a competent package for experienced riders yet confidence inspiring for those new to dirt. Better still 690 Enduro R retains its sure-footed reputation for street riding – increasing versatility as daily ride.
The new electronic systems on the 690 Enduro R also delivers the most from this machine in all situations. Two ride modes – Offroad and Street – produce different characteristics of throttle response and motorcycle traction control (MTC), while cornering sensitivity for the ABS and traction control also make its debut on this bike.
2019 KTM 690 Enduro R Features
Dynamic LC4 single-cylinder 690cc 4-stroke engine
74 hp (55 kW) @ 8000 rpm
73.5 Nm @ 6500 rpm
Electronic fuel injection, ride by wire, two balancer shafts
PASC slipper clutch
Six-speed transmission with Quickshifter+ for clutchless up- and downshifts
13.5 litre fuel capacity
146 kg dry weight
Ultra lightweight chrome-molybdenum trellis frame
Sharper, slimmer bodywork in the style of the latest KTM competition bikes
Optional low chassis kit for 40 mm lower seat height
Two ride modes (Street, Offroad), lean angle sensitive cornering ABS
Motorcycle traction control (MTC) with advanced offroad mode
Stainless steel exhaust with catalytic converter
High-quality die cast aluminum swingarm and linkage type rear suspension
Fully adjustable WP XPLOR shock absorber
Fully adjustable WP XPLOR upside-down fork with separate damping circuits
Quality Brembo brake system
74hp LC4 engine
At the heart of the 690 Enduro R is the latest version of the LC4 engine; a powerplant with origins 30 years ago in Hard Enduro KTM machines, which has since benefited from constant evolution, including experience learned from racing single-cylinder engines on and off-road in world championship competition.
The 690 Enduro R also ties into KTM’s commitment to producing high performance ‘monos’ with their distinctive character and abilities. More power and torque were logical progressions – 74hp and 73.5Nm – but this comes complete with refined delivery; improved smoothness, better response and fuel efficiency.
High end chassis with WP suspension
Under the new seat and fresh bodywork – both optimised for style and better movement on the bike – is an all-new chassis. Designed to be confidence-inspiring with ease of handling, the powder coated chromium-molybdenum-steel trellis frame is joined by an enlarged fuel tank capacity of 13.5 litres (+1.5 l), offering better than ever range.
Equipped with lightweight, CNC milled hubs mated to high-end 21in and 18in rims fitted with grippy and enduring Mitas E07 tires, both ends of the KTM 690 ENDURO R are fully adjustable WP XPLOR suspension, with performance akin to competition offroad bikes, while also offering strong road performance.
Specially adapted from the EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of chrome-molybdenum steel tubes via highly rigid forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out.
Top shelf electronics
Allowing riders to get the most from the 690 Enduro R multi-terrain machine is an array of top-level electronic systems, including lean angle sensitivity braking and traction functions, and two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems.
Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel, while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces clutchless up and downshifting through the six speed transmission.
Arriving in Australia first half of 2019 – Pricing TBA
Following in the footsteps of the C 400 X which was announced last year, BMW have now announced the C 400 GT, expected to arrive in the first half of 2019, alongside the X, and provides what BMW describe as a ‘Gran Turismo’ variation on the mid-range scooter.
Designed as a versatile option the C 400 GT is at home riding into the city centre, travelling to the office or enjoying a tour over the weekend – not just as alone but with a passenger, too.
2019 BMW C 400 GT features
350cc single-cylinder engine
High torque and CVT gearbox.
25kW (34hp) at 7500 rpm and 35Nm at 6000rpm.
EFI, digital engine control, ASC
Rugged tubular steel frame.
Torsionally stiff drivetrain swing arm
Two spring struts at rear
Powerful braking system with ABS as standard
Passenger footboards instead of separate footrests
Seat with separate rider backrest
LED lighting technology as standard
LED daytime riding light as option
Keyless Ride as standard
Multifunctional 6.5-inch full-colour TFT screen
Increased wind and weather protection
Generous storage space with two storage compartments and flexcase
Compact & efficient CVT 350cc single
The drive unit of the C 400 GT has been developed to directly integrate the CVT gearbox as well as a secondary drive in the form of a drivetrain swing arm. The liquid-cooled single-cylinder engine has a capacity of 350cc, thanks to a 80mm bore and a 69.6mm stroke. Its rated power output is 25kW (34hp) at 7500rpm and the maximum torque of 35Nm is reached at 6000rpm. The maximum engine speed is 8800rpm, and the C 400 is LAMS legal in Australia.
The liquid-cooled single-cylinder engine has been created with a horizontal, forward-facing cylinder. This makes for a low installation position of the engine, favourable for the overall centre of gravity while at the same time allowing for the step-through that is typical of a scooter.
A high level of running smoothness is ensured by a counterbalance shaft positioned above the camshaft which is powered directly by the latter via a spur gear. It rotates in the opposite direction to the camshaft, counterbalancing almost perfectly and reducing vibration to an absolute minimum. In addition, the entire drive unit is connected to the suspension by silent blocks for vibration decoupling.
The four valves in the combustion chamber are controlled by means of an overhead camshaft powered by a roller chain and two forked rocker arms. The roller chain is guided by a slide rail, with a manually adjustable mechanism ensuring the correct tension.
On the intake side the valve angle is 13 degrees while on the exhaust side it is 14.5 degrees to the longitudinal axis of the cylinder. The compression ratio is 11.5:1. The diameter of the valve heads is 32.5 mm on the intake side and 27.2 mm on the exhaust side.
Carburation is taken care of by an EFI system with a desmodromically activated 40mm throttle valve unit and a very compact BMS-E2 engine control. Drawing on additional engine and environmental parameters (including engine temperature, air temperature and ambient air pressure), the engine control calculates individual figures for injection quantity and ignition timing. The fuel tank has a capacity of 12.8 litres for 95 octane (four litres reserve).
The engine housing is compact in design and made of die-cast aluminium. An oil pump driven by a spur gear takes care of lubricant circulation: an electronic oil warning alert provides feedback when the lubricant reaches minimum level. The oil level can also be checked using a dipstick. The drive unit as a whole weighs some 47 kg.
A sophisticated cooling concept ensures coolant flows through the cylinder head, entering at the front of the cylinder head on the hotter exhaust side . The water pump positioned on the right-hand side of the engine ensures circulation of 1.6 litres of coolant. Due to its high degree of efficiency, a relatively small surface is sufficient for heat dissipation in all conditions.
Power is delivered from camshaft to a continuously variable gearbox (CVT) with automatic radial centrifugal dry clutch on the output shaft. Secondary power transmission to the rear wheel is taken care of by a gear stage that is positioned directly at the output shaft. The C 400 GT is additionally fitted with the automatic stability control system ASC, ensuring extra safety during acceleration even in adverse road conditions.
Rugged chassis & 15/14in wheels
The frame of the C 400 GT is a torsionally stiff tubular construction, with a solid cast iron unit in the area of the swing arm bearing. With a wheelbase of 1565mm, a steering head angle of 63.8 degrees and a castor of 81 mm, geometrical suspension data that are quite similar to those of a motorcycle.
Rear wheel control is taken care of by the double-sided swing arm made of chill cast aluminium. It is a single unit supplemented with a bolted side cover for additional torsional stiffness. The job of suspension and damping is performed by two directly articulated spring struts. Generous spring travel of 112mm provides the basis for comfort and ride stability, and offers reserves for carrying a passenger and luggage. Front wheel control consists of a telescopic fork with a tube diameter of 35 mm and a spring travel of 110 mm.
The C 400 GT rolls on light alloy diecast wheels, with the front boasting a 3.50 x 15 inch clad in a 120/70-15 tyre. The rear wheel is a 4.25 x 14 inch and it is fitted with a 150/60-14 tyre. The reduced rear wheel diameter of 14 inches at the rear allows the use of the flexcase for ample storage space.
A Continental MK 100 MAB 2-channel ABS unit weighs just 700g, and is mated to a twin front disc brakes with a diameter of 270mm and two radially bolted four-piston floating calipers with a piston diameter of 28mm. On the rear a single disc brake with a diameter of 270mm and a single-piston floating caliper with a piston diameter of 32 mm are featured. High-quality braided steel brake lines are also fitted.
Both a side stand and a centre stand are fitted, with the latter including a cleverly devised kinematic system that makes propping up the motorcycle simple.
The electrical system of the C 400 GT is based on the system found in other BMW Motorrad models. It is a CAN (Controller Area Network) bus system. This means that the instrument cluster, the ABS and engine control unit, the electronic immobiliser and the optional alarm system (DWA) are all interconnected.
A power socket in the right-hand storage compartment comes as a standard feature. A mobile phone can be charged here during travel, while at the same time being connected to the BMW Motorrad Communication System in the rider’s helmet via Bluetooth.
The wiring harness of the new BMW Motorrad midsize scooter is designed in such a way that all optional electrical equipment features such as heated grips and the alarm system can easily be retrofitted ex works; this also applies in the case of optional accessories or individual optional equipment items.
The C 400 GT also features highly luminous LED technology, as well as optional daytime riding light (country specific) in the new C 400 GT likewise features LED technology. The front and turn indicators are organically integrated in the trim panel.
The instrument cluster comprises a easily readable LCD screen with integrated engine speed display and an analog speedometer with a scale optimised for easy for reading. In addition, all indicator lights such as the ABS, engine and oil level lamps are integrated in the instrument cluster.
New optional equipment is the Connectivity package, featuring an instrument cluster in the form of a 6.5-inch full-colour TFT screen. In conjunction with the further advanced BMW Motorrad Multi-Controller offering integrated operation, it allows the rider to access vehicle and connectivity functions thanks to the BMW Motorrad Connected App available for free from the Google and Apple app stores.
Gran Turismo design
The new C 400 GT features a modern appearance, in the BMW Motorrad design philosophy. The front silhouette is dominated by the aerodynamically designed twin LED headlight with thedesign of the LED daytime running light (country-specific) in the form of fibre optic elements.
Bash plates – side trim elements at the front – underscore the new Gran Turismo membership of the BMW Motorrad family. The LED turn indicators are integrated in these, too, and the twin-tipped engine spoiler with integrated radiator grille is also a clear reference to BMW motorcycle design.
The windshield, which is higher than that of the C 400 X, was developed with the aim of increasing possible wind and weather protection as well as reducing wind noise to a minimum. It is rigidly mounted on the trim and enables lengthier rides at higher speeds.
The seat height of the C 400 GT is 775mm, aiming to cater for taller riders and also has a separate rider backrest. A seat with a reduced height of 760 mm is available as an optional accessory. Both the rider’s and passenger’s feet rest on comfortable footboards integrated in the body.
The generous storage space of the new C 400 GT also makes the scooter ideal for shopping trips into town, riding to work and even lengthier tours. The flexcase under the seat provides ample room and comprises a flap in the rear base which can be opened to provide a downward extension of the storage space.
This versatility is enabled by the use of a rigid but pliable material based on Kevlar that creates a flexible but dirt-resistant, waterproof and durable connection between the flap and the rear base. This storage solution by BMW Motorrad is able to accommodate an integral helmet and a jet helmet when the scooter is parked. The BMW flexcase is closed during travel.
In the front section of the step-through there are two additional storage compartments, each of which is opened by means of a button. Both compartments are locked automatically with the scooter itself. Keyless Ride controls the following lock functions: ignition, handlebars, seat, fuel filler cap and storage compartments. In the right-hand storage compartment there is also a 12-volt power socket for electronic devices.
A USB adapter is also available as an optional accessory. The new C 400 GT can also be fitted with a luggage bridge (optional accessory) for transportation purposes that enables attachment of a topcase (also an optional accessory).
The Alpine White colour sceme highlights the distinctive styling of the new C 400 GT. As an alternative, the paint finish Moonwalk Grey metallic is also available, as is the third paint finish – Blackstorm metallic.
2019 BMW C 400 GT standard features
BMW Motorrad ABS
LED lighting (headlight, tail light, brake light, turn indicators)
Hickman moves into contention with victory at Manfeild
The second of three rounds in this year’s Suzuki Series at Manfeild Circuit Chris Amon, in Feilding, on Sunday picked up when it had left off at round one in Taupo a week earlier, again bursting with edge-of-the-seat racing.
Visiting British rider Peter Hickman is one of the series’ draw-card riders, but the Isle of Man champion didn’t really feature at Taupo. The same could not be said after his stunning performance at Manfeild on Sunday.
Hickman won both of the day’s glamour Formula One superbike races and looked comfortable doing it, rocketing up from 11th overall after the Taupo opener to now be placed third in the series standings, just eight points behind defending Suzuki Series champion Scotty Moir, of Taupo.
Moir qualified fastest in this class and he then finished the day overall runner-up, his carding of 2-4 results in the two F1 races enough to give him a one-point edge over Wainuiomata’s Shane Richardson for the day’s tally, although Richardson still leads the series standings.
Richardson finished 4-2 in his two F1 outings on Sunday, equal to Moir’s race results, but Moir’s extra point for setting the fastest qualifying time gave him the welcome boost.
Richardson’s series lead has suffered only minimal damage – he has gone from four points in front of Moir to now have just a three-point advantage over Moir.
Hickman, on the other hand, made gigantic advances after his Kiwi debut at Taupo.
“It wasn’t all doom and gloom at Taupo, but I think this (Manfeild) circuit better suited the bike than the track at Taupo did,” Hickman said.
“The level of talent here in New Zealand is actually quite good. It definitely wasn’t easy to win today,” said the 31-year-old Lincolnshire man.
“It’s my first time in New Zealand, but it has all been good. We only got to the Taupo track the day before the racing there. I only landed Friday morning and I was racing there Saturday and Sunday, so I was sort of thrown in at the deep end, but I still really enjoyed it.
“I hadn’t seen the circuit before at Taupo, but I earned a front-row start position. Then race one at Taupo I was running third when I had a coming-together with another rider and we both ended up in the gravel. It wasn’t my fault, but that’s just the way it goes sometimes.
“In the second race at Taupo, the temperature was so hot that the track became very slippery. It didn’t help my cause in any way, but I was still in touch with the front boys and I managed to finish fifth in the end.
“I didn’t have any jet lag at Manfeild and had an extra day riding here, so I went better there,” he said matter-of-factly.
“On my way to Manfeild I stopped off in Whanganui and did a couple of laps (of the Cemetery Circuit) in the car. I knew it was a short circuit, but I didn’t think it was so wide,” said Hickman, unaware perhaps that the Cemetery Circuit has never before been described as or considered by most racers as ‘wide’.
“I think there are loads of passing opportunities, so I’m feeling confident for Boxing Day. Obviously, I’m not going to get a lot of time to practice on it, which makes things a little more tough, but we’ll have some fun there and do some wheelies and skids. That’s what it’s all about.”
There is only a little bit of respite before the series has its third at final round, the traditional public street race spectacular on Boxing Day (December 26), the bikes on that once-a-year occasion being raced around Whanganui’s iconic Cemetery Circuit.
Despite being a first-time visitor to New Zealand, Hickman is obviously a quick learner and the curbs, tight bends, railway crossings and slick painted road markings at Whanganui should present no problems for the 2018 Isle of Man winner.
There were ALSO changes near the top of several other classes also at Manfeild.
In the 600cc Formula Two class, Whakatane’s Damon Rees was again unbeatable, while his nearest challenger, Rangiora’s Avalon Biddle, dropped from the runner-up spot for the series after crashing while leading the day’s second of two F2 races on Sunday.
The new No.2 rider in this class now is Rogan Chandler, the Lower Hutt man finishing third and second inn the two F2 races on Sunday and moving from fourth to second for the series.
Rogan Chandler edged out Feilding’s Ashton Hughes, who himself moved up from fifth overall to capture third overall thanks to his 4-3 results at Manfeild.
Palmerston North’s Jacob Stroud continues to lead the Formula Three class; Auckland’s Scott Findlay still tops the Post Classics, Pre-89, Juniors class; Te Awamutu’s Gary Morgan remains in control of the Bears (non-Japanese bikes) and Formula Sport, Juniors class;
NZ Suzuki Series 2018 Series Points after Round Two
Formula One superbikes
Shane Richardson (Wainuiomata) 84 points
Scott Moir (Taupo) 81
Peter Hickman (UK) 73.
Formula Two 600
Damon Rees (Whakatane) 102 points
Rogan Chandler (Upper Hutt) 78
Ashton Hughes (Feilding) 71.
Jacob Stroud (Palmerston North) 102 points
Leigh Tidman (Taumarunui) 84
Richard Markham-Barrett (Nikau Valley) 74
Zak Fuller (Taupiri) 90 points
Jesse Stroud (Hamilton) 90 points
Clark Fountain (Greymouth) 88
Post Classics, Pre-89, Seniors
Peter Bogusz (Paraparaumu) 89 points
Gian Louie (Hastings) 87
Duncan Coutts (Whangarei) 74’
Post Classics, Pre-89, Juniors
Scott Findlay (Auckland) 98 points
Dean Bentley (Lower Hutt) 90
Chris Sales (Palmerston North) 62.
Bears (non-Japanese bikes) and Formula Sport, Seniors