The A4DE has been cancelled for the second time in three years with Motorcycling Australia (MA) advising us today that the 2019 Australian Four Day Enduro (A4DE) has been officially cancelled.
2019 A4DE was to be sponsored by Yamaha
The Motorcycling New South Wales (MNSW) Enduro Committee and Far South Coast Motorcycle Club have confirmed that due to government approval delays surrounding the environment in which the 41st edition was to be held, the postponement of the event has officially been changed to cancellation.
Ensuring that Moruya, NSW has the opportunity to host a National Enduro event, MA can confirm that 2020 will feature a two-day, two round Enduro format in Moruya for the Yamaha Australian Off-Road Championship (AORC).
This new two-day Enduro event will provide both club and competitor to experience a multi-day Enduro competition in preparation for the 2020 A4DE and FIM International Six Day Enduro (ISDE).
To ensure the least amount of disruption to rider and teams alike, full refunds will be provided by the A4DE Committee. All queries surrounding the cancelled event and refunds are to be directed directly to the A4DE Secretary, via [email protected].
Ducati and Kawasaki denied of concession parts upgrades during the season.
Image: Supplied.
The FIM has released an update to the 2019 Motul Superbike World Championship (WorldSBK) regulations ahead of the fourth round of the season, set to take place this weekend at the TT Circuit Assen in The Netherlands.
The concessions standings were reviewed at the conclusion of the third round of WorldSBK last weekend in Spain, and after six full-distance races and three sprint races, Ducati has scored 20 concession points to Kawasaki’s 13 and Yamaha’s 3.
As the gap between Ducati and Kawasaki is of just seven points, meaning neither manufacturer will be allowed a concession parts upgrades during the season. All other manufacturers will be allowed one single update for 2019.
In addition to this, DWO and the FIM, in consultation with their performance analysts, have agreed on an update to two manufacturers’ rev limits. The limit for the Ducati Panigale V4 R has been reduced by 250rpm, while the limit for Honda has been increased by 500rpm, to be applied in two steps. Both are with immediate effect.
WorldSBK rookie and current points Alvaro Bautista (Aruba.it Racing – Ducati) has dominated the series so far aboard the all-new V4 R, winning nine races from nine starts.
The ride of a lifetime, the Dainese Riding Master Class is a school unlike any other.
Begin press release:
The Riding Master Class in Misano Adriatico is about to begin, kicking off the first chapter of the Dainese Experience. You’ll feel like a professional in the Riding Master Class as you spend a day on the track riding alongside Valentino Rossi and other VR46 Riders Academy riders.
The Dainese Riding Master Class is scheduled for April 17 at the Misano World Circuit Marco Simoncelli. This is the first event in the Dainese Experience series, a project that aims to unite fans of the brand from Vicenza, providing them with an exclusive experience of a lifetime. The Riding Master Class is split into different levels so that everyone can participate, beginners and aspiring professional riders alike.
The Dainese VR46 Class is an exclusive opportunity to ride on the track with Valentino Rossi, an all-time first. The nine-time World Champion will take on the role of instructor for one day only, offering the lucky participants invaluable advice on how to improve their track riding techniques. Dainese VR46 Class will put all the riders in the conditions to unleash their best potential as never before. Tickets for the Dainese VR46 Class are being auctioned off and the proceeds will be donated to the Marco Simoncelli Foundation.
The Champions Class will put motorbike enthusiasts on the track with professional VR46 riders and stars of MotoGP: Franco Morbidelli, Luca Marini, Lorenzo Baldassarri and Marco Bezzecchi. These top riders will share trade secrets with course participants, who already have significant experience on the track but want to improve their riding technique and optimise their skills…
All the details are available in the “Experience” section of the website https://www.dainese.com.
The Super Hooligan series has contingency money now? Things are getting serious.
Begin press release:
As part of its sponsorship of the Roland Sands Design Super Hooligan National Championship, FOX Factory is introducing its 2019 Race Contingency Program at the Austin, Texas event on April 13, when it also debuts its Indian FTR1200 race shock.
To be eligible for contingency payouts, licensed Super Hooligan racers must run FOX shocks and display a FOX Factory decal on their motorcycles. Payouts are structured as follows: $300 for first place, $200 for second, and $100 for third, plus an additional $500 championship bonus, for a total of $5,300. All payouts will be made at the end of the race season.
“Bob Fox instilled a passion for racing into our DNA several decades ago, and after standing on the top step of the podium at events like the Indy 500, the AMA Superbike Championship, King of the Hammers, the Mint 400 and thousands of mountain bike races, we decided to return to grassroots motorcycle racing with Roland Sands and his Super Hooligan National Championship in 2019,” said Aaron Freitas, FOX’s director of marketing. “Our race contingency program recognizes the hard work of the victors, and it was only fitting that we develop suspension for the RSD Indian FTR1200s.”
Additionally, April 13th is FOX’s debut of its Indian FTR1200 race suspension on the RSD team bikes of Jordan Graham, AJ Kirkpatrick, Jimmy Hill and JD Mosley after development with Cameron Brewer, RSD’s project manager.
“We’re excited to be working with FOX to develop a high-performance race shock for our RSD Indian FTR1200 Super Hooligan race bikes,” Brewer said. “Racing is the best place for R&D and the FOX engineering team is taking our needs seriously. Any company willing to make a race shock so quickly and take the time to send out a crew to go testing definitely means business. I know that what we come up with together and prove out on the racetrack is going to help bring even better products to the market for everyday riders!”
The new Indian FTR1200 has been making the demo rounds across the country before landing on dealer floors this spring, and its suspension demands for Hooligan racing challenged FOX to deliver a solution in less than three months.
“We welcome FOX Factory to the Super Hooligan series as the official suspension sponsor,” Roland Sands added. “FOX will be using the series as a test bed where they can abuse FOX products in the gnarliest situations, as well as support the riders who use FOX product with a contingency program.”
For questions about FOX’s racing program, proper fitment and to order shocks, contact Gary Boulanger at [email protected].
Does your motorcycle idle funky or not at all? There can be several causes for this, but the most common and first thing you should troubleshoot or tune is your carburetor. Today on MC Garage we are going to talk about the idle circuit of a carburetor.
With modern fuel injection a stable idle, no matter the conditions, is a given, but if you have a carburetor in your ride, things could be less consistent. Environmental factors such as altitude and temperature can require you to make some adjustments to your carb.
And of course the darn thing could just be full of crud from sitting too long or from not being serviced for a long time. Ari did a killer video on how to clean a carb a few years ago, we’ve included the link to learn all the ins and outs of cleaning below. For this video we are continuing on proper adjustments of all the systems of the carburetor.
The pilot jet along with the mixture screw is responsible for how your bike idles. It also provides the fuel for about the first 15 to 20 percent throttle. The pilot jet is the smaller of the two jets under the main body of the carb in which fuel flows to mix and atomize with the incoming air on its way to the cylinder.
In your service manual the manufacturer will list the standard size pilot for your bike as well as give alternatives for ranges of altitudes and temperatures. However you can’t just change the pilot and be ready to rip. You might be close, but there are a few steps for tuning. This is where you are going to need to listen to your bike.
First your bike should be warmed up. When the bike is cold you are going to need to use the choke or enrichment circuit. A cold engine needs a richer (more lower air to fuel ratio) to run. Most flat slides will use a seperate enrichment circuit to supply additional fuel. It’s basically a plunger that opens and closes the circuit. Other carbs use a secondary butterfly to limit the airflow while the pilot provides the same metering of fuel, thereby creating that richer mixture. Once the engine is up to temp, turn off the choke.
We also need to be sure your air or fuel mixture screw is in the middle of the range to start this process. If the mixture screw is on the airbox side it’s an air screw. This one meters air into the pilot circuit. Turning it clockwise closes the opening, richening the mixture. Counterclockwise adds air and leans the mixture. Check your service manual, but a proper baseline setting should be around 2.5 turns out (clockwise) from fully closed or seated.
If the mixture screw is on the engine side, it meters fuel instead of air. Clockwise is less fuel and a leaner mixture, whereas counterclockwise is more fuel for a richer mixture. Just like the air screw, check your manual for the standard position or starting point, but a good rule of thumb is this should be around 1.5 turns out. So once you have those in a correct starting position we get down to tuning or jetting.
Let’s discuss what the idle behavior will be like when a warmed-up bike is properly jetted, too rich, and too lean. A proper idle should be consistent without any input from the throttle. It should also settle quickly after revving the engine.
If it’s too lean, you’ll find a hesitation or bog right off idle when you crack the throttle. Also, when revving the engine, the rpm will hang at a higher level than normal idle or will not settle into a consistent idle quickly.
A too-rich pilot setting will give you a sputter when the throttle is cracked. Response will just feel a bit heavy or sluggish. When the engine is revved, the rpm will drop quickly and dip below ideal idle before recovering; sometimes it will just die.
Depending on that behavior you should have a pretty good idea if you need more or less fuel. Is it rich or lean? From there begin with the mixture screws. Lean or richen the pilot circuit one-quarter turn at a time. Rev the engine, listen, feel, and repeat. If you get a nice, stable idle, you’re good to go. If you can’t get that nice idle without going to the extreme edges of the mixture screw adjustments, say one turn to a turn and a half from the starting point, you are going to have to go up or down a pilot jet size. When you change that jet make sure you put the mixture screws back to the standard 1.5 or 2.5 turns out before beginning the process again.
This should give you a great base to start with on your idle or pilot circuit. Some modern four-stroke carbs have an additional accelerator pump and jet. That’s an additional wrinkle that we will tackle in a later video. But just be sure the jet and pump circuit is clean before trying to set your idle and cracking that throttle. Later we will also jump into the art of syncing a bank of carbs on a multi-cylinder engine.
But that’s the basics and will get most of you with a single carburetor well on your way to fine-tuning your motorcycle idle circuit. In the next video we will move on to the needle jet and needle.
Pirelli announced the next generation of its sport-touring line of motorcycle tires with the new Angel GT II. A refined compound, new tread pattern, and revised carcass promise unparalleled performance for a wide range of riders. Considering how good the original Angel GT performed (it’s been a part of Pirelli’s motorcycle tire lineup for more than six years), its successor has some serious shoes to fill.
Sport-touring is a demanding segment for tires. A set needs to be capable of handling sporty rides, so be nimble with reliable grip throughout. But they also need to have longevity, and the ability to perform when the weather turns. Pirelli promises it all with the Angel GT II.
That’s owing to a variable cord end count carcass and high-silica compound. Combined with a new tread pattern which owes its roots to the intermediate race tires used in World Superbike, the Angel GT II aims to deliver confidence and competence in spades.
Pirelli highlights the new Angel GT II’s strength in straight-line stability and durability along with smooth transitions from side to side. That goes for both dry and wet conditions too. The Angel GT II is also touted as being ideal for riders on machines with sophisticated electronics, things like traction control or cornering ABS, where grip can be affected by changes beyond throttle control or road conditions.
The Angel GT II is recommended for a diverse range of segments as a result, in Pirelli’s estimation. That includes large, luxury touring and adventure riders as well as urban-focused or more casual, weekend riders.
The size range backs up that assertion, with a large selection of sizes for an expansive array of machines. Below is the complete run as of the announcement.
Morocco’s Merzouga dunes sit on the edge of the Sahara Desert; it’s been a film location for several blockbuster movies, is a source of hundred-million-year-old fossils in marble, and KTM uses the area for rally testing and training. With 18 consecutive Dakar Rally wins, the location works. KTM has also chosen this rocky and sand-strewn location for the introduction on the 2019 KTM 790 Adventure R. A bold move that infers a high off-road capability of the top-shelf R model.
Much wringing of hands and checking of finances by KTM fans and serious off-road adventurers had resulted from the 2017 EICMA prototype unveiling. Would it be the one? Could it be the one? The specs suggested yes; the marketing practically guaranteed it; the forums were ablaze with arguments for and against. November 2018 saw the production model unleashed on the public. Hopes were high; the package didn’t differ much from the year before. Maybe that prototype was not really a prototype? It didn’t matter; it was coming and it would be a hit or a massive miss.
Blasting across the desert hot on the heels of KTM adventure wizard and superstar Chris Birch, all I could mutter to myself for the first few miles was, “Unbelievable.” Cutting to the point, it’s as close to rally promise as any KTM Adventure has ever achieved. Bull’s-eye. Hero status is imminent—a qualified successor to the legendary 990 Adventure. Its larger siblings are irrelevant when viewed from behind the handlebars of the 790 Adventure R.
While the 799cc LC8c parallel twin is impressive in its torquey power delivery (and V-twin-like sound) and its lean-sensitive traction control, uncanny ABS functions, and multiple ride modes are better than the rider can ever be, it is the 240mm of WP Xplor suspension that steals the show. Sprung stiffer than a 1290 Super Adventure R, with larger valving combined with a lighter 460-pound wet weight make for nearly enduro or dual-sport levels of capability. The line between a KTM EXC-F and the 790 is closer than any before it.
Attacking the Merzouga sand dunes highlighted the dirt bike-like handling and ergonomics of the 790 Adventure R. It’s a weapon. Yamaha’s 700 Ténéré had better be good—real good to compete with the new king of extreme adventure.
Styling of the 790 Adventure R is the only real miss. But that is okay, from the seat you can’t see the funky beak and bulbous fuel tank. But you can feel the slim tank and seat area and the low center of gravity thanks to the low-slung mass of the tank. As is often the case for KTM, form follows function.
Watch the video below for all the details, but know this: The 2019 KTM Adventure R is the new high-water mark for serious off-road adventure motorcycles. All other midsize ADVs may have just become off-roading fossils.
Team Australia selected for Junior Motocross World Championship
Section: Competition
Six-rider squad to represent the country in Russia.
Image: Foremost Media.
Motorcycling Australia (MA) has revealed the team selected to represent the country at the 2019 Junior Motocross World Championship in Moscow, Russia, on 14 July.
The squad will see Kayden Minear and Ky Woods contest the 65cc category, Cambell Williams and Ryder Kingsford in the 85cc division, and Alex Larwood and Blake Fox in the 125cc class.
“I’m looking forward to this year’s trip to Russia,” said team manager Mark Willingham. “We have a fantastic group of riders this year that brings a variety of experienced and first-timers to the table, as far as overseas trips go.
“This collection of riders are all products from our successful 2018 event in Horsham, so they understand what it takes to win but also how to work together as a team who represents their nation.”
Horsham in Victoria hosted last year’s event, where Australians Bailey Malkiewicz and Braden Plath were crowned world champions in the 125cc and 65cc classes respectively.
Western Australian Bryan Staring will take on double duties at The Bend Motorsport Park’s third round of the 2019 Motul Pirelli Australian Superbike Championship (ASBK) after being called in to replace Thitipong Warokorn at Kawasaki Thailand Racing Team in the Asia Road Racing Championship (ARRC) that will run alongside the domestic series in South Australia.
Warokorn, who leads the ASB1000 standings, sustained a back injury while undertaking a wildcard opportunity in Thailand’s second round of the 2019 Motul FIM Superbike World Championship (WorldSBK).
ASBK regular Staring will fill-in the talented Thai contender in a one-off appearance in the Asian series, which will see him double his track time at The Bend as he continues his role with Kawasaki BCperformance.
“It was all a bit of a surprise to me, because I’d like to think I keep an eye on what’s happening in the ARRC, but I wasn’t aware that Thitipong was injured in the WorldSBK race,” Staring explained to CycleOnline.com.au. “He was pretty successful – he was leading after the opening round in Malaysia.
“I was surprised when I was contacted about the event from the team, but I’m pretty keen to have a go at it. It’s all come through the correct channels – from Kawasaki Thailand, to Kawasaki Japan, and back to Kawasaki Australia and through my team manager and through to me. In the end, their rider is unfortunately injured, they needed a replacement, and I’m happy to do it as a one-off.
“I’m under no illusion that it’s going be a very physically demanding weekend with double race duties. We’ll see – I know my condition is good, and I’m confident I can do both tasks well, otherwise I wouldn’t take it on. I think at the beginning of the weekend, the extra track time will be an advantage, but through the course of the weekend will be more difficult having done so many laps.”
Staring currently sits sixth in the ASBK championship standings, and is set to join fellow Australian Broc Parkes (Yamaha Racing Team ASEAN) on the ARRC ASB1000 grid.
YZF-R3 tested by Kris Hodgson Images by Greg Smith, iKapture
Learner riders have never before had such a great range of machinery to choose from, and with Yamaha giving their very popular YZF-R3 model a comprehensive update for 2019, things have hotted up even more in this important sector of the market. Kris Hodgson went along to the Australian launch of Yamaha’s new LAMS legal sports machine and reports back here his findings for MCNews.com.au.
For 2019 the YZF-R3 boasts all-new styling
Yamaha has recently updated the R series DNA across both their YZF-R1 and YZF-R6 Supersports machines. In normal jargon that means they’ve updated the styling on these two iconic machines – along with a host of other changes. Looks are always a heavily subjective area but the styling updates have certainly given both a unique profile that stands out from the crowd.
Now the YZF-R3 gets the same treatment, and while never a machine that could be accused of skimping on style, the update brings the best-selling beginner option closer to the fold, ensuring a clearer than ever connection to Yamaha’s signature sports styling across the range.
The 2019 YZF-R3 takes strong cues from the R1 and R6, albeit with a larger profile headlight
Some might question that racing connection, however the YZF-R3 is undoubtedly a ‘racer rep’. A large part of the R3s appeal stemming from it being a proper sportsbike, if one that sits within the LAMS restrictions here in Australia, as well as the 35kW restrictions over in Europe.
That’s another boon for the R3, it’s been designed specifically for the category. There’s no crude restrictions bringing this motorcycle down to acceptable learner levels, and that’s something imminently obvious once on board. It does not feel as though it is on an artifical leash, but is a willing performer that gives its all.
The new Yamaha R3 makes no apologies in offering a ‘learner’ package, and is just a great all-round machine
The 2019 Yamaha YZF-R3 isn’t just new looks, the fairings and stylish central air intake contribute to a higher top speed, with claims of +8km/h floating around for a top whack north of 180 km/h.
The tank has been redesigned and now sits lower, but is actually wider across the top of the tank in the section which sits above your knees when riding. Fuel capacity remains unchanged, so there’s no worries there for the commuters, and the 780mm seat height remains as manageable as ever.
The tank boasts a more aggressive design, that aids sporty ergonomics and gripping the bike with your knees
The other area for big updates is on the front end, where new 37mm USD KYB forks are featured. Yamaha promises a sportier ride and the gold forks really give the bike that racer look from a distance. These new forks will take an Ohlins cartridge kit, unlike the previous iteration, which is a purposeful boon for the racers out there.
The shock has also been updated with a stiffer spring rate and preload is the only adjustment that a rider can fettle. The combination of the two is a bike that really feels like a sportsbike, where the previous model I tested definitely had a more road orientated edge, and a softer overall ride. Both generations offer a capable corner carver, but the commuter aspect won’t be intruding on chasing your mates through the twisties on the 2019.
New gold KYB 37mm forks also lend the R3 a real racer feel
The triple clamps have also been updated to suit the new KYB forks, featuring cut-outs that mimic the look of that found on the R1, keeping weight down and looking the business. The other point of note is that the raised clip-on style ‘bars are now 22mm lower, positioning the rider in a more sporting stance.
Those lower ‘bars still don’t give the full sportsbike clip-on feel, which is normally accompanied with lacking steering lock and a very committed crouch. However combined with the changes to the tank, there’s certainly more room to tuck in on the little racer, especially for the bigger framed riders out there, which ensures that the racer crouch isn’t mandatory, but it’s very possible.
22mm lower ‘bars still offer an upright overall riding position, but the sport DNA is also obvious
The overall seating position is still fairly upright, offering a commanding view of the road ahead, as well as a relatively neutral stance on the bike. I found it both relaxing and comfortable, while U-turns remain unintimidating for the inexperienced. For a bike that looks like a proper sportsbike at a glance, that’s impressive.
A quick walk around the bikes before we set off for the road ride at the Australian launch reveals three colour options, the traditional Yamaha Blue in gloss, the stealthy Power Black (matte) option, and Candy Satin Red which as the name suggests is also matte. The Red option does take on a pinkish hue at times, but looks awesome in the flesh.
Yamaha Blue (gloss) is joined by Candy Satin Red (matte) and Power Black (matte)
The overall build quality is also great for the price, which remains $6,299 RRP + ORC. An impressive new high quality LCD dash adds to the quality feel, while only the standard exhaust and foot controls looking a little under-done.
Lightweight wheels, clean tails, high quality headlights and sculpted lines on the other hand are all very much in keeping with the R-series DNA.
A simple clear LCD dash looks the business
Jumping on board and setting off through Penrith towards better riding roads I was immediately reminded just what a gem this 321cc parallel twin powerplant is. It’s easy to see why Yamaha didn’t feel the need to make a change in this area.
The offset cylinder 180-degree crank engine is taut and responsive, and while it doesn’t have the low to mid-range torque of its main larger capacity competitor, there’s no real point of criticism due to it being exceptionally smooth and just begging to be revved hard.
The 321cc parallel-twin does an exceptional job mimicking the smooth revvy in-line four-cylinder racer feel
Equally, rolling off the throttle reveals exceptional fueling and engine braking, even while aggressively downshifting, despite no slipper clutch. When it’s time to propel yourself to triple-digit speeds, simply open that throttle hard and hold your gears for maximum grin-inducing performance, as the R3 screams into life, with a character that is a fitting tribute to an in-line four-cylinder.
In fact the engine is so responsive and smooth that I was really struggling at times to tell what gear I was in purely by feel – although it is clearly displayed on the dash – and you’d really need to be doing something terribly wrong as far as gear selection to end up lugging the engine. I think at one point during photo turn-arounds I absent-mindedly actually took off in third gear. Oops, a shame no one told the R3!
Smooth quick-revving performance is instantaneously delivered via the throttle
That’s a characteristic shared by the overall ride, with the new KYB fork, revised shock and overall ergonomics ensuring a nimble quick steering package, which is light and responsive on the road, as well as remaining stable on the freeway and at high speeds. Freeway and higher speeds also reveals how roomy the R3 feels on the move for my 180cm, 70kg frame, with great protection from the screen combined with an easy and comfortable crouch.
With a noticeably sporty set-up the 2019 YZF-R3 is a joy to ride not only on smooth road surfaces, but also on your run of the mill mediocre roads. Over the really rough stuff that does work against the bike somewhat, especially on the rear, but let’s be honest, this isn’t meant to be a tourer, and that sporty suspension is part and parcel of this kind of machine. It is an ideal compromise in my opinion as the R3 needs to fill so many roles for a newcomer, as sportsbike, commuter and ideal learning machine, which is no small feat.
The 2019 R3 has to meet a lot of disparate rider needs, and really excels in doing so
Through the tighter hairpins the R3 also offered precise and predictable turn in, especially on the brakes, although the machines as tested were all fitted with stickier non-standard Dunlop Alpha 14 rubber in preparation for our sojourn to the track on day two. OEM standard fitment is a more everyday orientated Dunlop Sportmax GPR-300.
Standard fitment rubber is the Dunlop Sportmax GPR-300, however as tested the bikes ran Dunlop Sportmax Alpha 14s
The front brake was quite light on bite, but with good modulation and eventual power, which combined with the new fork setup allows for rapid deceleration with great control and no excessive dive. This makes for a stable and predictable braking experience for new riders learning the ropes, especially with ABS backing you up as standard fitment. The great front grip afforded by the sportsbike rubber meant that the front ABS was never triggered but the ABS on the rear could be felt at times through the lever.
Brakes are a standout, not for exceptional bite, but because power was strong with great modulation
Overall Yamaha’s 2019 R3 is a machine that will handle the daily commute and traffic with ease, boasting an eager and smooth engine that despite being happiest revved hard, will make the everyday slog to work or uni an adventure.
Overall the 2019 Yamaha R3 is a package which puts some unrestricted machines to shame
Suspension is by no means plush, however comfort for much of the day in the saddle was good, with the latest R3 only re-establishing the fact that some LAMS machines are good enough to live with as everyday machines, despite relatively limited power. Especially if you’re out to ride hard in the mountains as newer riders there’s still only a limited few bikes that really offer this proper sportsbike experience in the LAMS segment.
For the modest asking price of $6,299 + ORC the R3 really is exceptional value for new riders. If I had to really try for some criticisms, the lack of adjustable levers comes to mind, along with the aforementioned somewhat crude foot controls and exhaust finish.
The more traditional Yamaha Blue is sure to be a popular option
At the track – Luddenham Raceway
I have to preface this section by saying I’m no track day guru, or even a fast track day rider. I enjoy heading to the track for the freedom it offers compared to the road, and this is just my thoughts on what the 2019 R3 has to offer riders who’ll be doing their first track days on board this machine, or young riders heading towards advanced rider training courses.
We head to Luddenham Raceway to test out the 2019 YZF-R3 on the track
It’s easy to assume that a larger more powerful machine is best for a track day, but in reality when it comes to expanding your skills and exploring the limits of your motorcycle, something (exactly) like the Yamaha R3 is a clear winner for most riders.
The revised suspension certainly helps make the R3 better than ever on the track, while lower ‘bars and more room in the racer crouch also contribute to a better track day experience, especially for larger riders.
For my modest pace the standout was the stability and tractability of the new R3
For my pace the 2019 R3 offered plentiful power for doing the rounds at the relatively short 1.4km Luddenham Raceway circuit, with great stability through the forks when on that single front brake coming up to the turns. More isn’t always better, and that relatively gentle bite makes trailing the brakes into the corner, and transitioning off the brakes, a smooth and confidence inspiring experience.
For a non-adjustable front fork set-up that’s also particularly important. The rear does offer preload, but the strength of the standard system is realistically a sporty road set-up that works well enough on the track – at least if you’re somewhat near my 70kg. You can do a track day on anything, but you can feel (and look a little) like Valentino Rossi on this machine.
What the R3 lacks in power (compared to unrestricted bikes) it makes up in sheer usability for new riders at the track
At 180cm and 70kg I found the R3 light and nimble, with an effortless turn in on the Dunlop Alpha 14 rubber and amazing levels of grip.
It was also stable enough for me to be really scraping the hero blobs in a few sections until they were removed, allowing more lean angle to be realised.
If anything, I’m ashamed to admit that taut powerplant actually allowed me to be quite lazy with gear changes
That taut parallel twin is a pleasure to rev out, and if anything I’d say it left me being slightly lazy with my gear changes, however that’ll vary by track and also obviously how quick you’re going. The fact there’s no slipper clutch fitted to this machine is not much of a detriment as the clutch is light and aggressively downshifting and blipping the throttle everything remained smooth. The gearbox is also slick, while there’s adjustability in the linkage if you’ve got big feet like me and want to move the gear lever slightly.
The 2019 YZF-R3 really leaves nothing to be desired from a new rider perspective, for me at least
A big shoutout also goes to Damian Cudlin and MotoStars for running the day at Luddenham Raceway, as well as introducing several of his up and coming racers in the Oceania Junior Cup, YZF-R3 Cup and Supersport 300 Championships.
Now obviously when it comes time to upgrade to an R6 or even an R1, there’ll be significant gains to be had at the track, but as a first motorcycle the R3 makes an amazing option if you’ve got your heart set on doing track days, while also being an amazing everyday machine.
If you’re looking for your first motorcycle, or even a returning super-capable everyday ride, you’ve got to check out the 2019 R3
It’d be a real mistake to think of Yamaha’s 2019 YZF-R3 as ‘just’ a LAMS machine. It’s far more than that.
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