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needs, so you should consider whether it is appropriate for you before acting on it. Competition conducted by Shannons, Level 23, 80 Ann Street, Brisbane QLD 4000. Entry Period: 12.00am 22/2/24 to 11.59pm 28/6/24 (Melbourne time). Entry is only open to eligible
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Take out new
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060 068

6 amcn.com.au
 COVER STORY
DUKES OF HAZARD
Full-throttle at the world launch of KTM’s
new 390, 990 and 1390 R streetfighters
088
RIDDEN / TESTED
076
028 BITS AND BOBS
A box of tricks turns up for our CFMoto 450SR

030 MOBILITY MADE EASY

Honda’s new mininaked is cheap and oh-so cheerful

036 30 YEARS OF THE DUKE

KTM celebrates a milestone with three models

050 PRO-ACTIVE
Down and dirty on Triumph’s Tiger 900 Rally Pro
FEATURES

060 TIMES THREE

A life-long passion for Ducati’s green frame racer

068 “I CAN’T PLEASE EVERYONE”

Straight-talking with MA’s CEO Peter Doyle

102 076 ON THE GENGHIS KHAN TRAIL

Madcap adventure ride on Mongolian motorcycles
RACING

102 MOTOGP RD1, QATAR

Pecco on top, Binder close, Acosta fast, Miller down

110 BATHURST LONG TRACK

Bike racing returns to Bathurst… but on the dirt

112 GRID TALK: LEANNE NELSON

The A-grade Aussie racer proving age is no barrier
REGULARS
10 News / 18 Headcheck / 20 Not Forgotten / 23 Access / 26 Quiz /
84 Events / 86 Tested / 88 Top Gear / 92 Buyer’s Guide / 96 Strooth /
110 98 Revolving Racer / 101 In Pit Lane / 106 Sport / 114 Rear View

WEB HOT!
Check out the website for more action at
amcn.com.au
 ED’S DESK. DEAN MELLOR
“A 10TH PLACE FINISH IN
HIS MOTO3 DEBUT IS AN SUBSCRIBE TO AMCN

INCREDIBLE RESULT –AND

Phone (02) 8227 6486
Website subscribe.amcn.com.au
Email subscribe@citrusmedia.com.au

HOW ABOUT HERFOSS?!”

Six months/13 issues: $109.95 (inc GST)*
One year/25 issues: $194.50 (inc GST)*

WELL, THAT was certainly an intense
weekend of GP racing. While we all
had our preseason theories on how the
2024 MotoGP season might kick off, I
don’t think any of us really expected
Francesco Bagnaia to romp home
with the first win of the season by an
impressive 1.329 seconds… especially
after Jorge Martin scored pole and the
win in Saturday’s Sprint.
One thing most of us would have
predicted, however, is that the Ducatis
would be fast and the KTMs and Aprilias
would be the other machines to take
the fight to the bikes from Bologna. And
that turned out to be partially correct,
with Brad Binder showing that the work
KTM has put in in the off-season appears
to have paid off. In fact, I reckon had
Binder got the holeshot on Sunday he
might have had the pace to pull off his
first win since Austria in 2021.
As for the Aprilias, well it looks
like they have a way to go before they
can threaten the dominance of the
Ducatis… and Honda and Yamaha were
languishing outside the top 10.
On the Aussie front, Jack Miller didn’t
have the opening weekend he would
have hoped for, but it’s a long season
and if he can sort out a few gremlins
hopefully he’ll be back fighting at the
front of the pack.
Full-time Moto2 debutant Senna Agius
didn’t qualify where he would have
liked and then made the wrong tyre
choice in the race, but he did well to
finish in 17th.
In Moto3, Joel Kelso likewise said tyre
choice was an issue for him in Qatar, but
he can be well pleased with his eighth
place finish. And what about Moto3
newcomer Jacob Roulstone?! A 10th
place finish in his Moto3 debut is an
incredible result!
Taking about incredible results, how
about reigning ASBK champion Troy
Herfoss taking the win in the first Super
Hooligan race of 2024, on his first visit
to Daytona. New bike, new track, new
team, no worries. Not only that, but Troy
also took two second-place finishes in
the King of the Baggers class! Bloody
impressive.
Of course, there’s loads more in
this issue than just racing coverage,
with Wattie heading to Spain to ride
the new KTM 30th Anniversary Duke
models (and winning a gymkhana in
the process), Desert King Ben Grabham
testing the Triumph Tiger 900 Rally Pro,
Kel being shot at by a Nerf-gun-wielding
PR person, Sir Al still racing his Ducati
750SS Green Frame, MA boss Peter
Doyle’s thoughts on Australia’s racing
scene and loads more. Get into it!
Material contained in AMCN is protected under the Commonwealth
Copyright Act 1968 and may not be reproduced in part or whole
EDITORIAL
Editor Dean Mellor
Deputy Editor Kel Buckley
Sub Editor Hamish Cooper
Digital Gun We’re hiring!
Founding Editor George Lynn
DESIGN
Art Director Brendon Wise
CONTRIBUTORS
Sir Alan Cathcart, Michael Scott,
Ben Purvis, Mat Oxley, Neil Morrison,
Adam Child, Gold&Goose, Gordon Ritchie,
Paul Young, Peter Whitaker, Don Cox,
David Watt and Simon Crafar
AND NOT FORGETTING
John Rooth, Mick Matheson, Simon O’Leary, Peter Baker,
Mark Watson, Josh Evans and Mark Dadswell
ADVERTISING
National Sales Manager Todd Anderson
todd@motormedia.com.au
0409 630 733
MANAGEMENT
Citrus Media
Publisher Jim Flynn
0449 801 899 jim@citrusmedia.com.au
Accounts accounts@citrusmedia.com.au
CONTACT AMCN
Australian Motorcycle News
PO Box 222, Earlwood, NSW, 2206
amcn@amcn.com.au
ISSN 2653-3065
Website amcn.com.au
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Instagram @ amcn_mag
*Recommended and maximum price only including GST.
All motorcycle prices listed are recommended
retail only unless otherwise stated.
Published by Citrus Media Digital ABN 44 140 352 254
© 2024 All rights reserved.
The trade mark Australian Motorcycle News ( AMCN )
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and is used under licence.
Printed in Australia by IVE.
Distributed by Are Direct.
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without written consent from the copyright holders.

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8 amcn.com.au
 arley-Davidson
has unveiled the
fourth model in
its ‘Icons’ series
of limited-edition
releases in the form
of the Hydra-Glide
Revival – a Heritage
Classic-based machine
that harks back to the first
telescopic-fork Harley that
was launched back in 1949.
The original Hydra-
Glide was named after its
hydraulically-damped
telescopic fork front end, as
well as its use of hydraulic
I N T H I S I S S U E
THERE ARE NO EASY
ANSWERS
MA’s CEO Peter Doyle says it how it is
tappets in the Panhead
engine that had been added
to the range a year earlier
in 1948. At the time other
Harleys, like the bikes
from many other brands,
used girder forks allied to a
hardtail rear end.
Three quarters of a
century on, every Harley-
Davidson in the range uses
hydraulic, telescopic forks,
making the Hydra-Glide
something of a landmark for
the company, and one that
it’s remembering with the
Hydra-Glide Revival.
68
While clearly based on
the Heritage Classic, the
Hydra-Glide Revival gains
a taller, 53.3cm removable
screen – similar to the one
on the Highway King – with
a colour-matched lower
section that complements
the ‘Redline Red’ paintwork
of the bike. White f lashes
on either side of the tank
mirror the paintwork of the
1956 Hydra-Glide, while the
stylised ‘V’ of the tank badges
is a replica of the design used
in 1955 and ’56. On board, the
instrument graphics replicate
M O N G O L I A N A D V E N T U R E
DOING IT TOUGH IN
GOBI WILDERNESS
Living like a local, riding like a local
those used in 1954 and ’55,
and there’s a model-specific
cap on the ’bar risers with the
bike’s serial number etched
on it.
Other styling tweaks for
the Hydra-Glide include
studded, fringed leather
on the seat and side bags,
as well as white piping and
chrome and acrylic ‘conchos’
with leather tassels. There’s
a leather tank strap, too,
with another concho in its
centre. A circular air cleaner
gives the Milwaukee-Eight
114 engine, also used in the
76
 TOBACCO
FADE, TOO
ANOTHER NEW addition to
Harley’s 2024 range is the latest
run of ‘Enthusiast Motorcycle
Collection’ models.
Launched in 2023 with a trio
of blue and white ‘Fast Johnnie’
bikes, the Low Rider ST, Street
Glide ST and Road Glide ST, the
Enthusiast Motorcycle Collection
for 2024 switches to a more
subdued look with a trio of
‘Tobacco Fade’ models.
The Low Rider ST, Ultra Limited
and Tri Glide Ultra all get the
new paintwork, which takes its
inspiration from the vintage
sunburst finishes on guitars. Each
panel has a gold-centred burst,
fading to black towards
the edges and outlined with a
caramel pinstripe.
The specs are unchanged from
the stock models, but the fancy
paintwork adds to the prices, with
the Low Rider ST costing $3850
more than the base version, the
Ultra Limited rising by $4880 and
the Tri Glide Ultra a heft y $6975
more than a basic grey model. YAMAHA’S FL AGSHIP YZF-R1 will supporting teams and customers who Yamaha says that it is committed
not be updated to meet the emission race Yamaha’s flagship Supersport to ensuring the R1 remains a proven
regulations required to remain on sale model or utilise it as the ultimate race-winning package for the
Heritage Classic, a more as a roadbike in Europe in 2025, with track tool.” foreseeable future, both in national and
retro look and the bike the firm announcing it is facing the This is good news in that it means international competition.
gains engine bars and extra same fate as its 600cc sibling and global production of the R1 will continue “Yamaha has invested heavily in
chrome compared to the becoming a track-only model from next despite “the challenge of meeting the making available to customers a
machine it’s based on. year onwards. Euro5+ homologation requirements”. range of GYTR performance parts for
There’s no change to power Australia doesn’t need to comply Yamaha says its customers have the R1, leveraging the experience of
or torque, with 70kW (94hp) with the same rules that Europe does, evolved in recent years and the R1 is a the same engineers responsible for
and 156Nm on tap, but the therefore it will remain on sale in Aussie popular choice for teams looking for the development of the R1 WorldSBK
extra components add a dealerships for what Yamaha is calling a competitive and cost-effective race campaigned this year by six-time
couple of kilos to the bike’s “the foreseeable future”. package, as well as for individuals Superbike World Champion, Jonathan
weight, bringing it to 332kg Yamaha says it “remains fully focused on a trackday bike. In other Rea. This project culminated last year
ready to ride. committed to racing the R1 in the words, from 2025, in Europe and some in the launch of the R1 GYTR PRO 25th
In Australia the Hydra-Glide premier production race classes other markets the R1 will be made Anniversary Limited Edition and an
Revival comes in at $42,995, up worldwide, including the FIM Superbike available only for track use – as was extended range of race-developed GYTR
from $38,995 for the Heritage and Endurance World Championships. done previously with the R6. PRO performance parts for the R1.”
Classic it’s based on. This commitment also extends to Due to its racing commitments, DEAN MELLOR & KEL BUCKLEY
BEN PURVIS

I N P I T L A N E C O L U M N S P O RT S TA RT S PA G E 10 2
PITLANE SCANDAL
LONG OVERDUE
How MotoGP can win the clickbait stakes from F1 101 LIGHTS OUT AT QATAR
AS MOTOGP FIRES UP
All the action from a desert showdown 102

BORING PATENT
REVEALS BMW’S
T
BRIGHT EV FUTURE
here’s never a shortage
of patents from BMW
showing a broad
spectrum of cunning
ideas for future bikes
– but this seemingly
mundane one is actually a big
hint towards the company’s
EV future.
This patent application
illustrates a simple but
elegant way of incorporating
adjustable footpegs onto a
bike, allowing quick changes
in riding position without
any tools or complicated
components. It features
footpegs that sit in slotted
runners, allowing them to
move forward or backwards.
To prevent them from moving
12 amcn.com.au
o future. There’s no gear
when you’re riding there’s
a notched strip below that
adjustment slot, and when
the ’peg is folded into its
normal position an extra
stud on its inner face latches
into one of the notches on
that strip, locking it into
place.
The design means that to
move the ’peg, you just fold
it upwards – just as you can
on a normal bike’s footpegs
– and in doing so it pulls
the inner stud away from
the notched locking strip,
allowing it to slide back and
forth. Depending on the
THIS SYSTEM POINTS TOWARDS BMW’S
ELECTRIC MOTORCYCLES OF THE
FUTURE BECAUSE THERE’S NO LEVERS
3 section of a frame that’s
style of bike it’s fitted to,
the adjustment slot could be
mounted on an angle or even
curved so the ’peg moves
up and down as it goes
forwards and backwards.
You might have already
spotted why this system
points towards BMW’s
electric motorcycles of the
shifter or rear brake pedal
to be seen. On most electric
bikes, including the designs
we’ve seen so far from
BMW, there’s no need for a
multi-speed transmission or
clutch, so the back brake is
moved to a lever on the left
bar, leaving no foot controls.
The text accompanying
BMW’s patent says that
it could attach a shifter
and brake pedal, but that
appears to be a catch-all to
give it the widest possible
patent protection as there’s
no explanation as to how
the system would deal with
the related linkages. The
illustrations also show
the ’pegs mounted on an
aluminium swingarm pivot
clearly designed to bolt on to
another chassis component.
This element doesn’t look
like anything in BMW’s
current model range, but it
is a close match for designs
– revealed in another recent
patent – for a large electric
motorcycle, where this
swingarm pivot section of
chassis bolts to the main,
structural battery pack.
BEN PURVIS
H-D’S ELECTRIC
ADVENTURE
Harley-Davidson’s LiveWire
sub-brand is arguably
the most significant
attempt from any legacy
manufacturer to make real
inroads into the electric
motorcycle scene and new
trademark applications
suggest it’s working on an
upcoming adventure model
that will carry the name
‘Alpinista’.
LiveWire’s current two-
model range is made up of
the original LiveWire One
and the S2 Del Mar, which is
the first model to be made
on the company’s modular
‘Arrow’ platform. The next
machine is expected to be
dubbed S2 Mulholland, and
early details have already
been leaked including
dimensions that show it
has a lower seat and longer
wheelbase, suggesting it
might be a more custom-
style machine. However, it’s
also a couple of kilos lighter
than the Del Mar.
After that, it looks like
 1 & 2. BMW patents show a tool-less adjustable footpeg arrangement designed primarily
for electric bikes 3. The BMW Vision DC Roadster Concept 4. Harley-Davidson has the Pan
America (pictured) and now its sub-brand LiveWire will build an electric adventure bike called
the Alpinista 5. Zero could add a clutch to EV bikes for better rider control… and to make it
easier to pull wheelies!

the Alpinista is the next

planned model, following a
trademark application from
LiveWire to use that name on
‘motorcycles and structural
parts therefor’. Alpinista is
the word for ‘mountaineer’
ZERO DEVELOPING
‘PSEUDO-CLUTCH’
Electric motorcycles don’t
need clutches. The vast
majority of them have a
single-speed transmission
with no way of changing

YOU’D BE ABLE TO DIP THE CLUTCH,

or ‘climber’ in both Italian gear ratios and because the
and Spanish, and other motor doesn’t need to keep

ADD THROTTLE AND THEN DROP IT…

European languages like running at idle you don’t
French also have similar have to disconnect drive

TO MAKE IT EASIER TO WHEELIE

terms (‘alpiniste’ in French,
for instance). Not surprising
in a continent where the most
significant mountain range
is the Alps. So while there are
currently no documents that
give technical details of the
LiveWire Alpinista, the name
alone leaves little doubt that
it will have some off-road,
adventurous abilities.
It’s almost certain to
use the same S2 Arrow
platform as the Del Mar
and Mulholland, but with
different suspension, wheels
and styling.
In years to come,
LiveWire’s plan is to add
a smaller ‘S3’ modular
platform to the range in a
joint venture with Kymco,
and eventually to launch an
‘S4’ platform for heavyweight
electric bikes, with a model
range to replace the original
LiveWire One. However,
we’re expecting to see
further variations on the S2
theme before any of those
machines are ready for the
limelight, and the Alpinista
is sure to be one of them. BP
when coming to a halt. But
Zero Motorcycles has filed a
patent for a ‘pseudo-clutch’
that simulates the feeling
and effect of a normal clutch
lever.
That might sound
pointless, but it could turn
out to be a valuable addition
to the riding experience of
an electric bike, offering
additional rider involvement
and familiarity but also
adding performance.
Whether it’s conscious or
not, we all tend to use the
clutch for more than simply
disengaging the engine
from the transmission when
coming to a halt or shifting
gears. Blending clutch and
throttle gives us control
when pulling away from
standstill, and the clutch
can also be used to modulate
engine braking during
deceleration. On a normal
electric bike, that layer of
interaction is removed.
Zero’s pseudo-clutch lever
is intended to bring it back.
It’s designed to offer the
same mechanical feeling as
a conventional clutch lever,
and in operation it has a
similar effect but without
actually being attached to
a clutch. It’s all electronic,
but from the rider’s seat, you
shouldn’t be able to tell.
When pulling away,
for instance, normal
electric bikes have a pre-
programmed throttle map to
ramp up the torque without
simply flipping you off the
back. The same will apply
to the Zero – you don’t have
to use the clutch lever – but
if you choose to use the
pseudo-clutch you’ll be able
to modulate the motor’s
torque with it. That can work
conventionally, reducing the
sensitivity to throttle hand
movements as the clutch
simulates being slipped
for a smoother getaway.
Alternatively, Zero suggests
that rapidly dropping the
‘clutch’ could be tied to an
increase in motor torque,
making it possible to make
faster starts than the normal
throttle map would allow.
Once on the move, you’d be
able to dip the clutch, add
throttle and then drop it
again to get another jolt of
torque – just as you would
on a normal bike – to make it
easier to pull a wheelie.
The same idea also
applies during deceleration,
where the pseudo-clutch
is connected to the bike’s
regenerative braking map.
Pulling the clutch in will
cancel regenerative braking,
removing the ‘engine
braking’ effect on the rear
wheel, and you’ll be able to
feed it back in again, just as
on a conventional bike, to
control how much engine
braking there is.
Kymco is also working
on a similar idea but tied
to a simulated multi-speed
gearbox, also with the aim
of giving riders more control
than a normal, direct-drive
electric bike allows. BP

amcn.com.au 13
 Twenty-six years after making his debut as a wildcard in the

BRIEFS. YOUR QUICK FIX DID YOU

KNOW? 125cc world championship, Aussie Anthony West has lofted
the New Zealand Superbike title trophy. See page 109.

DRANE ON A PLANE
In what must nealry be a record for the
greatest distance and shortest time
between two race wins, Forbes teenager
Sam Drane won the Under 16s class at the
Bathurst Long Track Masters meeting
on Saturday, then flew to the US on
Sunday and won the 250cc modified class
Amateur Dirt Track meeting at Daytona
on Tuesday. Drane also placed fifth in the
Open 250cc/450cc singles class. Oh, and
his brother had a win, too! PETER BAKER

TROY STUNS!
Troy Herfoss’ stunning debut in
America earned him a 1-5 scorecard in
the Super Hooligans class and a 2-2 in
the King of the Baggers!
Pecco Bagnaia won
Ducati’s 10th successive AN APP FOR THAT POINTS PORTAL
MotoSafe is a new app that wants riders
race in Qatar on Sunday, to log crashes and near misses in a bid The FIM has created a video
allowing the brand to inform both other users and future LID GONGED illustration of world championship
points accumulated by member
road safety strategies. Developed by Airoh’s Matryx full-face helmet has won
to become the first the University of the Sunshine Coast, the international iF Design Award for 2024, countries dating back to 1913,
manufacturer to do so in none of the accessible data will be decided by a 132-member jury. As well as including Australia.
attributable to any one rider, users must
21 years. Honda last did it be over 18 to register, and it’s available
an extra-wide eye portal, ventilation has
been designed in a wind tunnel and the
in 2003. on Android and Apple stores for free. visor features a GP-style locking system.
HOT &
NOT
“We have to keep
working because AMCN’S
THERMOMETER
we are on the way”
MotoGP rookie Pedro Acosta states the bleeding obvious after qualifying
P8 for his first-ever GP, battling with eight-time world champ Marc HOLY FORK
Marquez for fourth in the 21-lapper before eventually finishing P9. Triumph’s 2022 Trident 660 and
Tiger Sport 660 have been recalled
due to the potential of the threaded
cap fitted to the front suspension
MENTAL TWISTIES 2 fork stripping and detaching from
the outer tube.
The winner of the suave AMCN 3
neck sock this issue is James 1
O’Brien from Manjimup, WA. JACKARSE
Aussie race fans let out a collective
1. Logo gone off pad groan of disappointment when Jack
Miller lost the front of his factory
2. Logo flipped 4 5 KTM at Turn 1 of just the second
3. stripe now green lap of the opening GP in Qatar. He
remounted and finished 21st.
4. spring now red
5. Logo removed
14 amcn.com.au
For more information visit honda.com.au

THE KNOW. IT HAPPENED SINCE LAST ISSUE
amaha is already
among the few
manufacturers to be
competing with an
electric motorcycle
in the form of its TY-E
2.1 trials bike but
it’s working on an electric
motocrosser that could go
head-to-head with petrol bikes
and Honda’s CR Electric Proto.
A new patent application
from the company specifically
says it’s intended for an
electric motocross machine,
and shows a powertrain based
on the TY-E’s design but with a
revised transmission.
The TY-E is unusual for
an electric bike as it has a
conventional clutch and
flywheel. It’s important
on a trials bike because
the flywheel can be kept
spinning when the machine is
stationary, adding a gyroscopic
effect for balance, and it’s used
as a power store to allow the
sudden punches of acceleration
16 amcn.com.au
needed to jump between
obstacles. The electric motor
spins up the flywheel, and
when you dump the clutch it
puts more torque to the wheel
than the motor alone could
manage.
The same transmission
would hamper an electric
motocrosser, though – adding
weight and size. The crosser
doesn’t need a clutch, but
Yamaha is aiming to simulate
the extra torque that the
flywheel gives the TY-E by
adding a torsion damper to
the transmission.
It uses a pair of coaxial
drive plates, connected by
springs. The electric motor
powers the input plate, the
transmission is connected
to the output plate, and the
springs allow a small amount
of movement between the
two. The result means there’s
slightly less direct connection
between the twistgrip and the
rear wheel torque, allowing
MAIN: Yamaha is working on an electric motocrosser based loosely on its
TY-E 2.1 trials bike the 1. This is the compact battery that powers the TY-E
2. Honda is also well on the way to producing a production electric
MX machine; this is its CR Electric Proto
The original 1300 R was made in
a limited run of 154 examples, split
into two batches of 77 in different
colours, and all were sold in less
than two minutes after orderbooks
opened. Unsurprisingly, Brabus is
plotting to make a new run of 1390
Super Duke-based machines. In fact,
it looks like several production runs
are planned, as Brabus has applied
for trademarks on three variations of
the new bike’s ‘1400 R’ name.
The initial trademark is for the title
‘Brabus 1400 R Rocket’ but don’t
be surprised if there are objections
to that one. Brabus features the
Rocket title on some of its cars, but
Triumph has rights to the ‘Rocket’
name on motorcycles. However,
Brabus has also filed applications for
trademarks on the names ‘Brabus
1400 R Signature’ and ‘Brabus 1400
2
R Tailor Made’ – suggesting there
will be multiple iterations of the new
machine.
Expect prices north of €42k ($70k)
when the first version of the 1400 R
makes its official debut. BP
a more aggressive response
to be programmed into the
throttle without making the
bike unpleasant to ride.
The springs also act as a
power store. Hit the throttle
hard, or cut the power and
then reapply it, and the
springs in the torsion damper 3URWHFW\RXULQWHOOHFWX
DOSURSHUW\LQ WKH(XURSHDQ8QLRQ
are briefly compressed.
As they extend again they EUTM ȴle informa
tion
release force, over and above R Tailor Made
BRABUS 1400 9336 5 0189
the torque of the electric Timeline
motor, for a brief thump of The application
fulȴlled Fast Track
conditions.
acceleration that wouldn’t Timeline is unava
ilable.
mat ion
Trade mark infor
be possible from the motor
01/03/2024
Filing date
Tailor Made
BRABUS 1400 R
Registration date
Name
018993365
alone – adding another tool to
Expiry date
Filing number
EUTM Designation date
Basis German
01/03/2024 Filing language
Date of receipt English
the rider’s kit and potentially
Word Second languag
e
Type B00676EU
Individual Application referenc
e
Nature
( Nice Classiȴcatio
n) Application under
12
Nice classes
Trade mark status examination
helping with holeshots. Vienna Classiȴcation
Acquired distincti
veness
No
BEN PURVIS Goods and serv
ices
motor vehicles;
(QJOLVK HQ vehicl es; Two-wheeled
ȴttings for land
cycles; Parts and
; Structural parts for motor
12 Motorcycleson land.
Vehicles for use
Description
No data
Owners
KISKA.COM
Photo: R.Schedl

390
DUKE

NO FILTERS,
NO BULLSHIT.
AVAILABLE NOW KTM.COM
Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations!
The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.
 THE KNOW. HEADCHECK

LEAD
NEWS

PRIME MINISTER
TALKS BIKES
Melbourne played host to Prime Minister Malcolm Fraser on the
occasion of the launch of the Channel 10/MRA Nerve Deafness Appeal.
Victorian MRA vice-president and AMCN contributor Steve Bond spoke
to Mr Fraser, who is the appeal's patron. Honda provided a number of
machines for the occasion but Mr Fraser seemed interested in BMW's
machines and quizzed Bond very closely on the R 80 G/S. AMCN
(Fraser was known for his interest in off-road motorcycles, which he
used on his Western Victorian grazing property, Nareen Station.)
Vol 32
No 05

SPORT

LEAD
TEST
AJAY WINS
SWANN TAS.
XT550 YAMAHA MEETS TWO - HOUR
HONDA'S XL500R
With the increasing refinement and sophistication of enduro machines,
Team Honda's Andrew Johnson, using a race
strategy similar to his successful Calder
it naturally follows that dual-purpose road-trail machines will tend to formula, scored a convincing win in the Swann
come under close scrutiny from the buying public as to any hi-tech rub
GASSIT Insurance/TNT9 Two-Hour Production Race at
off from their enduro/motocross cousins. Symmons Plains, Tasmania.

18 amcn.com.au
 TIDBIT

Two minibike precision-

riding teams are making
their mark on the
entertainment business,
from Royal Shows to
national television.

amcn.com.au 19
 THE KNOW. NOT FORGOTTEN
WORDS + PHOTOGRAPHY DARRYL FLACK
YVON
DUHAMEL
Call him what you will, but the late French-
Canadian was one of the most fearless
racers of the 1970s
ildman’, ‘crazy’,
and ‘crasher’
were some of
the descriptions
thrown at
Yvon Duhamel
during his
rough and tumble career.
Born in Montreal in 1939,
Duhamel’s love affair with
two wheels started aged
13 when he opened a small
backyard bicycle shop.
His first taste of
competition came with ice
racing when he was 17. He
took up dirt-tracking in 1959,
kicking off his reputation as a
real hard-charger. By the mid-
1960s he had turned his hand
to road racing at Loudon,
New Hampshire. Duhamel
debuted at Daytona in 1967
on a Fred Deeley Yamaha
250. A quick learner, he won
the Lightweight race at the
Florida tri-oval in 1968 and
again in 1969.
Riding a Yamaha 350,
Duhamel had helped create
history in 1968 when he
finished second behind Cal
Rayborn (H-D) in the Daytona
200. Along with third-placed
Art Baumann (Yamaha 350)
they became the first ever
two-stroke podium finishers
in the US classic.
Reputations meant nothing
to Duhamel, riding his
Yamahas over the limit to
compete with Rayborn and
Gary Nixon, America’s top
racers at the time. In 1971 his
dynamite riding earned him
20 amcn.com.au
1
a deal with Kawasaki to race
its hair-raising two-stroke
triples. He gave Special K its
first AMA national win at
Talladega in 1971 aboard its
500cc racebike, winning the
1972 race on a H2R 750.
At the Ontario 250-miles
run over two legs, Duhamel
wailed into the lead followed
by Nixon and Rayborn. When
his gas-guzzling Kawasaki
started sputtering with 20
miles (32km) still to run,
a fuming Duhamel pitted
for fuel as Nixon’s Triumph
triple burbled into the lead.
Duhamel rode angrily to
finish a distant second.
When they lined up side-
by-side for the second leg,
Duhamel caught Nixon’s
attention. His dark eyes
flashing, Duhamel declared,
“I’m going to get your ass, he pitched his big 750 into at Laguna Seca, Duhamel led
Nixon.” He botched the start, corners like a dirt-tracker. Kenny Roberts but crashed in
allowing Nixon to motor away “As far as I’m concerned, the Corkscrew for the third
for an easy victory… until he Yvon is the best 750 rider year in a row, this time due to
dropped his Triumph in the in the world,” declared a blown oil line.
Ontario infield. Baumann. “I’ve been behind Duhamel was one of the
In 1973, Team Kawasaki him when he’s being going highest earning racers of
was the world’s largest real fast and, believe me, he’s the 1970s, topping up his
road-race team: Duhamel, the best.” $90,000 annual contract with
Nixon, Art Baumann, Cliff Steve McLaughlan said, “I Kawasaki and prizemoney
Carr, Hurley Wilvert, with think Yvon has been unduly with success in snowmobile
cameos from Masahiro Wada. criticised. Yes, I have seen racing in the off-season, and
Duhamel and Baumann him crash spectacularly, but several canny investments
infamously took each other he’s fantastic to watch.” and hefty sponsorships. His
out at Daytona to the chagrin Speaking through his annual income peaked at
of team boss Bob Hansen. square, clenched jaw, Nixon $US315,000 in 1975 ($A3.35m
Despite Duhamel’s mumbled, “Yvon is the in today’s money).
reputation for doing more best there is on two wheels Battered and bruised after
crashing than winning, he because he was beating me, his hat-trick of Corkscrew
was held in the highest regard and I’m pretty good.” offs, Duhamel snarled, “I
by teammates and rivals as In the 1975 AMA National should buy this goddamn
1. Team Suzuki rider Jody Nicholas with Yvon Duhamel at Daytona in 1972 2. At the Pocono Heavyweight Production round in 1973 with BMW’s
Reg Pridmore and his Kawasaki teammate Hurley Wilvert 3. Celebrating Kawasaki’s inaugural AMA win in 1971 at Talladega with BSA’s Don
Emde and Dick Mann 4. Mobbed by French fans after finishing third in the 1975 Bol d’Or 5. Barry Sheene reckoned Duhamel was ‘nuts’

DUHAMEL WAS ONE

OF THE HIGHEST
EARNING RACERS
OF THE 1970S, HIS
INCOME PEAKING
AT $3.35M A YEAR IN
TODAY’S MONEY
3

place and take the Corkscrew
out of it.”
Duhamel demonstrated his
class on the world stage in
1975, delivering Kawasaki its
best GP finish of the year with
fifth in the Dutch 250 TT. He
also competed in the Le Mans
and Bol d’Or 24-hour races
on gun Kawasaki 900-based
endurance weapons.
The diminutive French-
Canadian was mobbed by
fans at Bol d’Or where he
finished third with co-rider
Jean-Francois Balde.
His crowning glory
was winning the Assen
round of the 1975 FIM 750
Championship with a first leg
victory over champion-elect
Jack Findlay (Yamaha), Yvon’s
first 750 race win since 1973.
At the final round of
the 1977 World F750
Championship at Mosport,
Canada, Gregg Hansford
blitzed a quality field to
win both 25-lap legs to
claim the overall win with
Duhamel, who had come out
of retirement, carding a 3-2
finish for Kawasaki’s only 1-2
in F750 championship racing.
Promoters considered
cancelling the second leg
due to the wet and oily track,
but Duhamel and Co. didn’t
hold back. For much of the
treacherous journey Hansford
and Duhamel swapped the
lead several times a lap. When
a dry line formed, the pair
fought it out to the end, the
win going to the Aussie by
less than a second from the
38-year-old veteran.
Duhamel was the father of
AMA Superbike champion,
Miguel Duhamel. Yvon’s Team
Kawasaki USA tuner Steve 5
Whitelock went on to become
WorldSBK’s technical director
in the 1990s.
After surviving any
number of big crashes, Yvon
Duhamel died on 17 August
2021, in La Salle, Quebec,
aged 81. Racing rival Emde
reflected, “Yvon often asked
more of his tyres than they
could deliver. He was ahead of
his time in many ways.”

amcn.com.au 21
 WINNER
Wheelmuck+
Win a bottle of of Motomuck Wheelmuck+, a
pH neutral ‘no effort’ wheel cleaner that
ACCESS.
LETTER OF
THE ISSUE removes brake dust easily. Valued at $29.95! AIR YOUR THOUGHTS OR VENT YOUR SPLEEN
Include your full name and address in your letter, via post or email. Access, AMCN, PO Box 6, Bittern, Vic, 3918
Long letters will be cut to fit, so don’t ramble. The views expressed
by readers are not necessarily those of the editor. access@amcn.com.au

Warren ‘Wazza’ Monson

LETTER OF THE ISSUE
Layered approach
In response to James Baker’s
letter asking Deano about
removing and refitting
helmet liners (Lidded
questions, AMCN Vol 73
No 17), I found using a thin
cotton (breathable) balaclava
when I ride, and put just it
through the wash, I have
never had a problem with a
stinky liner.
I’ve done this for years and
I now live in Queensland and
have had no issues. Another
plus is that it’s easier to
pull the helmet on and off
while wearing earplugs, too.
was undoubtedly
Mildura’s greatest
sidecar racer
And I’ve found there’s no
difference in airflow while
riding.
Thanks for the great read
every fortnight.
Metro Dzwonczyk
Agnes Water, Qld
That’s a brilliant idea Metro… and
a quick search online brings up a
bunch of them from Aussie retailers
for less than $20 a pop. Having said
that, most helmet liners are pretty
easy to remove and refit these days
and I have never had a problem with
refitting them after cleaning. Deano

Wear a balaclava to keep

your helmet liner clean.
Who woulda thunk it?

Trib-beaut
What a great tribute Peter
Baker and Glenn Milne paid
to the late Warren Monson in
the latest issue. As well as a
stack of titles, it sounds like his
death has left a huge hole in
various sectors of Australian
motorcycle racing – a humble
man with some impressive
skills taken far too soon.
I never saw Warren race, but
I wish I could have. I’d like to
extend my sincere condolences
to his partner, family, friends
and rivals.
Thanks for making it known.
And ride in peace Warren.
Bruce Marchant
Via email
Puncture response
In response to Don’s enquiry
about the mushroom plugs
(Puncture proof, AMCN Vol 73
No 17), I went down the same
track a few years ago so can
offer some input. Like Don,
my brain says a mushroom
plug, on which air pressure is
pushing against from the inside
of my tyre to keep in place and
sealed, is a far safer option than
pushing a gooey mess in the hole
and hoping for the best.
I went and bought one of these
kits and had to use it twice in the
first 12 months. What I learnt
was that if you don’t make your
hole exactly the same size as
the mushroom plug’s stalk, you
can end up with a slow leak.
And if you get a particularly big
puncture in your tyre, at least
you can shove a few of the rope-
style plugs in the hole to get you
home. If you don’t have a big
enough mushroom plug, then
you’re forking out for a tow.

amcn.com.au 23
 SUBSCRIBE & SAVE!
ACCESS. YOUR SAY Available in six- or 12-month options subscribe.amcn.com.au

The rope-style plugs have

been around forever, and
you don’t hear many stories
about them failing or not
galvanising. I’ve plugged some
relatively new tyres with them
over the years and they’ve
stayed strong throughout the
rest of the tyre’s life.
My advice Don is there’s
nothing wrong with the rope-
style plugs if they’re used and
applied carefully and correctly,
it’s just getting our minds to
understand this and trust the
outcome that’s the hardest bit.
Mark Watson
Via email

Of course you know that all of these

plugs are designed for emergency use
only, and any tyre damaged and plugged
should then be properly repaired by
removing the tyre from the wheel,
ensuring it is reparable, and then
patching it from the inside. Having said
that, I too have left in plugs that have
kept an airtight seal for the rest of the
tyre’s life. Deano
Dollar mart
I read your comprehensive
WorldSBK preview article
(Vol 73 No16) which is always
great, especially when it arrives Plugging a tyre is a great
way to get out of strife, but
as a subscriber before the
repairs like this should only
actual event. be considered temporary
It was a great weekend, in
contrast to MotoGP which is so
heavily regulated by fun police
that, well, I think I actually IF YOU’RE AN ADVOCATE FOR KEEPING CASH ALIVE, THEN YOU’RE
enjoyed WorldSBK more.
Anyway in reading your
preview you mentioned that
STILL GOOD AT PHILLIP ISLAND RACETRACK
there was no need to take all That’s a good point, Stuart. The for that time. Some sort of
those $5 notes I’d been saving WorldSBK event’s website makes it feature paying tribute to her
up because the Phillip Island clear that the Phillip Island circuit is contribution would be very
track is now cashless. indeed cashless but of course it can’t well received and richly
Well, I couldn’t bring myself speak on behalf of the external food and deserved.
to leave all those $5 notes at drink vendors that roll in for the event. Thanks for the memories,
home and very quickly found Thanks for the clarification – we’ll start I never really understood the
out that all those fantastic food saving our $5 notes for next year. Kel Gassit cartoons anyway. Except
trucks and vendors actually for the really tasteless stuff, I
accept folding, green cabbage Mother Moyna understood that just fine.
with open arms. The image of Ron Boulden and Jock Burnell
So, just saying, if you’re an his mother Moyna in the new Marickville, NSW
advocate for keeping cash Rear View page at the back of
alive, then you’re still good at the magazine (AMCN Vol 73 That’s a great idea Jock. We’ll put it on
Phillip Island racetrack. The No 16) had me thinking how our future features list and make some
only thing missing in the expo fantastic this woman was in the space for Moyna Boulden in a future
area is the AMCN stand and world of motorcycle racing. issue. Deano
Gassit T-shirts! Keep up the The things she did not only
good work. for her sons, but for motorcycle Prototype builds
Stuart Riley racing in Australia in the 1970s, Really enjoyed Michael Scott’s
Surrey Hills, Vic was quite an achievement retrospective view of the

24 amcn.com.au

Moyna Boulden pictured
with son Ron on the
McCulloch of Australia
Yamaha TZ750 in 1979
MotoGP World Championship
(For Better or Worse, AMCN
Vol 73 No 17). Being reminded
about all of those eccentric
pioneers who liked to take on
the big companies with their
brilliant backyard builds
reminded me about a guy that’s
apparently doing the same
thing at the moment, here in
Australia.
A fellow I met at a swap
meet a couple of weeks ago
was talking about how a guy is
building a chassis with a Fior-
style front end around a 765cc
Triumph engine. I’m not sure
if the engine’s Moto2 spec, or
if there’s any likelihood that
it’ll ever see a GP paddock, but I
understand that’s his goal, from
INJURED IN A
MOTORCYCLE
ACCIDENT?
Most motorcycle accidents happen due to
factors outside the rider’s control, such as
driver carelessness like in the case of our
client, Spencer.
Our team has successfully handled hundreds
of TAC and motorcycle accident claims.
We provide the support you need and work
_-u7|o];||_;1olr;mv-ঞom‹o†7;v;uˆ;ĺ
ļ$_;‹‰;m||_-|;Š|u-
7bv|-m1;-m7=;Ѳ|-Ѳlov|
what this bloke was saying.
Ѳbh;|_;‹‰;u;om;
I’d be keen to find out more o=l‹l-|;vĸĽ
about the project, if it exists
and where it’s up to.
Steve Foley SPENCER
Via email Actual Client
It sure does exist, Steve. The
bike you’re referring to is called
the Motoinno TS3, and AMCN’s
Matt O’Connell not only checked it
out a couple of weeks ago but was
lucky enough to cut a couple of laps
on it around Sydney Motorsport
Park. And yes, it is indeed powered
by a Triumph 765cc engine as used
in Moto2, and it features an HCS
(hub-centre steer) system. It’s a
trick bit of kit; keep an eye out for a
feature on it in an upcoming issue.
Deano
hcalawyers.com.au
03 9001 1318
)b|_Ѳo1-ࢼomvm;-u
‹o†bm(b1|oub-ĸ
 QUIZ. MENTAL TWISTIES WIN!
AN AMCN NECK SOCK
SPOT THE
DIFFERENCE
It’s 1988 and Ron Haslam, Britain’s top-ranked GP rider, is king of the kids
with his remote-controlled vehicle. Back then even F1 car racers were EMAIL YOUR ANSWERS AND
obsessed with these. Spot the five changes Fred has made to this ADDRESS TO AMCN@AMCN.COM.AU
image, email us your answers (and address!) and you could win a neck sock. FOR YOUR CHANCE TO WIN!

ORIGINAL

ANSWERS WILL BE RE V E ALED IN THE NE X T IS SUE

26 amcn.com.au
 S P E C I A L E D I T I O N
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HANDLEBAR-MOUNTED USB-C OUTLET

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kawasakiaus @kawasakimotors_au
 LIVING WITH. 2023 CFMOTO 450SR
WORDS + PHOTOGRAPHY DEAN MELLOR

BITS & BOBS

A swag full of kit has arrived to spruce up our CFMoto 450SR

D
espite my promise to myself that I would
get out and ride more in 2024, just for the
fun of it, I haven’t been doing much of that
on our long-term test CFMoto 450SR, which
is a pity because the lightweight sporty is
ideally suited to the twisty roads not far
from my place.
I did go on one run, however, that I managed to
record in complete detail thanks to the CFMoto
app that I downloaded to my phone. It showed
my entire route overlayed on a map, along with
other information such as trip time, trip distance,
number of times the bike was subjected to rapid
acceleration and deceleration, number of times
I had it cranked over and (blurred for the sake
of my licence) maximum speed. The app also
RIDER provides other handy info, such as the bike’s
PROFILE location, engine revs and overheat warnings, low-
fuel alert and more. You can even use it to set up
dashboard mileage and temperature units and
display language. There’s also a vibration alert
so you know if someone has bumped into or is
trying to move your bike, and you can even set
up a geofence.
Another distraction to riding was when a box
Name Dean Mellor full of genuine-accessory trick bits showed up
at my place, which I’ve fitted to the 450SR. It
Height 167cm included a tinted screen, fender eliminator, axle
Weight 76kg protectors, adjustable rearsets, and brake and
clutch levers, all of which have now been fitted in

Fitting the axle protectors Tail tidy gives the rear-end Fitting the adjustable The levers weren’t hard Tinted screen looks great; to
was by far the easiest job; of the 450SR a clean look. rearsets is quite involved as to fit and the replacement fit, simply remove the mirror
just slide through the axles It took around 30 minutes the swingarm pivot bolt has ones are fold-up jobbies bolts, swap screens and do
and tighten the nuts. to install. to be removed. that look trick. the bolts up again.

28 amcn.com.au
 Retail price Distance covered Fuel Economy Servicing First: 1000km Minor: 6000km
$8290 (ride away) 822.6km 4.4L/100km Major: 24,000km. Warranty Three years, unlimited km

SPECS
ENGINE
Capacity 449.9cc
Type Parallel-twin, 270° crank, DOHC
Bore & stroke 72 x 55.2mm
Compression ratio Not given
Cooling Liquid
Fueling EFI, Bosch
Transmission Six-speed
2 3 Clutch Wet, multi-plate, slipper
Final drive Chain
PERFORMANCE
1 4
Power 34.5kW (46.2hp) @ 10,000rpm
(claimed)
Torque 39.3Nm @ 7750rpm (claimed)
Top speed 190km/h (est)
Fuel consumption 4.4L/100km
(measured)
ELECTRONICS
Type Bosch
Rider aids ABS and shift light
Rider modes Not applicable
CHASSIS
Frame material Chro-moly alloy steel
Frame type Trellis
Rake Not given
@#$ Trail Not given
Wheelbase 1370mm
SUSPENSION
Type CFMoto
Front: 37mm upside-down fork,

THE CFMOTO APP SHOWED THE

non-adjustable, 120mm travel
Rear: Multi-link monoshock, adjustable
ACCESSORIES
ROUTE OVERLAYED ON A MAP,
preload, 130mm travel
4 WHEELS & BRAKES
• Tinted screen $154.95
Wheels Cast aluminium

WITH TRIP TIME, DISTANCE,

• Fender eliminator $206.95 Front: 17 x 3.0 Rear: 17 x 4.0
• Adjustable rearsets $362.95 (ea) Tyres CST Adreno HS AS5

ACCELERATION AND MAX SPEED

• Axle protectors $61.95 (f), $40.55 (r) Front: 110/70R17
• Brake and clutch levers $134.95 (ea) Rear: 150/60R17
Brakes Brembo, ABS
Front: Single 320mm disc,
a series of late-night workshop sessions. Installing 1. Axle protectors were a four-piston M40 caliper
the tinted screen was the easiest job and the 5 two-minute job to fit Rear: Single 220mm disc,
single-piston caliper
rearsets the most involved. 2 & 3. The rearsets were
The screen was just a matter of undoing a well worth the challenge
DIMENSIONS
Weight 192kg (wet, measured)
couple of bolts but the rearsets involved the of installing. Deano used a Seat height 770mm (measured)
removal of the swingarm pivot bolt. This meant bit of lateral thinking and Width Not given
I had to raise the rear of the bike from the frame bush technology to get the Height 1130mm
and take out the back wheel. Everything fitted job done in one after-dinner Length 1990mm
nicely though and the new rearsets look fantastic. workshop session Ground clearance Not given
Fuel capacity 14L
I’ll tweak the footpeg position this weekend as I 4. Deano’s starting to fall in
have a trackday booked at SMSP for next week. love with this pocket-rocket. SERVICING & WARRANTY
Servicing First: 1000km
Fitting the fender eliminator was pretty 6
Next outing is a trackday at
Minor: 6000km
straightforward although I did have to remove SMSP. What will it top out at
Major: 24,000km
down the main straight?
the rear bodywork to access the wiring for the Warranty Up to three years,
licence-plate light and indicators. Again, it’s a 5. The tail tidy does just that unlimited kilometres
good-looking bit of kit and it certainly tidies up and took 30 minutes to fit BUSINESS END
the look at the rear of the 450SR. 6. For serious street cred Price $8290 (ride away)
you need a tinted screen on Colour options Zircon Black (Black/
As mentioned, I’m heading out to the ’Creek in Red) or
a few days’ time with the 450SR and I’ll report a sportsbike. The CFMoto
accessory catalogue Nebula black (White/Turquoise)
back on that experience soon. As well as the ride CONTACT
delivered in style
itself, I’m looking forward to analysing the data www.cfmoto450sr.com.au
afterwards on the CFMoto app.

amcn.com.au 29
 QUICK SPIN. 2024 HONDA NAVii

MOBILITY MADE EASY

Meet one of the least expensive new bikes currently available in Australia
’m sitting in the starter’s hands about to launch. 1. Honda corporate colours
1 I increase the revs but squeeze both brakes on brighten up the little scoot
hard so that the CVT transmission doesn’t lurch 2. Expect to see a fair few of these
me forward. My first obstacle in what I’m going parked up in the inner suburbs
to call the Half-Harted Gymkhana is to hook a over the next few months
full loop around a tight-ish circle of witches hats 3. The humble runabout starts
while Honda’s marketing coordinator Sophie to look a bit urban cool with the
Munday stands in the centre shooting two fully Fireblade-inspired graphics kit
loaded quick-fire Nerf guns at me before I spear off 4 & 5. The test ride started with
to tackle the slalom. a run around a gymkhana course
I’m calling it the Half-Harted Gymkhana because where brainpower and motive
not only is it being held on Honda’s HART training skills were put to the test
range in the outer northern suburbs of Melbourne,
but we’re riding Honda’s newly introduced pint-
sized runabout that feels like it’s about half the size
of a regular bike. 2
I reckon I could have ridden around that first loop
quicker if I had dragged only the rear brake, but the
NAVi’s drum brakes either end are linked, meaning
the front brake was being applied at the same time
as the rear, which was working against what I was
trying to achieve. That’s what I told myself anyway
when I fell short of the win.

30 amcn.com.au
 TEST KELLIE BUCKLEY + PHOTOGRAPHY ROB MOTT

OLD SCHOOL
The analogue dash,
carburettor, drum brakes and
conventional lighting keep
the costs down and the retro
hipsters happy

WARDROBE
FUNCTION
The chassis, engine and
running gear are straight
out of Honda’s scooter
department and reskinned
as a mini-naked
BEETLE BOOT
The plastic box, which looks
every bit the battery-
powered motor, is actually
a 17.5-litre lockable storage
Once out of the slalom, we had to stop, switch 3 compartment
the bike off and put it on the standard-fitment
centrestand before kicking a ball into a makeshift
goal to earn (or lose) points off your total score. And
not only did I miss the goal, with no conventional
kill switch to speak of I failed to remember that
I needed to switch the ignition back on before
completing another required task of kickstarting
the engine back into life.
Once I’d switched my brain (and the key) on,
the 109cc single-cylinder engine fired into life on
the first kick. I swung it off the centrestand and
accelerated towards another slalom obstacle, this
one a bit trickier, before riding towards three
small hoops hanging on a hat that I needed to grab,
separate and toss onto three different witches hats –
without stopping or putting my feet down.
The resounding ‘failure… failure… failure!’ from
the commentator lets you know where my hoops 4 5
ended up – the low-speed, one-handed operation
of the NAVi is a cinch – just turns out I’m not a very
good aim.

HONDA’S PINT-SIZED
RUNABOUT FEELS ABOUT HALF
THE SIZE OF A REGULAR BIKE
amcn.com.au 31
 QUICK SPIN. 2024 HONDA NAVi
2 3
URBAN MOBILITY HAS JUST GOT A WHOLE LOT
MORE ACHIEVABLE FOR WOULD-BE RIDERS
As much fun (and failure) as the gymkhana was,
of course it was a really clever move from Honda
to highlight features and benefits of the 100kg
NAVi that we may not have otherwise used or tried
during the short test ride period; kickstarter and
centrestand both great examples.
But for me, the most impressive feature of this
new commuter is its price. With a recommended
retail price of $2349 (plus on-road costs), urban
mobility just got a whole lot more achievable for
would-be riders, especially when you only need a
scooter licence to ride it (ACT, Tas and Vic).
As well as the twist-and-go transmission, the
NAVi uses an ‘underbone’ or scooter-style chassis
– presumably based around one of Honda’s scooter
platforms and one of the reasons why it’s priced
so sharply – and the fan-cooled engine is a hub-
mounted affair. Because the NAVi swaps traditional
scooter styling with a nakedbike look, there’s space
beneath the petrol tank which has been filled with a
plastic 17.5L lockable storage compartment. Honda
says the compartment is waterproof. Beautiful
Melbourne weather meant I wasn’t able to test that
claim but I can confirm the compartment fooled
more than a few onlookers into thinking the NAVi
32 amcn.com.au
1. A woman firing a Nerf gun is a
woman not to be trifled with
2. What looks like it could be some
sort of battery powerplant is
actually weatherproof storage
3. Every bit a motorcycle, although
it’s based on a scooter
4. This is inspired by the 1994
CBR900RR Fireblade Tiger
5. Priced right, and compact
enough for the inner city or local
suburban shopping run, the NAVi
also has the potential to, er,
kickstart another customising
subculture
4
was an electric bike when we headed into the CBD at
the conclusion of the gymkhana.
From what I can tell, Honda Australia has
welcomed the NAVi into the fold in a bid to try and
recoup some of the losses felt by the discontinuation
of its popular Grom. This cute 125cc runabout
garnered a pretty significant following in Australia
due to the novelty (and practicality) of its small size
and fun styling, but was pulled from the market
towards the end of 2022 when its single-channel
ABS system didn’t comply with the two-channel
system required by our Australian Design Rules.
Although sales were relatively strong Down Under,
the relative size of the Australian market compared
to the rest of the world just wasn’t big enough to
justify an update in order to meet the specific
requirements of our ADRs.
So that’s where the NAVi comes in. Yes, it has less
tech; it’s carburettor-fed instead of fuel injected, it
uses a couple of drum brakes instead of discs, there
are incandescent lights instead of LEDs, an analogue
dash instead of an LCD affair, and the list goes on,
but you can’t argue that the novelty of the NAVi isn’t
as pronounced as the Grom.
In fact I reckon it’s got more novelty swagger
than the Grom has – and that’s before you take into
account the two optional retro-Fireblade inspired
sticker kits that you can choose over the four
standard colours.
It won’t get kneecapped like the Grom did because
 THE
RIVALS
The mini-naked
genre is now just a
three-brand affair

BENELLI TNT125
• Four-valve 124.8cc single
• Five-speed manual
transmission
• 8.6kW & 9.6Nm
• 780mm seat height
• Disc brakes, linked
• 121kg (wet, claimed)
$4590 (ride away)

HONDA NAVi
• Two-valve 109cc single
• CVT transmission
• 6kW & 9Nm
• 765mm seat height
• Drum brakes, linked
• 100kg (kerb, claimed)
$2349 (plus on-roads)

a two-channel ABS system is only a requirement

CFMOTO XO PAPIO
RACER & TRAIL
• 126cc single
• Six-speed manual
transmission
• 7.0kW & 9.3Nm
• 760mm seat height
• Dual-channel ABS
• 114kg (dry, claimed)
$4290 (ride away)
on machines 125cc or larger.
Despite having a 10-inch rear wheel matched
to a 12-inch front, you still sit high enough on the
765mm seat to see above the traffic – for context
both the Royal Enfield Himalayan 450 and the
Triumph Speed Twin 900 have a 765mm seat
height – and the high handlebar results in upright
and comfortable ergonomics.
The footpegs are mounted slightly more
forward than where my feet often went looking
for them, although with Honda’s V-matic CVT
transmission and the ’bar-mounted brake levers,
there’s no reason you couldn’t opt for a sportier
stance and place your feet on the fold-out pillion
’pegs, which aren’t that far removed from where
they might be if a fully-faired sportsbike version
of the NAVi existed.
Speaking of the pillion ’pegs, the NAVi is more
than capable of ferrying two people around town.
There’s a generously sized pillion seat as well as a
rear grab handle. That seat, grab handle and ’pegs
will no doubt also perform tie-down roles if and
when the bike’s 17.5 litres of onboard storage is

amcn.com.au 33
 QUICK SPIN. 2024 HONDA NAVi
exhausted, but there should be a handy little rear
rack available (see breakout) in the accessories
catalogue too, which can increase the bike’s
practicality even more.
Thumb (or kick) the NAVi into life and it sounds
every bit the small-capacity scooter it’s been built
around. The single-cylinder two-valve air-cooled
engine runs a single overhead camshaft and is
good for a claimed 6kW (8hp) and 9Nm at 7500rpm
and 5000rpm respectively. Acceleration from the
SPECS 100kg (kerb, claimed) bike is brisk enough to hurtle
you ahead of the pack once you’ve filtered your
ENGINE way through to the front with ridiculous ease,
Capacity 109cc
Type Single cylinder, SOHC, two valves
too. However its top-speed capability will prevent
Bore & stroke 50mm x 55.6mm all but the brave and silly from heading towards
Compression ratio 9.5:1 freeway on-ramps. I saw 85km/h at one point on my
Cooling Fan short urban ride, but I was travelling down hill –
Fueling Carburetor not a steep decline, but a decline nonetheless.
Transmission CVT
Clutch Centrifugal Despite the scooter-style chassis, you don’t feel
Final drive Belt any of the flex or vagueness often associated with
PERFORMANCE small-capacity scoots and I suspect this is because
Power 5.89kW (8hp) @ 7500rpm of the brace effect of the seat and fuel tank tying
(claimed)
Torque 8.91Nm @5000rpm (claimed)
Top speed 90km/h (measured)
Fuel consumption 2.1L/100km
each end of the underbone chassis together.
The 26.8mm non-adjustable upside-down
telescopic fork and the single offset rear shock
ACCESSORISE!
WHILE ONE of the bikes was displaying a handful of optional
(claimed) offer 89mm and 70mm of travel respectively, accessories, such as a rear rack and mount which included
ELECTRONICS which all adds up to more than adequate a longer grab handle and more places to tie things to, a
Type Not applicable suspension performance for the role the NAVi is windscreen and some crash protection, Honda Australia says
Rider aids Combined braking designed to play. it’s hit a delay with their arrival and can’t officially confirm
Rider modes Not applicable If you’re underwhelmed by any area of the what will be available in Australia and for how much.
CHASSIS NAVi’s performance, you’re probably missing the As for the fun Fireblade-inspired sticker kits, these have
Frame material Steel point of what Honda’s trying to do, which is making been by commissioned by Honda Australia to be produced
Frame type Underbone
urban mobility affordable and achievable for just by a local graphics supplier. At this stage, the official word
Rake Not given
Trail Not given about everybody. And if it just so happens that the from Honda Australia is that it’s “hoping to offer these to the
Wheelbase 1286mm NAVi forms a cult following like the Grom, Monkey public in the future”. Stay tuned.
SUSPENSION or as far back as the QR or Z50s have done, then
Type Not given that’s a bonus.
Front: 26.8mm, non-adjustable upside-
down fork, 89mm travel
Rear: Single shock, non-adjustable,
70mm travel
WHEELS & BRAKES
Wheels Steel
Front: 12 inch Rear: 10 inch
Tyres Nylogrip Zapper
Front: 90/90-12
Rear: 90/100-10
Brakes
Front: Drum, combined
Rear: Drum, combined
DIMENSIONS
Weight 100kg (kerb, claimed)
Seat height 765mm
Width Not given
Height Not given
Length 1805mm
Ground clearance 156mm
Fuel capacity 3.5L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 4000km
Major: 12,000km
Warranty Two years,
unlimited kilometres, roadside assist
BUSINESS END
Price $2349 (plus on-road costs)
Colour options Sashta White, Patriot PROS
Red, Ranger Green or Neon Pink It’s packed full of practical features and it’s Styling may be slightly awkward to some eyes and it’s not
ridiculously affordable. AND suitable for freeway riding.
CONTACT CONS
motorcycles.honda.com.au

34 amcn.com.au
Elite GP
• ”Micro-Synth” upper and ”Air-Tech”
ventilated lining
• Removable inner bootie with ”Eso-
Motion 2.2” articulation and ”D3O”
ankle cups
• P.U. moulded dual-compound shin
plate and heel cup
• P.U. moulded calf protector with
micro-adjustable metal ratchet closure
• Dual-density Vibram racing rubber Black
sole with integrated high-resistance
replaceable nylon slider

FROM RRP $649.95

White/Red Black/Fluro
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 THREE DECADES 2024 390 DUKE

CORNER
ROCKET
At $8695 (ride away), the latest 390
1 2

is a helluva value proposition

he first ever KTM Duke was a 1994 620cc
single. So it’s only right to continue
the tradition with a punchy single-
cylinder offering, the new Duke 390,
lovingly dubbed ‘the corner rocket’ by
its creators. It is important to note that
the 390 Duke is the largest capacity Duke
in some international markets (there’s a 125 and
250 too, neither of which are available in Oz), so
this time around KTM made a significant effort to
make the 390 look and feel like the top-spec Dukes.
When you see a new 390 Duke parked, unless you
know what you’re looking for, it’s not immediately 3
discernible from the 990 or even 1390.
So what’s new? The official number quoted by
KTM is 90 percent new parts. See what I mean?
This is a serious update. Starting with the new
A NEW FRAME AND THE 399CC
frame, KTM stiffened it up to improve high-speed
stability, but also mounted the rear shock off to the
SINGLE-CYLINDER ENGINE HAS
side of the chassis rather than in the centre to both
put it on show and free up some space under the
seat. As a result, the swingarm and chassis needed
ALSO HAD A FULL MAKEOVER
some beefing up to keep everything balanced. The
swingarm is still the open-lattice diecast style, but
strengthened to handle the side-mounted shock.
The alloy rear subframe is new and helps drop the
standard seat height to 820mm (there’s a lower
800mm option in KTM’s Powerparts catalogue).
The 399cc single-cylinder engine has also had
a full makeover to make it lighter, more compact
and reliable while meeting Euro5+ emissions
requirements. Through some black magic, or
just simply changing alloy chemistry and fuel
injection programs, the engine has been designed
to warm up faster but also run cooler once warm
to help reduce wear which, in turn, means service
intervals have increased to 10,000km for a minor
service with valve clearances checked at every
20,000km – good for the back pocket of owners.
The airbox has been optimised thanks to a bit
more volume and the air intake is now up the front
under the tank which means it’s breathing fresher
air and resulting in some extra aural pleasure,
too. At the other end, the exhaust now
features an underslung muffler, which COMPARISON
helps keep the mass central on the bike
and looks super tidy at the same time.
Power output is respectable for a LAMS-
RATE
On the road for $8695, it’s less
approved bike at 34kW (45hp), with 39Nm expensive than H-D’s X350,
of torque at its peak. This is a boost of 1hp Triumph’s Speed 400 and
and 2Nm over the previous model, which Husky’s Vitpilen 401
sounds like nothing, but when you take
into consideration the new beastie is now a

38 amcn.com.au
 GET LOW RUBBER-SIDE TANKED LITTLE THUMP WP AHOY
820mm seat height and DOWN New, larger 15L fuel tank will New engine is lighter, Tool-less adjustable
can be made 20mm lower New wheels save a whopping get you around 400km of warms up faster and compression and rebound up
with an optional seat. 4.3kg of unsprung weight. riding if you play your cards runs cooler. It’s Euro front. Down at the rear you will
Span-adjustable levers Michelin Power 6 tyres bring right. Side fairings are styled 5+ compliant and is need a C-spanner for preload
to help suit different-sized plenty of grip and confidence off the Super Duke R for extra remarkably smooth for a adjustment and a screwdriver
riders. for riders of all skill levels. street cred. single-cylinder. for rebound.

considerable 6kg lighter, the gains are significant.

4 5
Suspension is new WP Apex. The front fork is a
43mm open-cartridge unit with tool-free rebound
and compression adjustment. To keep adjustments
simple, there is just five clicks of each, but each
click is designed to make a noticeable difference in
feel, which is going to increase people’s confidence
to make adjustments.
At the rear the new side-mounted shock is
easy to access and features rebound and preload
adjustments, but you will need a screwdriver and
a C-spanner to do so. The ByBre brakes remain
unchanged except for changing the single discs
each end from the left-hand side to the right. It
seems like an odd change, but it is purely for looks.
Parked on the side stand the Duke now looks much
better from its ‘good side’ with both the rear shock 1. The Duke 390 doesn’t feel like a 6
and front brake on display, adding to the 390’s big- little LAMS toy
bike image. Yes, KTM has thought of everything. 2. Wattie found the Duke punches
One of the major weight-saving features is the way above its weight
new wheels. They save a massive 4.3kg over the old 3. The engine has been totally
ones. This reduction in unsprung weight makes redesigned to save weight, deliver
a huge difference to performance and handling better performance and meet
reflected in its character in the twisties. latest Euro emission rules
Electronics are aplenty, although not quite as 4. Screen display can be modified
high-tech as the stuff found on the big bikes. There for track work
is a beautiful five-inch colour dash that shows 5. Distinctive headlight layout
all the ins and outs. There are two modes, Street matches the Duke range
and Rain, which adjust throttle response and the 6. Front brake has been switched
cornering traction control sensitivity. to the other side of the front fork
The traction control can be switched off

amcn.com.au 39
THREE DECADES 2024 390 DUKE
SPECS
ENGINE
Capacity 398.7cc
Type Single cylinder, DOHC, four valves per
cylinder
Bore & stroke 89mm x 64mm
Compression ratio Not given
Cooling Liquid
Fueling EFI, RBW
Transmission Six-speed
Clutch Wet, multi-plate, slipper type
Final drive Chain
PERFORMANCE
Power 33.5kW (45hp) @ 8500rpm (claimed)
Torque 39Nm @ 7000rpm (claimed)
Top speed 173km/h (tested)
Fuel consumption 3.4L/100km (claimed)
ELECTRONICS
Type Bosch EMS
Rider aids Cornering ABS, cornering traction
control, launch control
Rider modes Rain and Street
CHASSIS
Frame material Tubular steel
Frame type Trellis
Rake Not given
Trail Not given
Wheelbase 1375mm
SUSPENSION
Type WP Apex
Front: 43mm upside-down fork, compression
and rebound adjustable, 150mm travel
Rear: Monoshock, rebound and preload
adjustable, 150mm travel
WHEELS & BRAKES
Wheels Alloy
Front: 17 x 3.0 Rear: 17 x 4.0
Tyres Michelin Power 6
Front: 110/70R17 (54W)
Rear: 150/60R17 (66W)
Brakes ByBre, Bosch ABS
Front: Single 320mm disc,
four-piston radial caliper
Rear: Single 240mm disc,
twin-piston floating caliper
DIMENSIONS
Weight 165kg (wet, claimed)
Seat height 820mm
Width Not given
Height Not given
Length Not given
Ground clearance 190mm
Fuel capacity 15L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 10,000km
Major: 20,000km
Warranty Two years,
unlimited kilometres
BUSINESS END
Price $8965 (ride away)
Colour options Electric Orange
or Atlantic Blue
CONTACT
www.ktm.com/en-au
40 amcn.com.au
completely, while the ABS can be switched off at
the rear by enabling Supermoto mode for some
sick skids. All these settings can be changed on the
fly, which is a bonus. The switchgear is exactly the
same as the 990 Duke and is backlit for night riding
– impressive for an entry-level LAMS machine.
Navigation, phone calls and music can all be
controlled and displayed through the dash via an
app on your phone. However the (flawless) two-
way quickshifter is an option that is unlocked by
a software update at the dealer. The track screen
mode, however, is standard and changes the dash
to prioritise the rev counter, gear-position indicator
and lap timer instead of the speedo. While in this
track mode, you will also be able to engage launch
control, which holds the revs at 7000rpm for rapid
take-offs – pretty nifty for a LAMS offering.
The build quality appears top spec, with LED
lighting, painted-over stickers, premium matt
finishes and fairings that mimic the Super Duke’s
styling. The orange seat is a one-off for the 30th
anniversary and looks trick.
So, what does all this mean for the ride?
I expected it to feel tiny, but it felt instantly
familiar and comfortable. The riding position is
commanding but upright and the wide ’bar makes
it feel quite roomy – I didn’t feel like I was riding a
small bike except for the weight.
The 390 is super zippy as I got my bearings riding
on the wrong side of the road. You can lift the front
wheel for fun in first or second gear down low in
the rev range thanks to the torque. This also means
pulling away from a standstill is silky smooth.
The engine feels smooth and sounds beefy with
no annoying vibrations. It feels more like a parallel
twin than a single. Ample power is available
throughout the rev range and it managed to propel
my 100kg to an indicated 173km/h. That kind of
speed is nothing to be sneezed at for a learner
bike. As we rapidly approached the mountains, the
Duke began to show its hand as to why KTM has
nicknamed it ‘the corner rocket’. The lightweight
Looks like a big bike, has a smooth, punchy engine and
boasts quality components.
THE 390 IS A DREAM
ZOOMING FROM
CORNER TO CORNER
ON TIGHT ROADS
390 is a dream zooming from corner to corner on
tight roads. It changes direction easily and settles
into the corners well. The Michelin Power 6 tyres
complement the Duke with oodles of grip and
confidence. Being generally aimed at novice riders,
I found the suspension a little soft in the rear end
on standard settings (I’m probably heavier than
most novice riders, to be fair). I added a couple
of clicks of rebound damping to the rear, which
helped it stay settled in the corners, but it still
needed a bit of preload cranked on for my weight.
As expected, wind protection is a non-event.
KTM will tell you the Duke is unashamedly naked,
so don’t look here if you want to hide behind
fairings and a windscreen. The seat, however, is
good enough to enjoy the ride without wondering
how funny your walk is going to be afterwards.
The single front disc brake does its job with
ease and is perfectly matched to the weight and
intended purpose of the 390 Duke. Supermoto
mode lets you hang the rear end out on the brakes
for generally hoon riding. After you’re done
hooning it can shift into a traffic-slaying commuter
and still get over 400km out of a fuel tank. That’s a
lot of fun crammed into one tank.
The little Duke is light, flickable and every
bit the pint-sized and capable fun machine that
almost anyone can access. Its low seat height and
adjustable levers will suit smaller riders, while
larger riders won’t feel like they are riding a toy.
PROS Making the owner pay to unlock the included
AND quickshifter on such a well-appointed bike.
CONS
 THREE DECADES 2024 990 DUKE

THE
SNIPER
First launched almost two decades
ago, the 990 Duke has come full circle
ack in 2005, the 990cc was the first Super
Duke, but here we are some 19 years
later and the so-called midsized Duke
has reached the capacity of the original
Super Duke. Back then it made 89kW
(119hp), now it makes 92kW (123hp). To
be honest I expected more, however the
new Duke is about 12kg lighter, way more efficient
and would run rings around the old V-twin.
After recently giving an 890 Duke R a good
thrashing through some of my local twisties, I was
pretty keen to see how KTM would improve on
the already excellent package for the Duke’s 30th
birthday. I expected some minor changes but was
quite shocked to find that the 990 has received the
highest amount of changes in the fleet – with KTM
claiming 96 percent of its parts are new.
Obviously KTM didn’t need to reinvent the
wheel here, but it has gone hard on the updates.
The chassis has been stiffened significantly for
ADD THE TRACK PACK AND YOU GET
improved handling and feeling for the rider. But
making a stiffer frame can reduce traction, so the
A PERFORMANCE MODE, TRACK
swingarm has been redesigned as an enclosed-
lattice design that is 1.5kg lighter and reduces
MODE, TWO-WAY QUICKSHIFTER
stiffness for improved rear-wheel traction.
1
The chassis now runs down the outside of the
swingarm pivot, rather than inside as on the 890,
which makes the bike feel slightly wider at the
footpegs. The aim of these frame and swingarm
changes is to maintain the 890’s agility but
introduce some stability that was lacking. The rear
subframe is now a cast item integrated with the
airbox and air intake (under the seat) to reduce
weight and the number of parts.
The LC8c parallel-twin engine has been revised
to meet strict Euro5+ emissions while maintaining
the power and torque we all want. It has more
aggressive cams and longer valve openings, while
being smoothed out by increasing the rotating
masses. The full stainless exhaust system features
a more conventional-looking side-mounted muffler
to mimic the aggressive stance of the Super Duke R
2 3
while meeting emissions requirements.
As ever, the suspension is WP Apex equipment.
Similar to the 390 Duke the open-cartridge fork
features five clicks of compression and rebound up
front. At the rear you’ve got C-spanner adjustable
preload and five clicks of rebound. KTM assures
us that less clicks doesn’t reduce the window
of adjustment, it just makes each click more
noticeable. I could have wound some preload
on the rear for my weight but, other than that,
it felt well sorted. After all, the suspension has

42 amcn.com.au
been developed on mountain roads rather than 1. It may not look it but the seat
racetrack conditions like the Super Duke R’s. is all-day comfortable, another
The wheels have been upgraded to those of the example of the work put into this
Super Duke R with the rear adapted for the dual- extensive model update
sided swingarm. The front brakes are essentially 2. The combination of quality
unchanged from the 890 however the new wheels brakes and supple suspension
mean the front discs have a different mount which gave great confidence in a run
shaves 1kg of unsprung weight off the front end. down the mountains
The electronics are a big step on the 990, now 3. Span-adjustable levers
sharing its package with the Super Duke, so say 4. Rear suspension needed only a
hello to five-level wheelie control that, rather than slight tweak to suit our tester
stopping wheelies, helps hold them at the desired 5. TFT screen is the control centre
height. What a time to be alive! In standard trim 6. Radical headlight mirrors the
there are three ride modes – Rain, Street and flagship Super Duke
Sport. Rain mode reduces power and throttle 4
response and increases traction control. Street and
Sport both have full power, with more aggressive
5 6
throttle maps while reducing TC intervention and
allowing larger wheelies.
If you add on the track pack, you get
Performance mode and Track mode as well as
a two-way quickshifter. In these modes you get
nine levels of TC as well as unlocking Launch
control, lap timers, telemetry data like lean angles
and braking forces and you can turn the wheelie
control off. You can also select supermoto ABS. It
runs the same nine-axis IMU as the Super Duke so
all the ABS modes and TC is lean-angle sensitive
doing its best to keep you rubber-side down.
The five-inch colour TFT screen is the control
centre and, with the app and connectivity unit will
COMPARISON
RATE
At $20,090 (ride away), it’s
less expensive than Ducati’s
Streetfighter V2, BMW’s S
1000 R and even Aprilia’s
LAMS-approved Tuono 660!

GET STIFFED STOLEN WHEELS WIZARDRY SAME BUT NOT TERMINATOR

New 15 percent stiffer frame
to increase stability, coupled
with a less rigid swingarm for
increased rear grip. Closed
lattice swingarm looks nicer
and saves 1.5kg.
Wheels taken from the The 990 gets the same electronic Completely redeveloped LIGHT
Super Duke R but modified package as the Super Duke R. LC8c engine looks A point of much discussion,
for the dual-sided That means five-level wheelie similar but is tweaked for the LED glassless headlight
swingarm. Looks great control plus telemetry info like more power and torque, saves 700g, looks rugged and
and the front disc mount lean angles, acceleration and smoother power delivery functions much better than
shaves off 1kg. braking forces. and stronger reliability. the outgoing one.

amcn.com.au 43
THREE DECADES 2024 990 DUKE

handle your navigation, phone calls and music. The

full LED lighting features the same new headlight
as the Super Duke R (that many may dislike but,
STRAIGHT AWAY
I’m telling you, it looks great in real life). It kind of
gives off an angry and unapologetic look, which I’M EXCITED BY THE
suits the Duke to a tee. Above all, it is functional as
the beam is now filled in better with no dark spots
and the switchblocks are backlit.
BOTTOM-END TORQUE
Onto the highway and up to the mountains,
straight away I was excited by the bottom-end
OF THE NEW 990
SPECS torque of the new 990 engine. It sounds unreal all the way to the rev limiter, but it is hardly worth
even with the Euro 5+ muffler. The air intake roars it. Punching out of the corners I could feel the bike
ENGINE from under the seat and the front wheel lofts into holding power back as I was leant over and feeding
Capacity 947cc
the air through second gear and into third. The it in as I made the bike more upright, the fancy
Type Parallel twin, DOHC, four valves per
cylinder wheelie control is pretty cool, but if you are too electronics doing their job. I was having so much
Bore & stroke 92.5mm x 70.4mm aggressive, it’ll pull the throttle bodies closed and brain-out fun I was shocked to all of a sudden see
Compression ratio 13.5:1 bring the front down. To get the most out of the snow, followed by a warning on the dash that ice
Cooling Liquid wheelie control you need to keep a steady throttle may be present – and it most certainly was!
Fueling EFI, 46mm throttle bodies
and it will keep it at a safe height throughout the Now where are those heated grips? Bugger, still
Transmission Six-speed
Clutch Wet, multi-plate, slipper type gear. Even on the highest setting most wheelie not a standard feature on the Duke. Luckily the
Final drive Chain aficionados will not be content, so best switch it off new 990 is happy to also plod along at more socially
PERFORMANCE before impressing the kids at the bus stop. acceptable speeds, something I didn’t feel from the
Power 91.7kW (123hp) @ 9500rpm (claimed) Belting along the back roads of Almeria, the 890 Duke R I rode. The KTM engineers may have
Torque 103Nm @ 6750rpm (claimed) 990 Duke was so composed. The bike is roomy and been onto something and made the Duke a more
Top speed 220km/h (tested) rounded bike while still keeping the crazy hoon
Fuel consumption 4.7L/100km (claimed) the seat worthy of a full day of riding. The seat is
now angled upwards slightly at the front to stop machine ready in your back pocket.
ELECTRONICS Descending the mountain and into the warmth
Type Bosch EMS your butt sliding forwards continually and this is
Rider aids Cornering ABS, cornering traction welcomed. The handlebar is adjustable at the triple was like a dream. The brakes were strong
control, quickshifter, launch control clamps and at the ’bar risers, but I didn’t try it – the enough and I coud push it deep into corners with
Rider modes Rain, Street, Sport, Performance bike fits me like my old pair of summer gloves. confidence in the front end. Changes of direction
and Track
When the road turned up into the mountains I were easy thanks to the lively chassis and wide
CHASSIS kind of switched my brain off and rode by instinct, handlebar. I could get my knee down easily. I never
Frame material Tubular steel
which brings the best out in the Duke. I could once felt like I pushed it beyond its comfort zone.
Frame type Trellis
Rake 65.8 degrees hardly make the bike get upset no matter what I The 990 won me over. When I rode the 890 I
Trail 100mm did to it – except maybe getting too excited on the didn’t love it until I got it into some tight twisty
Wheelbase 1476mm +/-15mm downshifts and coming out of the corner almost at backroads, whereas the 990 feels comfortable,
SUSPENSION the redline and having to change immediately. The powerful and composed on the way to the twisties
Type WP Apex 990 has stacks of low-down grunt. It will pull out of and also when you get there. It’s over $10k less
Front: 43mm upside-down fork, compression 15km/h switchbacks in third gear if you want it to expensive than the Super Duke R, but nowhere
and rebound adjustable, 140mm travel near $10k short on fun. It’s a yes from me.
Rear: Monoshock, rebound and preload – it hardly cares what gear you’re in – it’ll power on
adjustable, 150mm travel
WHEELS & BRAKES
Wheels Cast alloy
Front: 17 x 3.5 Rear: 17 x 5.5
Tyres Bridgestone S22
Front: 120/70ZR17
Rear: 180/55ZR17
Brakes KTM, Bosch ABS
Front: Twin 300mm disc,
four-piston radial calipers
Rear: Single 240mm disc,
twin-piston floating caliper
DIMENSIONS
Weight 179kg (wet, no fuel, claimed)
Seat height 825mm
Width Not given
Height Not given
Length Not given
Ground clearance 195mm
Fuel capacity 14.8L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 15,000km
Major: 30,000km
Warranty Two years,
unlimited kilometres
BUSINESS END
Price $20,090 (ride away)
Colour options Electric Orange
or Metallic Black Plenty of power and smooth delivery, very agile but PROS No heated grips and tech pack is extra outlay after
CONTACT composed at the same time. AND 1500km to keep features unlocked.
www.ktm.com/en-au
CONS

44 amcn.com.au
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 THREE DECADES 2024 1390 SUPER DUKE R
1 2
THE 1390 HAS RECEIVED THE LEAST
AMOUNT OF UPDATES BUT THE
CHANGES ARE SIGNIFICANT
46 amcn.com.au
THE
BEAST
The flagship Duke is a snarling tech-
heavy beast – when you want it to be
he Super Duke R is the big daddy of the
Duke crew, all 1350cc of it. Born as a
hypernaked rather than a converted
superbike, it is as intimidating as they
come, made for the racetrack but allowed
on the road. The 1390 has received the
least amount of the updates thrown
around the Duke garage. But the changes are
significant. The official number is 60 percent new
parts. The frame and swingarm are unchanged
with the bulk of the changes made to the engine,
electronics, bodywork and suspension.
Its heart and soul is the updated LC8 V-twin.
The goal was to increase power without weight to
reach a 1:1 power-to-weight ratio while not losing
the Super Duke’s character. Throw in Euro5+
requirements and this became a serious mission.
First the bore was increased 2mm to lift capacity
to 1350cc, then an all-new cam-shift system was
thrown in to change cam profiles depending on
revs, essentially boosting power across the whole
rev range with little added weight and meeting
emissions targets. The LC8 now cranks out 142kW
(190hp) and 145Nm – a boost of 7.5kW (10hp) and
5Nm over the 1290. And KTM is so sure of the
engine’s reliability it has stretched the first valve
clearance check to an incredible 60,000km.
Feeding the new engine is a redesigned airbox
with shorter throttle bodies and ram-air system.
The throttle body diameters were increased 4mm
to 60mm and the top injector repositioned for
better fuel mixing through the rev range. Also
helping in emissions targets is a revised fifth
and sixth gear ratio to keep the revs lower while
cruising. There is also a 14mm wider radiator
tucked under the new body work.
The suspension is updated WP Apex. The front
fork is a 48mm open-cartridge unit with preload,
compression and rebound adjustment, tuned for
high-speed stability and low-speed agility. The
rear shock features a piggyback-style reservoir and
has high- and low-speed compression adjustments
as well as rebound and hydraulic preload.
The wheels remain unchanged, but KTM has
changed to Michelin Power GP tyres. These offer
a 1.2kg (unsprung) weight saving, a performance
increase (in the wet and the dry) while also
reducing heat-up times. In the braking department,
Brembo’s top-shelf Stylema monobloc calipers get
the job done up front and they have been paired
with a new Brembo MCS master cylinder allowing
ratio changes as well as lever adjustment. Also
from Brembo is an updated clutch master cylinder
 COMPARISON

RATE
At $31,795, it’s less expensive
than BMW’s M 1000 R,
Aprilia’s RSV4 and Ducati’s
Streetfighter V4.

FULLY FUELLED
Lower profile tank for
aesthetics and room to
move on the bike. But
with increased fuel
capacity for more fun.
SHIFTY BUSINESS
Cam-Shift technology plus
a 2mm bore increase for
1350cc. More power and
torque over the whole rev-
range is the result.
GIZMOS GALORE
More ride modes and settings to
adjust than you could poke a stick
at. The prett y TFT dash makes
it all simple and you can cycle
through while on the move.
TERMINATOR LIGHT
Shared with the 990 Duke the
LED glassless headlight saves
700g. It looks unapologetic
and suits the bike’s aggressive
image perfectly.
FRENCH RUBBER
Michelin Power Cup GP tyres
fitted for faster heat up, better
wet and dry performance plus a
1.3kg weight saving in
unsprung weight.

which is self-venting, eliminating the need to bleed

3 4
5 1. Riding modes can be switched
while on the run
2. Exhaust end cap is another
detail that screams look-at-me
performance
3. Not that long ago this would
have been a detail shot of a
MotoGP racebike
4. TFT dashboard offers easy
navigation to the mind-bending
array of rider aids
5. Razor-sharp styling
complements the brutal V-twin
engine and race-spec components
the hydraulic clutch system.
A new fuel tank has been fitted to lower the
profile while increasing capacity to 17.5L – in
theory pushing the range to over 300km if ridden
gently – and this ties in with the lower-profile
bodywork which is all matt finish with painted-
over stickers for longevity. If you look closely, there
are even some small MotoGP-style winglets, tying
in with the full LED lighting system and the lighter
Terminator-ish headlight.
The 1390 is brimming with tech goodies. The
switchgear is all new –different to that of the
990 and the 390 – and not backlit. But it has been
designed for use on the track and controlling
electronic suspension (Super Duke R Evo) as well as
engine modes. Three standard ride modes – Rain,
Street and Sport – offer stepped levels of power
delivery, ABS and traction control intervention.
If you’re taking your Super Duke R to the track
add the (approximately $2k) Tech Pack, which has
myriad extra functions like launch control, nine-
level traction control, factory start (Super Duke R
Evo), performance mode, anti-wheelie mode, track
mode, lap timer, telemetry, quickshifter, adaptive
brake light and engine brake control.
Add the connectivity unit and unlock
navigation, phone calls and music through the
app – standard on the 390, but an option on the
1390. At least the Super Duke R has tyre pressure
monitoring as standard.

amcn.com.au 47
THREE DECADES 2024 1390 SUPER DUKE R
SPECS
ENGINE
Capacity 1350cc
Type 75° V-twin, DOHC, four valves per
cylinder
Bore & stroke 110mm x 71mm
Compression ratio 13.2:1
Cooling Liquid
Fueling EFI, 60mm throttle bodies
Transmission Six-speed
Clutch Wet, multi-plate, slipper type
Final drive Chain
PERFORMANCE
Power 141.7kW (190hp) @ 10,000rpm
(claimed)
Torque 145Nm @ 8000rpm (claimed)
Top speed 280km/h (est)
Fuel consumption 5.9L/100km (claimed)
ELECTRONICS
stroke hitting the powerband. Thankfully he
and the techs spent some time smoothing out the
transition, but it is still very noticeable, almost
like you’ve accidentally switched gears at partial
throttle and the engine note changes.
It feels very strange for such an angry and
thumpy V-twin to also make power all the way
through the rev range long after you would expect
the torque to run out. After two short sessions, the
rain came. “Turn everything off,” McWilliams told
me. “Just roll it on in third gear. It’ll come right
up and you can wheelie the whole back straight.
Just make sure you put the front wheel down hard
because it’s wet.”
Yeah right, thanks mate, I thought. Well it turns
out the man was right. Third gear, snap the throttle
open and up it comes and continues right through
fourth gear. I forgot about dropping the front hard
THE SUPER DUKE R however and got to experience the feeling of being
the first guy to almost tuck the front of a 1390, but
IS WAY BETTER THAN all’s well that ends well.
The track time hammered home to me that
MOST PEOPLE WILL this bike is way better than most people will ever
ride it. It’s overkill for just about every situation,
EVER RIDE IT especially Australian roads, but would I sell a
kidney for one? You bet!

Type Keihin EMS To say I was excited to get a Super Duke

Rider aids Cornering ABS, cornering traction
control, quickshifter, launch control
Rider modes Rain, Street, Sport, Performance
between my knees is an understatement. I was at
a racetrack I’ve never been to on the other side of
the world with none other than KTM test rider and
SUPER DUKE
and Track
CHASSIS
Frame material Tubular steel
Frame type Trellis
ex-MotoGP rider Jeremy McWilliams on hand.
The Super Duke R immediately felt stiffer, taller
and more aggressive than the other Dukes. I could
1390 R EVO
MY TIME ON the track was cut short and I didn’t get a chance to
Rake 65.3 degrees barely get both toes on the ground. I selected track ride the Evo. The Evo is special and is fitted with third-generation
Trail 101mm mode, supermoto ABS, traction level 5, wheelie WP semi-active suspension, which has magnetic valves for
Wheelbase 1491mm
level high and the sport throttle map. adjusting the damping in real time based on sensors picking up
SUSPENSION The cornering clearance is amazing, the ’pegs the track surface and riding style.
Type WP Apex
Front: 48mm upside-down fork, fully felt so low and comfortable but were nowhere near The fi ve selectable modes are Auto, Comfort, Rain, Street
adjustable, 125mm travel the ground when I had my knee on the deck. I was and Sport. If you have Suspension Pro activated as part of the
Rear: Monoshock, fully adjustable, 140mm barely scratching the surface of the Super Duke R’s Tech Pack, you can also enable another two modes called Track
travel capability. Tucking in down the back straight and and Pro.
WHEELS & BRAKES revving out in each gear saw an indicated 260km/h Suspension Pro allows electronic control of the preload to
Wheels Cast alloy
Front: 17 x 3.5 Rear: 17 x 6.0 before jumping on the brakes and clicking down three auto-levelling settings called Low, Standard and High. It
Tyres Michelin Power GP the gears. I had to release the brakes because it measures the weight of the rider and adjusts accordingly. There
Front: 120/70ZR17 stopped quicker than I thought it would. is also an anti-dive setting. And there’s Factory Start, too, that’ll
Rear: 200/55ZR17 Then there’s the drive. The power hits you every automatically reduce preload to lower the rear of the bike when
Brakes Brembo, Bosch 9.3MP ABS
time you mash that throttle open, no matter what coming to a complete stop, which allows extra weight over the
Front: Twin 320mm disc,
four-piston Stylema calipers speed you’re at or what gear you’re in. I found rear wheel for bullet-like launches off the line.
Rear: Single 240mm disc, myself attached to third gear around most of the The Super Duke R Evo will set you back $34,695 (ride away),
twin-piston floating caliper track as I could run it right down to 2000rpm and $2900 more than the Super Duke R. But factor in the $2000 Tech
DIMENSIONS drive out of the slow turns lifting the front wheel Pack if you want all those extra features.
Weight 200kg (wet, no fuel, claimed) through the revs but also having enough up my
Seat height 834mm sleeve to rev it out on the shorter straight sections.
Width Not given
Height Not given After getting comfortable I reduced traction
Length Not given control intervention down to level 2 as the 1390
Ground clearance 149mm would spin the rear wheel and cut power before I
Fuel capacity 17.5L wanted it to. The tyres felt a little squirmy for my
SERVICING & WARRANTY liking, but the track was not the grippiest and I was
Servicing First: 1000km ham-fisting 190hp through it seeing what happens.
Minor: 15,000km
Major: 60,000km
I could also feel the cam-shift activation at just
Warranty Two years, below 6000rpm. McWilliams told us about the
unlimited kilometres first time he rode with the cam-shift system it
BUSINESS END was so rough and instant it felt like a 500cc two
Price $31,795 (ride away)
Colour options Electric Orange
or Black Earth rotating power delivery but surprisingly PROS It’s $2k to unlock the tech pack after your 1500km
composed. And wheelies in almost every gear… AND demo and a licence only has so many points.
CONTACT CONS
www.ktm.com/en-au

48 amcn.com.au
 ROYALENFIELD.COM.AU

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AUSSIE LAUNCH TRIUMPH TIGER 900 RALLY PRO

50 amcn.com.au
 en
s n o t v e r y of t
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e d
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l ia e b i k e s r t he f i r s t t i m
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s o me o

amcn.com.au 51
AUSSIE LAUNCH TRIUMPH TIGER 900 RALLY PRO

With a moniker like ‘Rally Pro’, as well a

21-inch front wheel and generous wheel travel,
I’d expected a bevy of gadgets and technology to
make it capable of living up to the name – and
this is very much the case. Going off my previous
adventure riding experiences, a quick scan of
the Tiger’s specs told me there’s nothing missing
that I would be potentially looking for to keep me
comfortable, safe and quick.
To kick the test ride off we had roughly an
hour of sealed tar riding to get out of the city and
into the mountains above Melbourne. I used this
transport section to press any and every button
in sight in a bid to try and learn each one’s role
in getting the most out of the bike’s features.
My computer skills are pretty much limited to 1
operating my iPhone, so luckily for me Triumph
has kept everything pretty straightforward and
user friendly. The few times I found myself lost 2 3
and deep into the settings, all I had to do was one
press of the home button to bring me back to the
start. As an aside, because I am so used to riding in
thin motocross jerseys and gloves, it probably took

I WAS KEEN TO
PUSH THE TIGER
TO SEE WHERE
ITS ADVENTURE
BOUNDARIES LIE
me a good 60 or so kilometres to feel comfortable
decked out in thick adventure riding kit!
Anyway, by the time we had arrived at our
first section of dirt I was more than comfortable
toggling between riding modes and I knew how to
activate most of the gadgets, like the heated grips
and seat. Triumph made sure I was aware that the
Tiger has been its best-selling model for multiple
years, so with that in mind combined with the
fact that the Rally Pro is the top-tiered model in
the Tiger 900 range, I was keen to push the thing
to its limits to see if and where its adventure
boundaries lie.
I devised a quick plan; suspension and handling
first, because power is useless unless you can use
it. Next I’d test braking capabilities – the last thing
1. The engine manages to look
compact for a big triple and is
protected from crash damage
2. Probably not many adventure riders
will treat the big Tiger like this, but
Grabbo can’t help himself
3. A look of quiet satisfaction from a
self-confessed computer dunce who
has worked out all the ride settings
4. Yes, with a bit of courage and a
steady throttle hand the Tiger will eat
up trail challenges like this
5. Easy-to-navigate dashboard shows
the effort Triumph has put into its
adventure flagship
6. Grabbo transformed the front
suspension with just a few tweaks and
was back on the rooster trail

4 5

52 amcn.com.au
 FRAMING GUN
There’s a tubular-steel frame
and a twin-sided cast aluminium
swingarm. The wheels are
tubeless and spoked, a 21-inch
front and a 17-inch rear.
ROCK AND ROLL
At 228kg ready to ride, it’s no
lightweight. And even though
it can occasionally feel slightly
top heavy, overall it’s well
balanced.
MEASURE UP
The inline triple-cylinder engine
measures 78mm x 61.9mm for a
capacity of 888cc. There are four
valves per cylinder and it has a
13.01:1 compression ratio.
AT YOUR SERVICE
Service intervals are set to
every 10,000km or 12 months,
whatever comes first. The
warranty is still set at two
years, unlimited kays.
RUBBER BANDS
Bridgestone supplies the
standard rubber, which are
Battlax Adventure hoops.
The front is a dirt-friendly
90/90-21, the rear 150/70-17.

you want to discover at inopportune times is that
a 228kg bike doesn’t want to stop. Next was engine
performance and nature, before finishing off with
the ergonomics and, given most areas of the new
bike are adjustable, there’s a bit of evaluation to
do in terms of the ease and effectiveness of the
adjustability available.
HANDLING
As fate had it our first 20km of dirt happened to
have pretty much everything you would experience
in the Australian outback except deep sand. With
my bike set to its Off-road settings – you can find
these exact settings in your user manual – it did
not take me long to work out the strengths and
weaknesses of this set-up.
Overall, both the fork and shock were very
comfortable and forgiving on all the little stones,
bumps and corrugations, but as soon as I picked up
the speed and hit anything reasonably big (don’t
forget Grabbo’s ‘reasonably big’ and yours and
my ‘reasonably big’ are two very different things 6
- Ed), both ends bottomed out pretty hard. But to
be completely honest, I probably didn’t expect
anything less from a 230-odd-kilo motorcycle.
To give it the best chance, I started adjusting
both ends of the suspension to see what the
bike was actually capable of and to begin with I
started with the fork compression. Adjusting the
fork’s compression and rebound settings are both
done without a tool and, thanks to the adjuster
knobs on the tops of the fork legs – that even I can
operate with thick adventure gloves on – you can
make suspension adjustments at a standstill and
without having to get off the bike.
To begin with I only went four clicks stiffer on
the compression, which returned an incredibly
positive response, so I just kept making it
gradually stiffer until I was happy. But now that
the fork was more than capable of launching some

amcn.com.au 53
AUSSIE LAUNCH TRIUMPH TIGER 900 RALLY PRO

reasonably big contour banks, I found the rebound

action was slightly fast, so I slowed the rebound
action down a few clicks on the other fork leg.
TRAIL
Before I knew it, and without getting off the bike,
I had the Showa front end feeling like it was made
OPPONENTS
for me.
I shifted my focus to the rear shock, which was
also bottoming out and making the Tiger feel
really kicky and loose in the rear end. At first I
wanted to firm up the compression however, much
to my disappointment, the shock doesn’t have an
external compression adjuster, however it does
have tool-less preload and rebound adjusters.
Experience has taught me there is always another BMW F 900 GS
way to accomplish the same result, so I wound ADVENTURE
some extra preload onto the shock spring and then $22,965 (ride away)
slowed down the shock’s rebound via the adjuster.
Just like I had hoped, this achieved the desired
outcome. Now the shock rode very calmly, no
longer kicking or bottoming out hard. Even
though all my adjustments were aimed at firming
up the action, I didn’t feel like I had lost any
comfort or feel in doing so (see breakout to find
the exact setting I used – and if you are trying
to understand what you may like compared to
myself, look at my weight and height, and adjust
settings accordingly).
KTM 890 ADVENTURE R
$26,575 (ride away)
BRAKES
Now that I was happy with the suspension
performance I moved my attention to the brakes
and their different options. On a sealed road I
preferred and could not fault the performance of
both ends with ABS activated. On the dirt, I first
tried the Off-road Pro setting that deactivates both
ends of the ABS function. I like the rear brake like
this because I can feather the brake pedal and YAMAHA TÉNÉRÉ
drift the rear wheel into corners. However I didn’t WORLD RAID
like the front so much without ABS as it was way
too powerful and I often found myself locking the
$25,499 (ride away)
front wheel.
By far my favourite braking mode was Off-
road as this is where the rear brake has no ABS
activation and the front has full ABS intervention,
which allowed me to take advantage of the very
powerful twin-caliper front brake but without any
scary lock-ups. It’s important to note that if you 1
are riding the bike in Off-road Pro mapping, you
will need to dive into the settings to activate Off- DUCATI DESERTX
road ABS, or to switch off the ABS entirely. 2
$26,200 (ride away)
ENGINE
Next up I moved my attention to the heart of this
package, the 888cc triple-cylinder power plant.
Straight up this is one of the coolest sounding
bikes I have ridden. For people old enough to 1. A wonderful soundtrack comes
remember, it almost sounds like a mini V8 engine out of that stylish muffler
as it purrs its way through the rev range. 2. Wind protection can be modified
Claimed output is 79.5kW (106.6hp) at 9500rpm for different riding conditions
combined with 90Nm of torque quite a bit earlier 3. Showa fork is fully adjustable
at 6850rpm, and I don’t doubt that for a second
4. Every serious adventure bike
as this thing rips if you let it. The standout of this
needs a centrestand
engine for me was how smooth it always produces
5. From any angle the Triumph looks
power, even if I was in a tall gear purposely trying
compact with crisp styling that
to cause some transmission snatch, but it just backs up the technology that makes
purred along with no chain noise at all. this one of the best adventure bikes
In terms of the switchable engine maps, Sport on the market this year

54 amcn.com.au
 3

THE SWEET
SPOT WAS 3000
TO 5000RPM…
SUPER LIVELY BUT
RELATIVELY GENTLE
mode on the tar was the easiest way for me to
lose my licence, but I found Off-road Pro was my
favourite power mode – even on the blacktop – as
it still has tons of power for every situation. The
sweet spot in the rev range for me was between
3000-5000rpm; in this window the bike is
super lively but still relatively gentle, all while
sounding amazing.

ERGONOMICS
Feeling pretty comfortable with the suspension,
braking and engine performance, I turned my
attention to rider comfort. When I first started
riding the seat was in the optional higher
(880mm) setting, so halfway through the ride I
changed it over to the lower setting (860mm) and
never went back, as the lower setting suited my
177cm stature perfectly and made getting my feet
on the ground that much easier.
For 2024, Triumph has shifted the handlebar
15mm rearward toward the rider. Even though I
didn’t ride its predecessor, I am not going to argue
– the ’bar is in a comfortable position for both
sitting and standing.
AUSSIE LAUNCH TRIUMPH TIGER 900 RALLY PRO

GRABBO
AND
SPECS
HIS
ENGINE
Capacity 888cc
Type Inline triple, DOHC, four valves
SETTINGS
Who Former professional
per cylinder
Bore & stroke 78mm x 61.9mm
enduro/desert racer
Compression ratio 13.0:1 Weight 85kg
Cooling Liquid Height 177cm
Fueling EFI
Transmission Six-speed
Clutch Wet, multi-plate, slip & assist SUSPENSION - FORK
Final drive Chain Compression 1
PERFORMANCE Rebound 15
Power 79.5kW (106.6hp) @ 9500rpm
(claimed)
Torque 90Nm @ 6850rpm (claimed)
SUSPENSION -
Top speed 230km/h (est) SHOCK
Fuel consumption 5.1L/100km Rebound 1
(measured) Preload 3rd line
ELECTRONICS
Type Not given
Rider aids Cornering ABS, traction
SEAT
Setting Low
control
Rider modes Sport, Road, Rain, Off-Road EVEN WHEN I WAS RIDE MODE
Pro and Rider Configurable
CHASSIS TRYING TO FIND Setting Off-road Pro, with
Frame material Tubular steel
Frame type Trellis
Rake 24.6°
THINGS THAT I WOULD front ABS re-activated

Trail 102.7mm
Wheelbase 1556mm
SUSPENSION
Type Showa
Front: 45mm, USD fork, fully adjustable,
240mm travel
Rear: Monoshock, fully adjustable,
203mm travel
WHEELS & BRAKES
Wheels Tubeless, spoked
Front: 21 x 2.15 Rear: 17 x 4.25
Tyres Bridgestone Battlax Adventure
Front: 90/90R21
Rear: 150/70R17
Brakes Brembo
Front: Twin 320mm discs,
four-piston Stylema calipers
Rear: Single 255mm disc,
single-piston caliper
DIMENSIONS
Weight 228kg (wet, claimed)
Seat height 860-880mm
Width 935mm
Height 1452-1502mm
Length Not given
Ground clearance Not given
Fuel capacity 20L
SERVICING & WARRANTY
Servicing First: 1000km
Minor: 10,000km
Major: 20,000km
Warranty Two years,
unlimited kilometres
BUSINESS END
Price From $25,990 (ride away)
Colour options Carbon Black/Sapphire,
Ash Grey/Intense Orange (+$350) or
Matt Khaki Green/Matt Phantom
Black (+$500)
CONTACT
triumphmotorcycles.com.au
POTENTIALLY CHANGE,
I COULD ONLY FIND THE
ONE; THE FOOTPEGS
The footpegs come with rubber inserts. I took
these out as I prefer the more grippier option and
don’t like how slippery rubbers can become when
they are wet. The rear brake pedal has two height
options of, again, tool-less adjustment. I preferred
the taller setting as I tend to stand more when I use
the rear brake.
It was quite chilly during our second morning
on the bike, so I took the opportunity to play
with the heating options. Both the heated seat
and heated grips do a fantastic job of keeping
you comfortable and your concentration where
it needs to be. The windscreen has quite a bit of
height adjustability – which can be done on the
IO\ȁbDQG,IRXQGWKHORZVHWWLQJEHVWIRURIIURDG
riding and the tall option worked best for dealing
with wind buffering at speed on the open roads.
THE VERDICT
Overall I felt quite at home cruising along on this
bike and could happily spend long hours exploring
the country on the Triumph. Priced at $25,990
(ride away), it’s far from a cheap motorcycle,
but it’s pretty well appointed and ergonomically
The years of refinement are clear in the new machine, and
triple-cylinder engine is a peach.
FOOTPEGS
Inserts Removed
adjustable, meaning you won’t need to throw
much extra at it in order to make it feel like your
own, if off-road adventure riding is your thing.
Honestly, I was guilty of riding this bike more
like a motocrosser than the adventure bike brief
it was designed to meet during this launch and
it showed itself to be way more capable than I
predicted. More than a few times when I sent it
flying off table drains I found myself landing in
terrain where I probably wouldn’t take many
adventure bikes. But the worst thing that resulted
from it was a raised heart rate.
The geometry on this chassis has clearly been
perfected over the years, as it always corrected
itself in every ugly situation.
Even when I was trying to find things that
I would potentially change, I could only find
the one; the footpegs. They are too narrow and,
because of that, I found they put a little bit too
much weight on the one part of my boot and on
hard landings I felt they didn’t provide enough
support. Other than that I would be more than
happy to load it up with saddlebags and venture
around our great land.
PROS The footpegs need to be wider to improve support (and
AND
comfort) for the rider.
CONS

56 amcn.com.au
WHOLE SHOT
> KTM’s Duke has come
a long way in 30 years.
From a niche-market,
single-cylinder hoon
bike to a mainstream
naked in a range of engine
configurations with a size to fit
all. Here’s the new 990.
60 amcn.com.au
 n 1974 Ducati built 401 examples in its
factory race shop of what auction sale
prices now exceeding $A300,000 say is
the most desirable of all the roadbike
models it’s created. I’ve owned three of
them, including the one I will race in
the Formula 750 event at the upcoming
Goodwood Members Meeting in the UK.
That’s the green-frame 750SS, Ducati’s
first-ever desmo V-twin model, a close cousin
to the factory V-twin F750 racer with which
Paul Smart gave himself the perfect 29th
birthday present by famously winning the
Imola 200.
So that means my 750SS will be celebrating
its 50th birthday this year – aptly coinciding
with my personal 50th anniversary of a racing
career, after I first took to the track in 1974
with a 250 Ducati single.
After passing the test to get my motorcycle
licence on a humble Ducati 160, I’d ramped
up to a Suzuki GT750 two-stroke triple while
waiting patiently for the long-promised
customer replica of Smartie’s Imola-winner to
become available. More than two years passed
with no sign of such a bike until finally, in
late July 1974, I got a call from Mick Walker
Motorcycles to collect the bike.
I can still remember the skip of my heartbeat

amcn.com.au 61
DESMO DIARY DUCATI 750SS

when I saw the eye candy that a 750SS is

in the metal for the first time – and it was
mine. Well, as soon as I’d written Mick a
cheque for £1600 ($A3100) ‘less fuel tank’,
and paid him £79 in cash for Leopoldo
Tartarini’s symphony in fiberglass, with
that gorgeous clear strip down the centre to
act as a fuel gauge. Illegal in Britain, it was
sold separately. 1
The first ride on a glorious midsummer
day is still etched deep in my memory.
Despite the warm weather it hadn’t been easy
to fire it up from cold, but eventually I got the
hang of feeling it on to the front cylinder with the
kickstart lever – the engine runs backwards – then
delivering a lusty throw of the leg, while trying
hard not to flood the engine via the accelerator jets
in the Dell’Orto carbs which had no choke!
Get it right though, and the glorious wall of
sound emanating from the gorgeous Conti silencers
was pure motorcycling nirvana. But get it wrong –
as I did all too often on a starting grid – and you’d 2 3
be kicking your way to Bologna before it would
reluctantly fire up on a single cylinder, with the
other begrudgingly joining in. 4
Not being able to take the 750SS over 5000rpm
for the first 1000 miles (1600km) was tough, but
my American flatmate Jeff Craig – who without I’d
have probably bought a Laverda 750SFC – shared
running-in duties with me. In no time we had it
over the grand and could start giving it the berries.
Well, after changing the oil for the third time,
as I’d been told to do at 300, 600 and 1000-mile
intervals, and only after tilting the bike right
over to ensure all the old lubricant was gone. Did
it say to do that in the owner’s manual? No, there
was no such thing – the 750GT one I was
given instead was pretty useless – and
my maintenance and running-in
instructions consisted of what I
wrote on the back of the receipt.
This included tips on how to check
the desmo valve clearances and a
warning to watch out for the valve
springs breaking – yes, a desmo
engine does have light ones to close
the valves the last thou or two for
ease of starting. No, mine were fine – I
5
just needed to improve my technique!
But riding it increasingly hard as
Jeff and I criss-crossed England on it 1. Handwritten receipt shows how bin (some examples had inferior Scarabs) which, 6
brought home the benefits of what was deals were done back in 1974 combined with Brembo’s cast iron discs delivered
a hard-edged but totally trustworthy 2. Cathcart lives the dream a new dimension in stopping power and feel, which
mileater. The stretched-out riding in Lewis leathers and with his I’d learn to make the most of once I got to the track.
position meant you could tuck away unobtainable Ducati racer replica Which occurred sooner rather than later, as it
easily behind the screen, revelling 3. A subtle request to the factory happened. Because my Ducati 250 Mach 1/S single
in the stable handling from that long for some race parts was so tired after its slide down the ladder from
1530mm wheelbase, which strangely 4. To keep it up to speed in the grand prix paddock to British club racing, that
never became cumbersome in tighter ‘modern’ classic racing the one afternoon at a Brands Hatch practice day it
turns. The whole bike seemed poised engine has been hot-rodded and a threw a rod – big time. Dave Potter, who was about
and well balanced, although the crankcase oil-catcher fitted to overtake me, was just able to avoid the pool of oil
Marzocchi suspension felt pretty stiff, 5. Belting around Brands Hatch gushing from the hole in the crankcase left by what
as befitted what amounted to a racer 6. Leading a Norton Commando transpired to be a pattern conrod – tut, tut…
with lights. But the brakes – well, I’d Production Racer to finish fourth By now the 750SS was living in London in a
been fortunate that the mechanic in the rain at Brands Hatch in the garage at the back of my travel company’s offices,
assembling my bike had dipped his 750SS’s second race which I’d kitted out as a workshop to fettle the 250.
hand into the Lockheed calipers parts I had entered one more Bemsee club meeting at

62 amcn.com.au
 Brands Hatch in October that year, but had no bike
to race – unless, well, unless I put the 750SS to the
use it was designed for. Just the one meeting while I
got myself fixed up with a new bike for 1975…
So after talking myself into that, my girlfriend
Stella – soon to be my wife – and I spent a couple of
nights after work prepping the Ducati by wiring
everything up that needed to be, fitting race plates,
taping over the lights, etc., and I spent a couple
“I CAN STILL of hour-long attempts improving my kickstart
technique. I also tried to talk myself into avoiding

REMEMBER grounding the front exhaust on right handers,

which was an invitation to crash.
Well, mine and the Ducati’s production racing
THE SKIP OF MY debut couldn’t have gone much better. Despite
never having hung off the side of a bike before,

HEARTBEAT I survived sparking up the front header pipe

copiously to finish 12th of 28 in the first dry race,
soon after which it began raining. Okay, do I
WHEN I FIRST expose this mint example of Italian two-wheeled
excellence to the risk of crashing in the wet in Race

SAW THE 750SS 2? I had all the excuses needed to go home, except if
it’s raining, I thought, I don’t need to worry about
decking the exhaust, and those cast-iron discs will
IN THE METAL” be great in the wet, plus the engine braking from

amcn.com.au 63
DESMO DIARY DUCATI 750SS
the V-twin… I finished fourth in Race 2 and my
roadbike had now become my racer. Roll on 1975.
By now I’d started visiting former British
Ducati importer Vic Camp who, at the behest of
the government appointees now running Ducati,
had been replaced as Ducati’s UK distributor by a
cowboy outfit called Coburn & Hughes. Vic and his
workshop foreman Burt Furness’ support meant
that in the next three seasons of pretty intensive
racing at club and national level, I never once had
an engine problem.
What I did sadly become expert in was
rebuilding the Ducati after I explored the limits of
ground clearance as well as my own levels of skill
(and sometimes others’ too!). But little by little the
results started to come, aided by Bemsee’s liberal
interpretation of the rules. This meant I could fit
the high-rise race pipes which resolved the ground
clearance problem, aided by longer 340mm Girling
shocks, which also considerably sharpened up the
steering without sacrificing that super stability.
The Ducati’s long wheelbase meant it was a
bike you’d go looking for fast, bumpy corners on,
where you knew the Japanese fours would be
bouncing around while you rode round the outside,
completely at ease. Riches at Snetterton was one
such turn – and the bumpy RAF airfield circuits
of Wroughton, Gaydon and Colerne with lots of
concrete joints were also happy hunting grounds.
After working my way up to rostrum finishes –
well, they would have been if they’d had rostrums,
Bemsee just handed out engraved tankards at the
race office – in 1976 I finally won a race.
It was the same year a new UK domestic race
series was announced, the Avon Production
Championship run at major British race meetings,
but with only a full-size 1000cc
category. The Avon Series
was for true box-stock
motorcycles, which meant a
lot of work converting my
bike from Bemsee spec to
Avon and back again – I
had to run with the stock
lowline exhausts, for
2
3 example, although suspension was free so I could
still use the long Girlings.
By then there weren’t many other 750SS Ducatis
still being raced as its capacity was already a
handicap against the cubed up 810 Hondas, 850
Nortons and of course Ducati’s own 900SS. But one
regular was fellow Londoner Steve Fry, on a bike
jointly owned with his brother. We had some good
races together until, tragically, Steve was killed at
Brands Hatch when he slid off and was run over
just ahead of me. It was a devastating shock.
His brother asked me if I knew anyone who’d be
interested in buying the bike – so we agreed on a
price and now I had two green-fame 750SS Ducatis,
one in Avon trim, the other in Bemsee spec. Engine
performance had become an issue so, armed with
4
a letter of introduction to Ing. Fabio Taglioni from
Vic Camp, I showed up at Ducati’s Borgo Panigale
factory in November 1976 in pursuit of some tuning
parts, and asked to see the great man.
I hadn’t yet started working as a journalist, so
Dr. T had no idea who I was, but it’s a mark of the
man that he accorded this unknown British racer
not only the time of day, but also took me to lunch
in the executive room of the factory canteen!
My then imperfect Italian was no obstacle to a
5 memorable first encounter of what I’m proud to say
has been many, as I became a regular visitor to the
Ducati factory with a free run of the experimental
department, often with camera at the ready. But
although I returned empty-handed from that first
meeting – apart from a box of spares at trade prices
– it had been well worth the trip to meet the creator
of this wonderful motorcycle.
By 1977 I was racing the two Ducatis as well as

winning races on a single-cylinder 350 Aermacchi,
and made my Isle of Man racing debut in the Junior
Manx GP with an honourable finish. Pressure of
work meant it was getting hard to fit everything
in, so I sold the ex-Fry bike – I know! – and focused
on Bemsee in 1978, where I finished second in the
championship. Now I was ready to step up to the
new TT Formula 1 class with a P&M Kawasaki four
in 1977 so, believing my desmo V-twin days were
over, with a heavy heart I sold my original 750SS.
Stella and I kept busy for the next couple of years
founding the UK’s Classic Racing Motorcycle Club,
soon to become the largest historic road racing club
in the world, as it still is today. So I gave up racing
for two years to devote my spare time to that.
But then, having got the club up and running,
I realised if I had a 750SS Ducati in my garage I
could ride it at the very events I was organising.
Already the prices were starting to rise but
“BELIEVING MY DESMO V-TWIN
DAYS WERE OVER, WITH A HEAVY
HEART I SOLD MY 750SS”
1. It’s 1976 and the 750SS has been
fitted with high-level exhaust pipes
to cure the ground clearance issue
2. Looking pretty secondhand after
a crash at Snetterton in 1975
3. Paul Smart at the Imola 200
Revival meeting in 2012
4. Cathcart’s son Andrew, Smart
and Brook Henry at the Phillip Island
Classic in 2016
5. Cathcart in a support race at
the BEARS World Series at Assen in
1995. The 750SS was built for big
open circuits like this
they were still affordable. So in September 1984
my Italian mate Gianni Perrone found one for me
from one of the very first batch made. It had been
sold new to a customer in Livorno but in 1975 it was
bought from him by Giorgio Ferretti in Rome, who
tuned it up with bigger valves, twin-plug heads
etc., and won a couple of races at Vallelunga, before
selling it to me. I was a 750SS owner again.
First, though, my neighbour Ron Barton rebuilt
it to race in CRMC events and did a wonderful job,
winning several races before handing it back. By
the early 1990s I was racing internationally, so
apart from a rare outing at a test day, the Ducati
was hardly used. But in 1994 I was invited by
Vee Two Australia owner Brook Henry – globally
recognised as the go-to man for bevel-drive
Ducatis – to race his tricked-out 900SS in the
Australian TT at Bathurst (Stella’s mum lived
in WA, you see). This was the start of a beaut
friendship, as we won both Australian TT Post-
Classic races on my first visit to Mount Panorama,
encouraging us to team up for 1995.
While shipping his 900SS to Europe to use
in one-litre races, Brook transformed my
750cc engine to make serious horsepower, as
demonstrated first time out with it at Daytona in
March 1995. I spent the entire 10-lap F750 race
amcn.com.au 65
 JOIN MOTORCYCLE CLASSICS AND VEE TWO AUSTRALIA AT
THE 12TH ANNUAL BARBER
DESMO DIARY DUCATI 750SS
VINTAGE FESTIVAL OCT. 7-9, 2016!

on the banked Speedway locked in combat with

legend Yvon Duhamel on the Rob North BSA-3 on
12 OCTOBER 7-9, 2016

which Dick Mann had won the 1971 Daytona 200.

We were totally even throughout the race,
slipstreaming past each other a dozen times until
the last lap, when I received a master class in the
art of the draft as Yvon wafted past me between the
chicane and the finish line to win by six lengths.
But at least I had the consolation of winning in 1997 FESTIVAL HIGHLIGHTS:
• U.S. debut of the Vee Two Australia Ritorno bevel-drive

– when Yvon had retired! Ducati twin engine at the Motorcycle Classics tent!
• Regular start-ups of the new Ritorno Twin!

With Vee Two Australia’s tuning, the 750SS has • 12th Annual Motorcycle Classics Barber Vintage Bike
Show: Featured Marque is Ducati with awards in 5
gone from strength to strength, winning many 1
classes and guest judges Alan and Andrew Cathcart!

classic races around the world – though I will 2 • Technical seminars from Race Tech Suspension,
Spectro Oils and Vee Two Australia!

admit to crashing on the last lap of the

two-valve ProTwins race at Tsukuba
in Japan when securely in the lead!
The bike’s also spent a lot of time in
Western Australia, where it acted
as the development bike for Brook
Henry’s Ritorno engine, a brand-new
works-spec bevel-drive engine he’s
developed for sale to customers.
But since 2020 it’s been back in
Britain and, after curing a clutch 3
problem with an Australian-made dry
clutch specially made by Damian Birch of Bevel
Rubber in Victoria, I raced it for the first time in 15
years at the 2021 Goodwood Members Meeting. I
finished seventh overall thanks to a misfire caused
by the total-loss battery losing charge, as well as
competing in both races without a functioning
third gear, such was the torque of the Vee Two-
tuned engine.
But now with a brand-new Vee Two race gearbox
installed, I’ll be gunning again for that prized
4
podium finish…

“BROOK TRANSFORMED MY ENGINE TO

1. Carthcart’s 750SS might have
been upgraded over the decades
but one vital component remains

MAKE SERIOUS HORSEPOWER” the same… the big old Veglia tacho
2. Bike and rider made the poster
for the Barber museum’s huge
annual meeting in 2016
5 3. With son Andrew at
Goodwood in 2021
4. Winning the F750 Classic race
at Roebling Road circuit in the US
in 1997
5. The ultimate development of
Cathcart’s 750SS with improved
dry clutch and other modifications
6. The gentleman racer at
Goodwood in 2022

66 amcn.com.au
 ducati.com

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FAST TALK MOTORCYCLING AUSTRALIA’S CEO PETER DOYLE

68 amcn.com.au
 WORDS MATT O’CONNELL + PHOTOGRAPHY ROB MOTT & AMCN ARCHIVES
Hugely qualified, mildly outspoken and ridiculously passionate.
We chat to the bloke at the helm of Motorcycling Australia
t was at the beginning of 2016
when Motorcycling Australia’s
then Sporting Director Peter
Doyle was appointed acting
CEO of the organisation. Eight
years later, the highly regarded
former race team manager and
crew chief is as committed to
improving motorcycle sport in this
country as he’s ever been.
Now, speaking candidly about the
state of racing in Australia, we ask him
to address many of the concerns raised
by punters and race teams alike.
It’s not always apparent, but there
are a lot of balls in the air being juggled
behind the scenes to keep a series like
ASBK afloat – with many conflicting
and competing agendas that need to be
considered and satisfied.
It’s taken patience but the formula
is working. Through his work as FIM
Oceania President Doyle brings an
international perspective to his role.
Australia simply isn’t a big enough
player to influence the international
motorcycle market but that doesn’t
make us irrelevant and Doyle’s attitude
reflects that.
So take a seat and listen in.
amcn.com.au 69
FAST TALK PETER DOYLE

1 2

Let’s start with a report card on road racing.

Generally speaking, how are we going? Are we
“IF WE GO BSB-STYLE RACING
IN AUSTRALIA WE WILL HAVE
in peril?
My opinion, and I’ve raised this at FIM level, is
that road racing is at a global crossroads. That

PROBABLY 10 BIKES ON THE GRID

doesn’t mean I think it’s going to fail – I just think
it’s very fragmented.
We can see this in sportsbike sales, so you
could then pose the question whether MotoGP
and WorldSBK should be two separate series.
MotoAmerica has been struggling for a long time,
it’s probably a bit better now than it was five years
AND FIVE THE YEAR AFTER”
ago, but BSB is the benchmark right now. 3
It’s a complex landscape if you also consider
manufacturers are no longer making the
traditional 300, 600 or 1000cc machines. These
days we have a 636, 320, 959, 1100, so that
introduces more complexity into rules and
regulations and every time somebody puts
forward a debate, you can counter it with another
debate.
One thing we hear often is ‘sportsbike sales are
tanking in this country’. But hang on, sportsbike
sales are tanking all over the world, yet we still
go MotoGP and World Superbike racing. So I don’t
think we are in peril, but I don’t think we are in
a position at the moment to see sustainable long-
term growth. We’re floating. 4

We will always hear people say ‘let’s just

go production racing, what you buy is what
you race.’ We’re basically doing that now in
Australia, aren’t we?
No matter what your formula is, you have to take a
road motorcycle and make changes to it or modify
it to put it on the racetrack. Yes, you do hear the
1. Troy Herfoss on the Desmosport
old story of ‘we should go production racing’. I
Ducati. Peter Doyle says a team
was involved in production racing and it became needs a good young rider and a
as expensive as Superbike racing. Especially “solid older guy”
given that Australian Superbike rules, in a global 2. Malcolm Campbell was just one
perspective, are practically Superstock. Aussie race-winning wildcard
I know cost is what people talk about, but it’s
3. Campbell in 1983 watching a
very difficult to make the rules lower spec or race with son Scott, also a racer
cheaper here in Australia. If you go and buy a BSB
4. Ben Currie has persevered in
bike, your initial outlay is going to be about $300k.
BSB, winning the Supersport title
Everyone has a different opinion. If we go BSB-
style racing in Australia we will have probably 10 5. Aus FIM MiniGP 160-190
champions Rikki Henry and
bikes on the grid and five the year after.
Cam Dunker
It’s also an accessibility thing. In motocross
you’ve got your four traditional Japanese brands, 6. Tommy Bridewell wins 2023 BSB
the KTM group of three, Ducati, Triumph plus 7. Peter’s father Neville with riders
Murray Sayle and Gregg Hansford

70 amcn.com.au
 5 6
boutique European manufacturers like Sherco.
They sell purpose-built racebikes and they don’t
do that for road racing. Have a look at the baggers
that [Troy] Herfoss is going to ride. What’s the cost
of those? $US175,000 ($A269k)… but people here
are telling me we should be racing baggers.
Can anything be done at an FIM level to improve
the situation – both for ASBK and the prospects
of young riders hoping to get a start in an
overseas series?
Dorna is the controlling body for all the world
championship classes and there is a very clear
movement commencing in 2024 by the FIM.
They’ve already had one meeting with all the
national federations in an attempt to harmonise
the regulations in Superbike categories across
the world.
The words used from the FIM technical
department were – ‘we need to have a set of
global rules that more reflect what’s going on in
countries like Australia’. Closer to standard with
enough flexibility to also do some tuning and
development.
I would suggest that won’t appeal to America or
England. Many of the teams involved in America
are into manufacturing chassis parts, engine
parts – that’s what their business is. Those two
countries I don’t think will want to pull back, but
who knows?
A common theme is that we need to see more
money being injected into the sport. Who has
that capacity in your opinion?
Out-of-industry money is the dream, but we’ve
got two world championship events here run by
the Grand Prix Corporation and Phillip Island
Operations. Wouldn’t those two organisations love
to have Australians competing in those events
(MotoGP and WorldSBK) forever and a day? When
7
Australians compete at an international level
the crowds at those events spike dramatically,
so they have a vested interest. I think if those
two organisations invested more in our national
championship they would benefit greatly.
It flows on that if you have a strong domestic
championship, you have riders from your country
in that series. The only other way is to make
families pack up everything when their kids are
pre-teen or a teenager and go to Europe and invest
money to produce an exceptional rider.
If you don’t have strong domestic racing then
the chances of having future champions is remote.
There’s been a call around the paddock for
a while now to try and condense the ASBK
calendar. Should that happen? If so, what are
some of the barriers?
There’s been discussions, yes. If you want a
personal feeling, I think Australia should move
towards a summer series.
We’ve been involved with those sorts of things
before – the old Swan Series, the Pan Pacific
Series… there’s pros and cons to it.
If my memory serves me right, that move was
amcn.com.au 71
FAST TALK PETER DOYLE

1 3

rejected the last time it was put forward. It 2 4

can be difficult for people to get their head
around racing over two calendar years plus
there’s financial years and Japanese budget
years. There’s so many different financial
calendars, I think it would take a lot of
paperwork.
The pros? It’s not footy season. You would
think from a television perspective it would
also be better.
The cons? People would say that we’re
5
racing modified streetbikes – temperature
is already a problem and we currently
race in winter. In summer you might have
to start allowing cooling systems that are
worth $15k or $20k, spare bikes, etc., and it
creates an issue.
1. The ASBK season opener as
If we didn’t have to consider technical rules, I
support to the WorldSBK round is
think a summer series would work quite well – but great for international exposure
the other thing is you also have to fit a schedule in
2. Super Hooligans is another
with all the racetracks. There’s a limited number
high-profile support class to
of racetracks in this country and it’s hard enough MotoAmerica, along with Baggers
trying to create a schedule when all the ones we
3. Ant West and his team took out
need to visit are booked out 50 weekends a year.
the NZSBK title during the ASBK
Negotiating a set of dates that would work over a summer break
given period would be challenging, but clearly a
4. Peter Doyle had a long
shorter season would be better.
relationship as crew chief to
At the start of the year we’ve got our opening Kawasaki legend Rob Phillis
round running with World Superbike. If the last
5. Ben Currie’s path to a BSB title
round was in late November, you’ve got a three-
shows the way for other Aussies
month break.
6. Peter’s father Neville, whose
Is three months long enough? In some people’s
efforts with Kawasaki earned him a
eyes, no, but in others, yes, because that’s what direct link to the factory
they do – they race bikes. So, it’s subjective.
7 & 8. Racing needs corporate
There’s more to it than saying let’s condense
backers from outside the
the season. Who would want to be riding in motorcycle industry
Queensland in wet season or Tailem Bend in
February? It’s not a simple thing but I think we
could make it work. 6
The Swann Series was always in December and
ran for three weeks in a row. Nowadays many
teams don’t want to race even two weekends in a
row. Also, October and November is the busiest
motorsport month in Australia; you’ve got to go to
Queensland, South Australia, Victoria.
I think back-to-backs are quite good if you’re
well organised. You’re on the road but there’s a
small break. You’re in the groove but probably
spending less time off work than if there was a
three-week break. There are no easy answers or
pleasing everybody.

72 amcn.com.au
 7 8

“IF WE DIDN’T HAVE

If we look at the withdrawal of Honda $10m to $20m – the market doesn’t justify
this year in ASBK, is the diminishing it – but they are still doing it.
support of manufacturers a problem?

TO CONSIDER
It’s a global thing. Have a look at So how do you crack the code of success
MotoAmerica. Have a look at BSB. It in running a team? What’s
shouldn’t be a big deal if manufacturers the secret?
aren’t directly involved, but the sport
really does need them to be involved –
TECHNICAL RULES, One of the biggest ways to achieve success
that I’ve been involved in is stability and

I THINK A SUMMER
look at what the racing dollar spend does consistency. All the personnel, riders, bikes
for the economy. and engineering crew that I’ve worked
Honda might not want to spend the with both with Kawasaki and Suzuki have

SERIES WOULD
money on an in-house team, so they had stable plans, longer-term staff. You
partnered up with a private team (that hire someone who’s good and you keep
was run by Deon Coote in ASBK). That’s them there.

WORK QUITE WELL”

how the whole of BSB works and also
Moto America. But have a look at the
contingency programs put out in the USA
by the manufacturers for Moto America.
It’s hundreds and hundreds of thousands
of dollars. They are involved, it’s just in a different
way. What do we have here?
I guess you don’t hear about it if it exists at all.
The last one I remember being publicised was
Suzuki maybe six years ago.
Well, there you go. Maybe in Australia they
don’t make noise about it like the Americans.
Directions, sales plans, marketing plans, a lot
of that is personal. Back in the day when the
Japanese were the be-all and end-all of the
sport, management supported racing and the
manufacturers wanted to beat up on each other.
Things change.
Suzuki pulled out of the USA, but they still
support the M4 team. Yamaha pulled out
but they support the Attack team. Ducati
support Warhorse. It seems to be a
global trend. If someone wants to
start a team, they’re responsible
to find the sponsors and a factory
might supply riders, bikes and
parts, and the team covers the
running costs. That seems
to be a pretty standard
arrangement in some other
countries. But then look
at motocross in the USA.
Honda, Kawasaki, KTM
have these huge in-house
factory racing efforts
where they are spending
With riders you get a young guy and
a solid older guy. You need consistency
in the way you do things and with the
external support you bring in. You only
change things if you’ve got problems.
One of the issues we can have in Australia is the
inconsistency we have with supporters of racing.
You’ve got someone who loves it so they start a
team. They do two years, pay someone a bunch
of money but things don’t turn out the way they
expected, so they get disenchanted and leave.
It seems a bit more common here than in other
countries. We’re a small country so we’ve got
fewer skilled people to draw from; big country,
long way away, not many people. But I do think
over time that Australia has batted well above
its average.
Do you see a point where ASBK goes WorldSBK
style and starts limiting engine rpm to
keep parity?
I hate parity. I don’t agree with it. Say
you throw a rider on a motorbike
– you can have the best bike – but
because the rider and team aren’t
that good the organiser decides
to give them an advantage. Then
when someone comes along to
run that same bike but they do
get things right – good team,
good rider – then you’re in
trouble, they wipe the floor.
It’s not the motorcycle, it’s
the guy turning the throttle
that makes the difference.
There is a perception in
Australia that the Ducati
is too dominant, but who

amcn.com.au 73
FAST TALK PETER DOYLE

won last year and the year before? The Ducati is

probably the best production bike but it should be
– it’s double the price.
Riders switch teams, new bikes come along,
1
different people become involved with a team –
those things can make much more difference than
3-400rpm. In the real world, in my world, it’s up
to the opposition to get better. I don’t think there
is anything wrong with the BMW, for example,
things just haven’t quite gelled for them, that’s all.

What about Next-Generation Supersport? Are

1. A lot of money is sunk into
MotoAmerica behind the scenes
2. Andrea Iannone’s WorldSBK
comeback lifted worldwide
coverage of the sport
3. So many Aussie kids want to
emulate Jack Miller but it’s a hard
road to travel along
4. Doyle says young Aussies have
more pathways in Australia than
ever before to begin the journey
to reach the MotoGP grid, the
pinnacle of motorcycle racing
4 The big thing though – you had good teams with
we likely to see rules like that implemented in
ASBK at some stage?
I would suggest in the short-term the answer is no.
It comes back to trying to make parity and I think
it’s a far more difficult equation than at the 1000cc
level. You’ve got smaller engines, lower power,
big twins, lots of torque, different capacities and
quality controls. In Australia that would require
someone to look after it full-time.
World Superbike has six full-time technical staff
whereas we rely on volunteers or people working
other jobs. It has been discussed, it’s not off the
table, but there is a way to go before it’s seriously
considered. We changed pathways so riders could
jump into Supersport earlier, we introduced the
Kawasaki 636, subtle changes that I think have
boosted that class. If we were to introduce rules
that were more expensive or complex right now, it
might harm the class. But, if we want to get more
manufacturers or models involved that’s what we
have to do.
How about junior development and pathways
to racing overseas? That’s always the target for
every rider. Your thoughts?
There’s never been, in Australian history, so many
options for juniors. Even guys in the 1990s weren’t
allowed to get on roadbike until they were 16 or 18
years old. We’ve now got many junior road racing
programs: MiniGP, OJC, etc.
The majority who go overseas go too early. I’ve
always maintained that if you can’t win here, don’t
go. There can be horror stories overseas in terms
of cost. Max Stauffer has made the comment that
he needs to win here first. In my eyes he is right.
2
3
We had the machine going here in the 1990s
where we would wildcard in odd events, we
could turn up anywhere in the world and be
competitive. Phillis and Campbell in the late
1980s… then we moved Slighty, Mladin, Gobert,
Goddard, Craggill, McCarthy, Corser, Bayliss. They
won here and then the next year they were in
Europe or America. It’s a long list.
Were they just uber talented, though,
particularly the ones who came out and won a
Superbike title early in their career?
The best bikes through that period put out about
145 horsepower. Probably 50 horsepower down on
what our bikes produce now – so in that respect
they were easier to transition to.
good people and good backing. Warren Willing
was running Yamaha, Mick Smith was running
Honda, Peter Goddard got Suzuki going and
brought Phil [Tainton] in later, the Ducati Dealer
Team with Arthur Davis and Peter Smith – all good
solid teams with international connections.
People often mention to me we should source
government funding to get riders overseas but the
only serious government money will go to Olympic
sports. So forget about that.
There is no support for non-Olympic sports
other than administrative support.
The pathways to international success have
always been the manufacturers, teams and
their connections. We may have lost the idea of
leveraging international connections.

74 amcn.com.au
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w w w. p r o a c c e s s o r i e s . c o m . a u
TRAVEL YARN MONGOLIA

Fancy bouncing across Mongolia on a underpowered and

undersprung air-cooled single? Who wouldn’t?!
WORDS + PHOTOGRAPHY WILL SCHOFIELD

76 amcn.com.au
 ayarlalaa,” I say
to the waiter,
thanking her for
the steaming bowl
of Mongolian
dumplings placed
on the table
in front of me. I leave them
untouched as I continue to
monitor the MotoNomad Rally’s
tracking portal on my phone.
The youngest participant of the
event had set off solo early in the
morning from his campsite, and
I can see that he made great time
until 55km ahead of my current
position in the dusty Gobi Desert
village of Mandal-Ovoo. However
he’s only moved 500m in the past
two hours in the featureless and
mostly flat desert – my mind goes
straight to worst-case scenarios;
is he injured, lost or worse?
It’s in these moments I really
start to question the idea of
starting my own motorcycle
rally with a unique and largely
untested format in the most
remote country on earth.
Had my plans overstepped the
fine line separating adventure
and disaster?
The idea to run my own

amcn.com.au 77
 TRAVEL YARN MONGOLIA

motorcycle event was sparked while on my biggest

adventure so far, an epic off-road solo ride from
Mongolia to Eastern Europe. After crossing the
expanse of the ancient Mongol empire, I was
hooked and wanted to return to Mongolia but I
wanted to do it with likeminded riders.
While riding across the endless off-road tracks
of this vast landscape, I had noticed that most
of the nomads used small, lightweight, Chinese-
made motorcycles for both transport and herding
animals. I figured if they were good enough for
the local folk, they’d be good enough for the rally
participants.
As well as the reliability endorsement, these
motorcycles promised to create connections with
the local people, connections that rolling into a
remote village on a super-massive KTM could
never achieve.
Sure, their brakes and suspension might be
seriously lacking but despite that – or perhaps
because of that – they promised to be the best
companion for a Mongol adventure.
After putting the call out on social media, we
gathered a group of 13 intrepid motorcyclists from
Australia, the UK, the US and Ireland, with their
ages ranging from 26 through to 62. It was to be a 2
self-guided format, meaning after we’d provided
the motorcycle, participants needed to be self-
sufficient on the planned 12-day 2000km route. 1. Heaven on two wheels is an 3
The riders gathered early on the opening empty landscape with a firm
day for a farewell ceremony on the outskirts of dirt track under a sunny sky
Ulaanbaatar, where two traditionally dressed 2. In the middle of an ancient
local women wished us luck by gifting Aaruul, desert up pops a modern
a rock-hard dried cheese thought to bring good refueling station
fortune and health for long journeys. 3. Parts of the ride were
With the route punched into their GPS devices, challenging after rain
and their 193cc single-cylinder Shinerays idling 4. Better than four-star
over, the riders set off on a journey of a lifetime, accommodation and a chance
navigating the diverging tracks and criss-crossing to live like a local
an endless green sea of grasslands. Without a 5. Riders self-navigated with
lead rider or guide to set the pace, riders’ speeds the aid of a GPS
increased throughout the day as they became 6. We’ve all been there, when
increasingly familiar with their small but the realisation of where you
surprisingly capable motorcycles. are and what you’re doing
Unfortunately for Aussie Adam, his adventure overwhelms you for just
a moment
came to an abrupt and premature end when a
small crash during the day was diagnosed later

1 4

78 amcn.com.au
 6

5
RIDERS SET OFF ON A JOURNEY
OF A LIFETIME, NAVIGATING THE
DIVERGING TRACKS AND
CRISS-CROSSING AN ENDLESS
GREEN SEA OF GRASSLANDS

that evening as a fractured fibula. He managed

to remount his bike and finish the day, getting
himself to the evening’s digs in traditional
gers – yurts – offered to the participants by a
local herding family. The back-up crew then
transported him to a local hospital – that luckily
wasn’t too far away – signalling the end of his
Mongolian adventure.
Adam’s misfortune proved a timely warning
for the rest of the riders who, not wanting to
experience a Soviet-era hospital, agreed to slow
the pace from the second day onwards.
Continuing south the riders watched the green
grasslands give way to the scorched arid earth of
the Gobi Desert. The motorcycles were holding
up great, bar a few pesky flat tyres that the riders
fixed themselves with the basic toolkit issued to
them on arrival, including tyre levers and spare

amcn.com.au 79
TRAVEL YARN MONGOLIA

1 2

tubes. The highlight of the desert for many was the

invitation to camp with a nomadic family living
a traditional lifestyle. Despite having no shared
language, the excitement of this unexpected
meeting was shared by all.
The patriarch of the family ordered his sons to
slaughter a goat. Then rocks were heated until red-
hot and placed in a pot with the goat meat to cook,
creating a delicious dish of tender goat, called
Khorkhog. Once finished, the warm rocks were
removed from the cooking water and juggled from
hand to hand for good luck.
Other riders found their own unique camping 3 4
spots and had their own experiences meeting the
local people.
1. No Plan B as the intrepid for him to head back to the capital city. The event
Deep in the Gobi Desert, our youngest rider
travellers tackle floodwaters was designed to be a proper adventure, but the
had managed to find his way into a muddy bog in after getting caught in an priority was to get everyone safely and willingly
an otherwise bone-dry desert. Solo and with the unexpected mountain storm to the finish line.
exuberance of youth, he tried to plough through.
2. The Chinese motorcycles the If nothing else, our unfortunate rider had a tale
When his wheels became so heavily clogged with riders used were surprisingly to recount to his future offspring – perhaps about
mud and refused to turn, he resorted to dragging rugged and reliable a time when you could still traverse countries on
the motorcycle – a move which resulted in him
3. Adding new meaning to the motorcycles that ran on fossil fuels…
spilling and losing all of his drinking water. term Freedom Camper Climbing out of the Gobi, the rally headed
So while I was (eventually) enjoying those
4. Traditional horsemen of the north and into a welcome change of scenery of
delicious Mongolian dumplings watching his
Gobi show off their style central Mongolia with its lush green valleys, fast
position hardly moving on the portal, the stress of
5. The weather can change flowing rivers and heavily forested mountains.
being bogged in a remote and unfamiliar country
in an instant out on the vast Many families live in gers dotted along these river
without access to drinking water was taking its
expanses of the Gobi valleys, herding their animals between pastures
toll. Sadly, despite meeting up with the other
6. Gentle giant meets intrepid in a way not too far removed from the days of
riders and rehydrating throughout the evening,
motorcycle adventurer Genghis Khan.
our youngest rider did not feel up to continuing.
7. Simple food never tasted Crossing one of these mountains one day the
The following morning, transport was arranged
better than after a day spent weather quickly and unexpectedly turned from
coaxing a clunky and slow a pleasant 25ºC and sunny into an icy winter
WITH LITTLE COVER, motorcycle across challenging
terrain in varying weather
wonderland. Most of the riders were down the
backside of the mountain when the worst of the
THEY KEPT THEIR 8. The journey proved the storm hit. Unfortunately, British riders Alan
and John were still on top when golf ball-sized
HELMETS ON FOR importance of trying to fit into a
local culture. The riders earned hailstones started pelting down.

PROTECTION AND the respect of an ancient and

resilient nation of nomads
With little cover, they kept their helmets on for
protection and sheltered as best they could while
SHELTERED AS BEST they weathered the storm. Back on their bikes,
they slipped and slid their way into the valley
THEY COULD below before finding themselves stranded at a

80 amcn.com.au
 5
THE WORLD’S LARGEST
CAMPGROUND
WITH A LAND mass similar to the size of central
and western Europe combined, half of Mongolia’s
3.3 million population lives in the capital city of
Ulaanbaatar. Mongolia is both massive and remote.
Beyond the city are vast areas of green rolling
grasslands, dry barren deserts, dense forests,
crystal-clear rivers and alpine mountains.
Collectively owned by all citizens, private ownership
of pastures in Mongolia is prohibited. The land is used
by nomadic herders, who still live in traditional round
felt-covered yurts known as gers. They’re a highly
adaptive culture, disassembling their gers in a matter
of hours as the seasons change, then moving their
families and livestock to better pastures.
Many people see the nomadic way of life as a
sign of poverty. While their lives do have many
challenges, living lightly on the land, having freedom
of movement and producing little waste is something
we can all learn a lot from.
Most of the ‘roads’ in Mongolia are rugged
unformed tracks, diverging and criss-crossing 8
the landscape in all directions. For off-road
motorcyclists, this is an adventure paradise, with
hardly any fences and friendly locals who are happy
to share the land with visitors.
During the MotoNomad Rally participants were
given a chance to experience and learn about this
unique way of life – riding the same motorcycles
locals also usually owned was a great ice-
breaker. The local people were amazed at how far
participants were travelling across their vast lands.
And impressed that they, too, were travelling self-
sufficiently and with the freedom to roam and choose
campsites as they pleased.
amcn.com.au 81
 TRAVEL YARN MONGOLIA

river that the other riders had easily crossed a few

short hours earlier when it was not a torrent in
flash-flood mode.
The lads did what the Brits do best in times of
uncertainty and boiled up a trailside pot of tea
which they shared with a local nomad who also
had arrived on his motorcycle.
The waters receded in the early evening and
all three worked together to cross the swollen
river. Their new nomad friend invited them to
stay the night in a spare ger and repaid the pair’s
generosity with the Mongolian drink of choice –
home-distilled vodka. The following morning, the
weather had cleared and the men continued, but
not before showing their gratitude by helping to
milk the family’s yaks!
Almost two weeks and 2000km later, the finish 2
line beckoned.
The rally’s end point was on the shore of Lake 3
1. Will Schofield reflects on
Khovsgol in the far north of Mongolia, surrounded the journey of a lifetime he
by forests of Siberian larch. organised for like-minded
Along the way the riders had experienced a true adventurers who wanted
cross-section of Mongolia’s best scenery and most to immerse themselves in
remote terrain; they were met with kind, generous Mongolia’s local culture
and authentic hospitality that those on guided 2. A gold-plated welcome for
tours often miss out on. the riders
As the riders crossed the finish line the sense 3. Glamorous end to a dusty
of achievement was evident on all of their faces adventure ride
as they were each awarded a well-deserved 4. Archery is a local sport
finisher’s flag. But for me, the experience of
5. The sense of achievement
facilitating a motorcycle event that enabled like-
finishing this amazing ride was
minded people to experience Mongolia in a raw only matched by the desire to
and genuine way has probably been my greatest do it all again
and most rewarding adventure to date.

1 4 AS THE RIDERS
CROSSED THE FINISH
LINE THE SENSE OF
ACHIEVEMENT WAS
EVIDENT ON ALL OF
THEIR FACES
5

82 amcn.com.au
 CJ650B THE

NOMAD AND TOURER

Fully ADR compliant • LAMS approved • CF Moto-built 650cc

liquid cooled parallel twin • Bosch fuel injection • 2-year warranty
Finance available RRP NOMAD $26500 / TOURER $27500 (incl GST)

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 EVENTS. YOUR SOCIAL LISTINGS *Provisional **Subject to homologation

RACING WHAT, WHERE & WHEN

ROAD RACING Rd8 23–25 Aug, Balaton, HU**
AUSTRALIAN SUPERBIKE CHAMPIONSHIP Rd9 6–8 Sept, Magny-Cours, FR Next stop on the WorldSBK
Rd2 22-23 Mar, Sydney Motorsport Park, NSW Rd10 20–22 Sept, Cremona, IT** calendar is Barcelona on 22 March
Rd3 26-28 Apr, Queensland Raceway, Qld Rd 11 27–29 Sept, Aragon, ES
Rd4 12-14 Jul, Morgan Park Raceway, Qld Rd12 11–13 Oct, Jerez , ES
Rd5 7-8 Sep, Phillip Island GP Circuit, Vic BRITISH SUPERBIKE CHAMPIONSHIP
Rd6 4-6 Oct, One Raceway, NSW Rd1 20-21 Apr, Navarra, ES
Rd7 8-10 Nov, Shell V-Power Motorsport Park, SA Rd2 4-6 May, Oulton Park, CHS
BLU CRU OCEANIA JUNIOR CUP Rd3 17-19 May, Donington Park, LCE
Rd1 22-23 Mar, Sydney Motorsport Park, NSW Rd4 14-16 Jun, Knockhill, FIF
Rd2 26-28 Apr, Queensland Raceway, Qld Rd5 5-7 Jul, Snetterton, NFK
Rd3 12-14 Jul, Morgan Park Raceway, Qld Rd6 19-21 Jul, Brands Hatch, KEN
Rd4 4-6 Oct, One Raceway, NSW Rd7 9-11 Aug, Thruxton, HAM
Rd5 TBA Rd8 24-26 Aug, Cadwell Park, LIN
Rd6 8-10 Nov, Shell V-Power Motorsport Park, SA Rd9 13-15 Sep, Oulton Park, CHS
AUSTRALIAN SIDECAR CHAMPIONSHIP Rd10 27-27 Sep, Donington Park, LCE
Rd2 16-17 Mar, Shell V-Power Motorsport Park, SA Rd11 11-23 Oct, Brands Hatch, KEN
Rd3 6-7 Jul, Sydney Motorsport Park, NSW ISLE OF MAN TT
Rd4 15-16 Sep, Phillip Island GP Circuit, Vic 27 May-8 Jun
INAUGURAL SOUTHERN CROSS CHALLENGE CUP MOTOAMERICA
6-7 July, Sydney Motorsport Park, NSW Rd2 19-21 Apr, Road Atlanta, GA
AUSTRALIAN HISTORIC ROAD RACE CHAMPS Rd3 17-19 May, Barber Motorsports Park, AL Rd4 1 Sep, Brisbane (TT layout), Qld FIM SPEEDWAY OF NATIONS
15-17 Nov, One Raceway, NSW Rd4 31 May-2 Jun, Road America, WI Rd5 16 Nov, Gunnedah (flat track layout), NSW Semi1 9 July, Manchester, UK
MOTOGP WORLD CHAMPIONSHIP Rd5 14-16 Jun, Brainerd International, MN Rd6 17 Nov, Gunnedah (TT layout), NSW Semi2 10 July, Manchester, UK
Rd2 24 Mar, Portimao, PT Rd6 28-30 Jun, Ridge Motorsports Park, WA AUSTRALIAN DIRT TRACK, TRACK CHAMPS SON2 12 July, Manchester, UK
Rd3 14 Apr, Circuit of the Americas, US Rd7 12-14 Jul, Laguna Seca, CA Senior Track 4-5 May, Brisbane, Qld Final 13 July, Manchester, UK
Rd4 28 Apr, Jerez, ES Rd8 16-18 Aug, Mid-Ohio, OH Senior Dirt Track 20-21 Jul, Gunyarra, Qld UNDER-21 SPEEDWAY WORLD C’SHIP
Rd5 12 May, Le Mans, FR Rd9 13-15 Sep, Circuit of the Americas, TX Junior Track 10-11 Aug, Forbes, NSW Rd1 14 Jun, Malilla, SE
Rd6 26 May, Catalunya, ES Rd10 27-29 Sep, New Jersey M’sports Park, NJ Junior Dirt 28-29 Sep, Mildura, Vic Rd2 6 Sep, Riga, LV
Rd7 2 Jun, Mugello, IT OFF-ROAD RACING ENDURO GP WORLD CHAMPIONSHIP Rd3 27 Sep, Torun, PL
Rd8 16 Jun, Sokoil, KZ PRO MX CHAMPIONSHIP Rd1 5-7 Apr, Fafe, PT AMA PRO MOTOCROSS CHAMPIONSHIP
Rd9 30 Jun, Assen, ND Rd1 17 Mar, Wonthaggi, Vic Rd2 12-14 Apr, Valpaços, PT Rd1 25 May, Fox Raceway National, CA
Rd10 7 Jul, Sachsenring, DE Rd2 7 Apr, Horsham, Vic Rd3 10-12 May, Bacau, RO Rd2 1 Jun, Hangtown Classic, CA
Rd11 4 Aug, Silverstone, UK Rd3 5 May, Gillman, SA Rd4 21-23 Jun, Bettola, IT Rd3 8 Jun, Thunder Valley National, CO
Rd12 18 Aug, Red Bull Ring, AT Rd4 26 May, Maitland, NSW Rd5 12-14 Jul, Gelnica, SI Rd4 15 Jun, High Point National, PA
Rd13 1 Sep, Aragon, ES Rd5 23 June, Murray Bridge, SA Rd6 2-4 Aug, Rhayader, Wales, UK Rd5 29 Jun, The Wick 338 National, MA
Rd14 8 Sep, Misano, IT Rd6 21 Jul, Toowoomba, Qld Rd7 13-15 Sep, Brioude, FR Rd6 6 Jul, Redbud National, MI
Rd15 22 Sep, Buddh, IN Rd7 11 Aug, MX Farm Queensland, Gympie, Qld (First two rounds and GPs of Italy, Wales and France form Rd7 13 Jul, Spring Creek National, MN
Rd16 29 Sept, Mandalika, ID Rd8 17-18 Aug, Queensland Moto Park, Qld the five-event Women’s Enduro World Championship.) Rd8 20 Jul, Washougal National, WA
Rd17 6 Oct, Motegi, JP AUSTRALIAN OFF-ROAD CHAMPIONSHIP FIM SPEEDWAY GP C’SHIP Rd9 10 Aug, Unadilla National, NY
Rd18 20 Oct, Phillip Island, AU Rds3-4 20-21 Apr, Mt Misery, Vic Rd1 27 Apr, Donji Kraljevec, HR Rd10 17 Aug, Budds Creek National, MD
Rd19 27 Oct, Buriram, TH Rds5-6 18-19 May, Edenhope, Vic Rd2 11 May, Warsaw, PL Rd11 24 Aug, Ironman National, IN
Rd20 3 Nov, Sepang, MY Rds7-8 27-28 July, Coulson, Qld Rd3 18 May, Landshut, DE 2024 AMA SUPERCROSS CHAMPIONSHIP
Rd21 17 Nov, Valencia, ES Rds9-10 24-25 Aug, venue TBC, SA Rd4 1 Jun, Prague, CZ Rd10 16 Mar, Indianapolis, IN
SUPERBIKE WORLD CHAMPIONSHIP Rds11-12 14-15 Sept, Nowra, NSW Rd5 15 Jun, Malilla, SE Rd11 23 Mar, Seattle, WA
Rd 2 22–24 Mar, Barcelona, ES AUST SPEEDWAY SNR/JNR SIDECAR C’SHIP Rd6 29 Jun, Gorzow, PL Rd12 30 Mar, St Louis, MO
Rd 3 19–21 Apr, Assen, ND 5-6 Apr, Tamworth, NSW Rd7 17 Aug, Cardiff, UK Rd13 13 Apr, Foxborough, MA
Rd 4 14–16 Jun, Misano, IT AUSSIE FLAT TRACK NATIONALS Rd8 31 Aug, Wroclaw, PL Rd14 20 Apr, Nashville, TN
Rd 5 12-14 July, Donington Park, UK Rd1 27 July, Appin (flat track layout), NSW Rd9 7 Sep, Riga, LV Rd15 27 Apr, Philadelphia, PA
Rd 6 19–2 July, Most, CZ Rd2 28 July, Appin (TT layout), NSW Rd10 14 Sep, Vojens, Dk Rd16 4 May, Denver, CO
Rd7 9–11 Aug, Algarve, PT Rd3 31 Aug, Brisbane (flat track layout), Qld Rd11 28 Sep, Torun, PL Rd17 11 May, Salt Lake City, UT

RIDE DAYS & SCHOOLS

Phillip Island Ride Days / Champion’s Ride Days California Superbike Ride-Tek MTA Top Rider
0490 281 840 (07) 3287 4144 School / 1300 793 423 1300 788 382 1300 131 362
Phillip Island, Vic Broadford, Vic Phillip Island, Vic Sandown, Vic Various venues, Qld
Collie Motorplex, WA SMSP, NSW
Sydney Motorsport Park Morgan Park, Qld Broadford, Vic Ridedays WA Phoenix MCC
Ride Days/0490 281 840 The Bend, SA Morgan Park Qld (08) 9409 1002 Junior Coaching
SMSP, NSW Wanneroo, WA 0403 386 788
Trakdayz Mount Gambier MCC Collie, WA Tailem Bend, SA
Murray Valley Training Co 0401 484 898 Coaching / Ride Days Mallala, SA
0459 415 787 Wanneroo, WA 0448 951 163
Barnawartha North, Vic Mac Park, SA

84 amcn.com.au

RALLIES & SHOWS
16-17 MARCH
2024 Adelaide Motorsport Festival, Victoria
Park, Adelaide, SA. Historic, rare and significant
racing vehicles in the heart of Adelaide. Grand
prix motorcycles will feature. Food and drinks
from local producers, trade stalls and static
displays of over 400 cars and motorcycles, with
something new on track every 10 to 15 minutes.
www.adelaidemotorsportfestival.com.au/tickets
or see www.adelaidemotorsportfestival.com.au.
17 MARCH
Black Dog Ride, supporting those affected by
depression. Check out official website at
www.blackdogride.org.au to see where your
nearest local ride is.
17-23 MARCH
Variety Adventure Ride, Jindabyne. NSW.
supported charity adventure ride open to
road-registered motorcycles. The loop takes
in highlights of Victoria’s High Country. Full
details at www.variety.org.au or email Vic at
victor.sheil@varietynsw.org.au or Janet at
janet.kilazoglou@varietynsw.org.au.
23 MARCH
APC Rally, various start points in Qld, NSW
and Vic. A massive loop of up to eight days
taking in the best riding in Australia. Options
include the Great Dividing Range, NSW
coastline and Western NSW for a total of
3600km. There are easy options around more
technical sections for those on a large touring
bike or without the confidence to take on these
sections. If riders are travelling as a group
and they have different skill levels it is easy to
regroup at the next town and continue to ride
together. Cost is $890. Visit apcrally.net for
full details.
22-24 MARCH
Camp Quality Motocyc, Newcastle loop via
Armidale and Port Macquarie, NSW. A three-day
motorcycle adventure with a mission to help kids
with cancer. Choice of two routes, a leisurely
road cruise or head off the beaten track with the
adventure option. Registration $325 covers two
nights twin-share accommodation, breakfasts,
decals, shirts and a cap, fundraising support,
and mechanical and logistical support. See
fundraise.campquality.org.au/event/motocyc/
SHOP ONLINE NOW
home, phone Deb Moore on 1300 662 267 or
email motocyc@campquality.org.au.
29-31 MARCH
Shannons Classic Bike Broadford carries
on this Easter at the Broadford complex in
Victoria, after a successful first run last year.
The tarmac circuit will host pre-1998 racebikes
and roadbikes, along with sidecars. In addition,
this year will see the dirt and speedway tracks
open to both classic pre-1998 and modern bikes.
Spectator entry is free and there’s catering onsite
and cheap camping. Contact Rachelle Pettifer
via email at rachelle240871@gmail.com.
7 APRIL
Victoria’s 24th Annual Motorcycle Only Swap
Meet, the National Steam Centre, 1200 Ferntree
Gully Rd, Scoresby, Vic. Vintage, veteran, classic
and modern parts and bikes, food and drinks
available, no dogs and no camping. Swap site
$20 with set up from 6am; general public $10
with gates open 7am-12pm. Hosted by the
Vintage Motorcycle Club of Victoria. For more
information phone Brian Tyler on 0411 556 755 or
Peter Growse on 0488 112 425.
23 MAY-1 JUNE
The Distinguished Gentleman’s Ride,
Australia-wide with several start points.
This is an event with classic and vintage style
motorcycles, dressing dapper and riding to raise
funds and awareness for men’s mental health
and prostate cancer research. Full details at
www.gentlemansride.com.
27-28 APRIL
All British Rally, hosted by the BSA Owners Club
at Newstead Racecourse, Newstead, Vic. Owners
and enthusiasts of any British motorcycle or
special welcome. Visit www.bsa.asn.au for
more information.
5 MAY
15th Cousin Jack Rally, Drain Rd, Kadina, SA.
Hosted by the the Veteran and Vintage Motorcycle
Club of Northern Yorke Peninsula. This event is
open to all registered and insured motorcycles of
any age and manufacture. Entries close 22 April.
Late entries are acceptable but meals and rally
pack cannot be guaranteed. Raffle prizes. Phone
Ross on 0439 478 172 or John on 0409 670 093
for more information.
25-26 MAY 2024
Historic Winton, hosted by the Austin 7 Club
Inc and HMRAV, includes motorcycles, sidecar
and car races and regularities at Winton Motor
Raceway, near Benalla. www.historicwinton.org.
7-9 JUNE
The Long Ride Australia. Multiple start points
bring riders together from around Australia to
raise awareness and funds for the Prostate
Cancer Foundation of Australia in a 3274km
road trip from Sydney to Port Douglas.
www.rslaustralia.org/long-ride-2024.
7-9 JUNE
National Ducati Rally, hosted by the Ducati
Owners Club of Queensland at The Kooralbyn
.com.au
OR CALL 03 9786 4414
The main street gets taken over with
British motorcycles during the annual
All British Rally
Valley, via Beaudesert, Qld. Rally registration
fee includes all staged events across the three
days, buffet dinner on the Friday and gala dinner
on the Saturday, NDR 2024 commemorative
limited-edition T-shirt and hat, a rally satchel,
a chance to win great prizes at the show and
shine, as well as ride route maps/sheets. www.
docq.com.au.
21-23 JUNE
100th Anniversary of the first Australian
Motorcycle Grand Prix at Goulburn. The
highlight of the celebration will be an escorted,
re-enactment ride along the original 80km course
from the outskirts of Goulburn to Windellama,
across to Bungonia and back along Mountain Ash
Rd to the start finish line. Organisers are also
rraffling off a 2023 Indian Scout Bobber. Visit
www.goulburngp.com.au
14 SEPTEMBER
Wattle Flat Car & Bike Show at the small village
of Sofala, 300 residents, near Bathurst with
funds going towards free community events and
revamping its small community hall. A market
is also included. Visit www.facebook.com/
wfcarbikeshow
26-27 OCTOBER
National Jampot Rally, hosted by the AJS and
Matchless Owners Club of Australia at Victor
Harbor, SA, seeks ride corner marshals. Contact
Nipper Kuerschner at nipper.nipper33@gmail.
com or phone him on 0418 854 565.
amcn.com.au 85
 TRIED&TESTED.
BIKES & BATHURST EBOOKS - MOTORCYCLE RACING AT BATHURST SINCE 1931
DIGITAL
CHRONICLE
Jim Scaysbrook’s 2003 Bikes & Bathurst tome has been
updated and re-released as a two-volume ebook
athurst was Australia’s
first inland settlement
the other side of the
Blue Mountains, 200km
northwest of Sydney,
and its 1815 foundation
coincided with the Battle
of Waterloo. But the town
is best known around the world
as the venue for many memorable
battles of the automotive kind, as
the location of Australia’s most
challenging and thrilling race
circuit, the spectacular 6.1km
Mount Panorama course first used
in 1938, after motorcycle racing
had begun on the nearby Vale
circuit in 1931.
Success in the annual Bathurst
Easter weekend motorcycle races
was for many decades the pinnacle
of achievement for the products
86 amcn.com.au
erection of concrete walls, with
the rugged hillside terrain not
permitting any run-off areas to
REVIEWED be added.
First published in 2003, Bikes


& Bathurst by Jim Scaysbrook –
himself a former Bathurst race
winner – has become a collector’s
item as the definitive account

of Australia’s greatest annual
ta
motorcycle races.
The original hard cover version
S
r R ati n g
of the legendary Australian contains chapters on every event
rider factory, interspersed with held from 1931 to 2000, including
Bikes & results of every race and
the occasional victory for their
overseas rivals.
Bathurst - A hundreds of photographs.
The first such feat came when history of But since then Scaysbrook has
Kiwi Rod Coleman became the motorcycle continued to amass many more
first non-Aussie to take victory photos. So many that the new
racing at e-Book version of his original
at Bathurst in winning both the
Bathurst work has been published in two
Australian Junior TT and Senior TT
over the same weekend in 1954.
since 1931 volumes – 1931 to 1959, and 1960
This nicely previewed his Isle of $12.50 each to 2000.
Man Junior TT win later that same These are available online only,
year on the unique pannier-tank
Volume 1 and contain a massive total of
three-valve AJS 7R3A.
(1931 – 1959) photographs and illustrations,
Bathurst was very much the
139 pages with 335 many of which have never been
illustrations published before, as well as
spiritual Down Under equivalent
of the Manx TT Course but its final amendments and corrections to
Volume 2
bike meeting was held in 2000. the original text.
(1960 – 2000)
By this time the circuit had been 424 pages with 504 As definitive histories of major
deemed unsuitable for motorcycles illustrations race circuits go, this one is hard
following continued modifications www.bikesandbathurst. to beat.
to suit car racing, including the com.au ALAN CATHCART
 IXON BULL WP BOOT

GO-TO
BOOTS
NOT MANY motorcycle boots provide
TESTED protection and comfort both on the bike and off
it, but I reckon these Ixon Bull WP bulls have just
about all bases covered.
These lightweight sports-style boots are as
 comfortable as any work boots or runners that
 I’ve worn, and they look prett y schmick to boot


(sorry). They are waterproof and breathable,

and also feature an ‘ATOP’ metal cable closure
ta
S

r R ati n g system.
The ATOP system means tightening and
releasing the boots is simply a matter of turning
IXON BULL the dial on the top – clockwise to tighten and
WP BOOT anti-clockwise to release – and pulling across
$279.95 the top strap, which has a Velcro tab for added
Sizes security. This system is quick and easy to use
39-47 and, importantly, it means there are no shoe
Colours laces that could get caught up in your chain and Michelin outer sole provides ample grip on a of hours, although the low-cut heel is an entry
Black sprockets, or hooked up on a footpeg. variety of surfaces. There are heel, toe and shift point for moisture if your pants ride up.
The outer shell of the Bull WP is made from a area reinforcements. Thanks to their high levels of comfort, their
Cassons combination of leather and textile materials; I have worn the Bull WPs in some treacherous light weight and their good looks, these have
www.cassonsmedia.com there’s a polyester interior with an antibacterial weather and can attest to their ability to keep quickly become my go-to boots when road riding.
(02) 8882 1900 double-density internal sole; and a polyurethane water ingress at bay, at least for the first couple DEAN MELLOR

AEG 18 VOLT COMPRESSOR

BLOW IN
RIGHTO, WHAT’S the most useful tool in USED &
your shed? Here’s mine, an AEG 18-volt battery ABUSED
compressor.
I bought it five or six years ago and it’s proven
to be absolutely spot-on despite getting used
most days on everything from the bikes to 
trucks and trailers. It’ll pump up a flat fourby



tyre in minutes but what I really like is its ease

of use and accuracy.
ta
S

When you’re running good rubber a few r R ati n g

psi either way makes a huge difference to a
bike’s handling. I’ve got a box of tyre pressure AEG High
checkers but the most accurate is a MotoMeter
gauge bought in Germany during the release of it just as quickly if I’m playing with my old trials Pressure
BMW’s K1 in 1988. Yes, I did buy it hoping the bikes. Yes, it’s seen service on the beach with Inflater
problem was tyre pressures. The problem was the 4WD too, and is just as handy blowing up air Skin only
the bike… beds and the wife’s floating flamingo. $199
On top of the AEG unit is a dial you can turn to Battery tools often cost less than the batteries (Bunnings),
and chargers required to power them and this Battery and charger if
select any pressure from 0 to 150psi. It’s easy required add $270+
to read and as accurate as the old MotoMeter. one’s no exception. If you’re just kicking off with
The hose is rubber with a small brass screw-on 18-volt tools go for the brands with the biggest AEG Powertools
connector, which is easy to attach to any valve, range. Trust me, it’ll make taking the wife to Australia
even the buggers on the R100’s mag wheels. Bunnings for her herb garden stuff a whole lot www.aegpowertools.
Screw it on, set the pressure and it’ll buzz the more exciting! com.au
tyre to where it should be in a minute. Or deflate JOHN ROOTH 1300 234 797

amcn.com.au 87
 TOP GEAR. COOL STUFF

1 2
1 PUT THE BOOT IN 2 CAMO TORQUE 3 RIPPER READ
Cassons Australia Link International FBA Motoitaliane
$399.95 $499.95 €45 + postage
(02) 8882 1900 (03) 8720 6000 na
cassonsmedia.com merlinbikegear.com.au motoitaliane.it

The Gaerne G.Dune AquaTech is a mid-calf
adventure/touring boot made from abrasion-
resistant leather with a DryTech waterproof
membrane. It has ankle reinforcements, a toothed
sole for off-road grip, buckle and Velcro closure
system, and reflective details. It’s avaialable in
sizes 43 to 47 (9 to 12).
The Merlin Torque is a modern hi-tech jacket with
a casual hoodie silhouette. Features include a
soft brushed polyester outer with Midnight Camo
print, and a laminated back side with an 8k/5k
waterproof/breathability rating. It comes with
D3O armour in the elbows and shoulders, and
there’s a back-protector pocket. Sizes S to 3XL.
The story of the late John Wittner, aka Dr. John,
and his contribution to the history of Moto Guzzi.
Alan Cathcart, who test rode his bikes, tells the
story of the race victories and championship
successes that Dr. John brought to Moto Guzzi,
accompanied by many beautiful photos. A 152-
page hardcover book with English and Italian text.

HCART
3 ALAN CAT
OT O GU ZZI
SM
DR. JOHN’

ITALIA NE
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 4
4 FLIP IT 5 CLEAN MACHINE 6 RIGHT ROYAL BOOT
Whites Powersports Australia Monza Imports Moto National
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The LS2 FF901 Advant X is a flip helmet with a 180º
rotating chin guard for convenience and comfort.
It features a multi-density EPS liner, Emergency
Release System, removable hypoallergenic and
washable liner, and a scratch- and UV-resistant
quick-release visor with Pinlock 120 MaxVisionTM
twin system. Various colours in sizes XS-3XL.
Developed in Australia, VuPlex is a non-abrasive
cleaner for clear and coloured plastics. It
is claimed to polish and protect, and has
anti-scratch, anti-static and water-repellent
characteristics. It’s available in 235ml and 445ml
bottles. There’s also Matte Maxx for matte-plastic
surfaces in a 240ml can.
The Falco Royale Lady motorcycle boot for
women features an oil-treated Micro-Synth
upper and a High-tex membrane, along with a
high-grip rubber sole. It has a lace and zipper
combined closure system and D3O-backed
ankle cups for maximum protection. Available
in women’s sizes 36 to 41.

5 6

amcn.com.au 89
 CRYSTAL MOTO WASH
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retailers & workshops for over 45 years.

- LEVERS - TOOLS - MODELS - TUBES - handlebars -

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 BUYER’S GUIDE. A-Z OF NEW BIKE PRICES
PRICE PRICE PRICE PRICE
MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS

APRILIA aprilia.com.au R 1250 RT $40,750  700CL-X Heritage $9990  XDiavel Dark $33,100 
All prices are ride away K 1600 GT $45,600  700CL-X Sport $9490  XDiavel S $40,400 
SR GT 125 $8040  K 1600 GTL $44,520  700CL-X Adventure $11,490  XDiavel Nera $44,100 
SR GT 125 Sport $8140  K 1600 B $42,820  800NK Sport $10,990 
RS 660 $22,690  K 1600 Grand America $44,290  800NK Advanced $12,490  ENERGICA australianelectricmotorco.com/energica-motorcycles

RS 660 LAMS $22,590  G 310 R $7990  800MT Sport $13,490  Plus on-road costs
Tuono 660 $21,490  F 900 R $15,420  800MT Touring $14,990  Experia $48,164 
Tuono 660 LAMS $21,490  S 1000 R $22,090  800MT Explore $16,990  Ego $41,725 
Tuono 660 Extrema $24,990  M 1000 R $32,290  Ego+ $52,233 
Tuono 660 Factory $19,990  R 1250 R $26,320  CHANJIANG changjiang-australia.com Ego+ RS $55,329 
Tuareg 660 $23,490  R 18 $23,140  Plus on-road costs Ribelle $50,374 
Tuono V4 $28,990  R 18 Classic $25,840  CJ650B Nomad $26,500  Ribelle RS $52,470 
RSV4 $31,990  R 18 Roctane $27,890  CJ650B Tourer $27,500  Esseesse9 $35,478 
RSV4 Factory $39,090  R 18 B Deluxe $35,400  Esseesse9+ $46,563 
R 18 Transcontinental $37,940  DUCATI ducati.com.au
BENELLI benelli.com.au R nineT $25,490  All prices are ride away FONZ fonzmoto.com
All prices are ride away R nineT Pure $20,210  Multistrada V4 $31,300  Plus on-road costs
TNT125 $3990  R nineT Scrambler $21,410  Multistrada V4 S $41,800  Arthur $4990 
TRK 251 $6690  R nineT Urban G/S $21,260  Multistrada V4 S GT $45,200  NKDs $11,990 
TRK 502 $9990  G 310 GS $8390  Multistrada V4 RS $55,800  NKD+ $11,990 
TRK 502 X $10,690  F 750 GS $17,945  Multistrada V4 Rally $41,400  NKDx $17,490 
Leoncino 502 $9890  F 850 GS $22,005  Multistrada V2 $24,400 
Leoncino 502 Trail $10,390  F 850 GS Adventure $23,830  Multistrada V2 S $27,200  GASGAS gasgasaustralia.com.au
Leoncino 800 $13,490  R 1250 GS $31,320  DesertX $24,700  All prices are ride away
Leoncino 800 Trail $13,390  R 1250 GS Trophy $32,430  DesertX Rally $36,600  EC250 $15,599 
502C $10,590  R 1250 GS Adventure $33,305  Hypermotard 698 Mono $24,200  EC250F $15,599 
C 400 GT $11,740  Hypermotard 950 $24,800  EC300 $17,069 
BETA betamotor.com.au C 400 X $10,490  Hypermotard 950 RVE $26,500  EC350F $16,659 
Plus on-road costs CE 04 $21,900  Hypermotard 950 SP $30,300  SM 700 $19, 840 
RR 125 2T $12,295  Streetfighter V2 $21,695  ES 700 $19,840 
RR 200 2T $13,395  BRP au.brp.com Streetfighter V4 $34,900 
RR 250 2T $13,595  All prices are ride away Streetfighter V4 S $39,000  H-D harley-davidson.com.au
RR 300 2T $14,395  Ryker 600 $15,199  Streetfighter V4 SP $48,400  All prices are ride away
RR 350 4T EFI $14,195  Ryker 900 $17,749  Monster $19,700  X350 $8495 
RR 390 4T EFI $14,495  Ryker Rally 900 $19,799  Monster SP $23,200  X500 $11,495 
RR 430 4T EFI $14,695  Spyder F3 S $31,149  Monster 659 $19,700  Softail Standard $22,995 
RR 480 4T EFI $14,995  Spyder F3 LTD $35,699  Supersport 950 $22,300  Nightster $21,495 
X-Trainer 250 2T $11,195  Spyder RT LTD $41,449  Supersport 950 S $25,400  Street Bob 114 $27,495 
X-Trainer 300 2T $11,495  Scrambler Urban Motard $18,900  Sport Glide $32,995 
CFMOTO cfmoto.com.au Scrambler Icon $18,000  Low Rider S $32,495 
BIMOTA facebook.com/bimotaau All prices are ride away Scrambler Full Throttle $20,100  Low Rider ST $36,995 
All prices are ride away 150NK $4290  Scrambler Nightshift $20,100  Fat Bob 114 $32,995 
KB4 $55,000  300NK $5790  Scrambler 1100 Dark Pro $21,100  Heritage Classic $37,995 
Tesi H2 $85,000  300CL-X $5490  Scrambler 1100 Tribute Pro $23,100  Fat Boy 114 $37,995 
300SR $5790  Scrambler 1100 Sport Pro $26,000  Breakout 117 $37,995 
BMW bmwmotorrad.com.au 450NK $7790  Panigale V4 $35,600  Road King Special $41,495 
Plus on-road costs 450MT $8990  Panigale V4 S $45,000  Road Glide Special $43,995 
F 900 XR $18,670  450SR $8290  Panigale V4 SP2 $55,490  Road Glide ST $47,495 
F 900 R $15,320  450SR S $9290  Panigale V4 R $70,200  Sportster S $23,995 
S 1000 XR $29,780  650MT $9090  Panigale V2 $24,900  Street Glide Special $43,995 
M 1000 RR $52,440  650GT $9590  Diavel 1260 $32,800  Street Glide ST $47,995 
S 1000 RR $25,750  650NK $8590  Diavel 1260 S $38,400  Ultra Limited $46,495 
R 1250 RS $27,240  700MT $9990  Diavel V4 $41,900  Freewheeler $51,995 
 PRICE PRICE PRICE PRICE
MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS

Tri Glide Ultra $62,495  NSC110 Dio $3349  INDIAN indianmotorcycle.com.au KAWASAKI kawasaki.com.au
CVO Street Glide $62,495  MW110 Benly $3999  All prices are ride away Plus on-road costs
CVO Road Glide $62,495  XL750 Transalp $14,499  Scout Bobber $22,995  Versys-X 300 (LAMS) $7448 
CVO Limited $61,750  CRF1100 Africa Twin $22,999  Scout Bobber Twenty $23,995  Ninja 400 (LAMS) $7544 
Road Glide 3 $58,995  CRF1100 Africa Twin AS $26,199  Scout $23,495  Z400 $7094 
Pan America 1250S $28,995  CRF1100 Africa Twin AS DCT $27,499  Scout Rogue $24,495  Ninja 500 $7544 
CRF1100 Africa Twin AS DCT ES $29,899  Chief Dark Horse $28,995  Ninja 650 $11,109 
HONDA hondamotorcycles.com.au CRF300LRA Rally $9399  Chief Bobber Dark Horse $30,495  Ninja 650 (LAMS) $11,309 
Plus on-road costs CB500XA $10,199  Sport Chief $32,995  Ninja 650 (LAMS Ninja 40th) $11,409 
GL1800 Goldwing DCT $41,999  CRF300LA $8199  Super Chief Limited $32,995  Versys 650L $12,048 
GL1800 Goldwing Tour Prem DCT $49,999  AG-XR $5399  Springfield Dark Horse $38,995  Z650L $11,009 
NT1100 $21,690  Springfield $39,995  Z650RS $12,009 
NT1100D DCT $22,699  HUSQVARNA husqvarnamotorcycles.com.au Chieftain Dark Horse $42,495  W800 Street $13,848 
CBR1000RR-R SP $52,999  All prices are ride away Chieftain Limited $42,995  Z900 Supernaked $13,398 
CBR650R $12,499  Vitpilen 401 $8410  Challenger Dark Horse $44,495  Z900RS $16,909 
CBR600RR $27,599  Svartpilen 401 $7975  Challenger Limited $44,995  Ninja 1000SX $17,759 
CL500 $8999  FS 450 $16,949  Challenger Elite $55,995  Ninja 1000SX (Ninja 40th) $17,859 
CBR500R $9999  701 Supermoto $20,400  Roadmaster Dark Horse $45,495  Versys 1000 S $21,009 
CB125F $2999  701 Enduro $20,400  Roadmaster Limited $45,995  Z1000 $16,848 
CB500F $9499  TE 150i $14,959  Roadmaster Classic $46,995  Ninja ZX-4R $11,794 
CB650R $11,699  TE 250i $16,789  Pursuit Dark Horse Premium $47,495  Ninja ZX-4RR $13,194 
CB300R $7199  TE 300i $18,379  Pursuit Limited Premium $48,495  Ninja ZX-6R $15,909 
GB350 $6999  FE 250 $16,789  FTR $23,995  Ninja ZX-6R (Ninja 40th) $16,159 
CB750F Hornet $12,099  FE 350 $17,929  FTR Sport $25,995  Ninja H2 $39,249 
CMX1100 DCT $19,649  FE 450 $18,269  FTR Rally $25,995  Ninja H2R $69,249 
CMX1100 $18,549  FE 501 $18,929  FTR R Carbon $27,995  Ninja H2 SX $32,810 
CMX500 $9349  Norden 901 $25,860  FTR R Rally $25,995  Ninja H2 SX SE $36,910 
NSS350A Forza $9749  Norden 901 Expedition $27,840  FTR X100 % R Carbon $28,995  Ninja ZX-10R $26,749 

TESTED BIKE SPOTLIGHT

VOL 73
NO 15 ROYAL ENFIELD
INTERCEPTOR
ENGINE 648cc twin cylinder
POWER 34.6kW (46.3hp) @ 7150rpm
TORQUE 52.3Nm @ 5650rpm
WEIGHT 202kg (oil, no fuel, claimed)
PRICE $10,990 (plus onroads)

“Interchangeable
old-school cool on a
fantastic engine/chassis
platform at a great price”
 BUYER’S GUIDE. A-Z OF NEW BIKE PRICES
PRICE PRICE PRICE PRICE
MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS

Ninja ZX-10R (Ninja 40th) $27,110  Agility 16+ 200i (w/ top box) $4490  Django 50 $4190 
Z H2 $24,010  People S 150 (w/ top box) $5490  Django 150 $5490  SHERCO Sherco.com
Ninja ZX-14R SE $23,248  Super 8 50 2T $2790  XP400 Allure $15,690  Plus on-road costs
Ninja ZX-14R SE (Ninja 40th) $23,309  Like 125 CBS (w/ top box) $3590  XP400 GT $15,990  125 SE Factory $13,499 
Vulcan S $10,448  Like 200i (w/ top box) $3990  250 SE Factory $14,999 
Vulcan S LAMS $10,648  Like 150R ABS (w/ top box) $5590  PIAGGIO piaggio.com.au 300 SE Factory $15,499 
Kawasaki KLX150BF SE $4663  Like 150 S $5090  All prices are ride away 250 SEF Factory $15,499 
Kawasaki KLX230S $6563  Agility 16+ 300 $7490  Typhoon 50 $4140  300 SEF Factory $15,999 
KLX230SM $7563  Downtown 350i ABS $8790  Medley $6540  450 SEF Factory $16,799 
KLX250 $7263  DT X360 $9290  Medley S $6640  500 SEF Factory $16,999 
KLX450R $11,963  Xciting S 400i ABS $9990  Beverly 400 S $12,440 
KLR650 ABS $9594  AK550 Premium ABS $15,490  SUZUKI suzukimotorcycles.com.au
KLR650 Adventure $10,363  RIEJU rieju.com.au All prices are ride away
LAMBRETTA lambrettaaustralia.com.au Plus on-road costs Address 110 $3890 
KTM ktm.com.au V50 Special Flex $3590  MR Ranger 200 $12,790  Avenis 125 $4890 
All prices are ride away V200 Special Flex $4990  MR Ranger 300 $12,990  GSX-S125A $5440 
200 Duke ABS $5895  MR Racing 250 $13,990  Gixxer 250 $6490 
390 Duke (2024) $8965  MOTO GUZZI motoguzzi.com.au MR Racing 300 $14,290  Gixxer SF 250 $6790 
890 Duke $16,850  All prices are ride away MR Pro 250 $15,690  V-Strom 250SX $6480 
890 DukeGP $17,925  V7 Stone $18,030  MR Pro 300 $15,990  V-Strom 650XT $14,990 
890 Duke R $20,760  V7 Stone Centenario $19,030  MR Six Days $16,990  V-Strom 650XT LAMS $14,990 
900 Duke (2024) $20,090  V7 Special $18,930  SV650 $11,490 
890 SMT $24,475  V9 Bobber Centenario $19,330  ROYAL ENFIELD royalenfield.com.au SV650 LAMS $11,490 
690 SMC R $20,195  V100 Mandello $28,290  All prices are ride away GSX-8S $14,190 
RC 390 $8795  V100 MandelloS $32,290  Bullet 350 Standard Black $7890  GSX-R1000 $24,990 
RC 390 GP $8995  V85 TT $22,230  Meteor 350 Fireball $8190  GSX-R1000R $27,990 
1290 Super Duke R $30,915  V85 TT Evocative $22,830  Meteor 350 Stellar $8590  GSX-S1000 $17,990 
1290 Super Duke R EVO $33,735  V85 TT Travel $24,330  Meteor 350 Supernova $8890  GSX-S1000GT $19,990 
1290 Super Duke GT $34,835  V85 TT Centenario $22,830  Hunter 350 Dapper $7590  Katana $21,990 
1390 Super Duke R (2024) $31,795  Hunter 350 Rebel $7690  V-Strom 1050 $22,990 
1390 Super Duke R Evo (2024) $34,695  MV AGUSTA mvagusta.com.au Classic 350 Halcyon $7990  V-Strom 1050DE $24,690 
690 Enduro R $20,195  All prices are ride away Classic 350 Signals $8290  V-Strom 800DE $18,590 
390 Adventure $10,250  F3 800 Rosso $36,990  Classic 350 Dark $8690  Hayabusa $27,790 
790 Adventure $18,690  F3 800 RR $41,990  Classic 350 Chrome $8790  Boulevard M109R $21,990 
790 Adventure R $19,790  Brutale 800 Rosso $29,990  Scram 411 Base $8240  Trojan $5990 
890 Adventure $24,475  Brutale 800 RR $34,990  Scram 411 Mid $8340  DR-Z400E $11,390 
890 Adventure R $26,575  Brutale 1000 RS $51,990  Scram 411 Premium $8440  DR650SE $10,390 
1290 Super Adventure S $33,315  Brutale 1000 RR $63,990  Interceptor 650 Classic $10,990 
1290 Super Adventure R $34,785  Rush 1000 (+race kit) $76,880  Interceptor 650 Pearl Black $11,290  SUPER SOCO supersoco.com.au
150 EXC $14,559  Dragster 800 Rosso $32,990  Interceptor 650 Chrome $11,790  All prices are ride away
250 EXC $16,399  Dragster 800 RR SCS $37,990  Interceptor 650 Dark $11,690  TC – Cafe $5490 
250 EXC-F $16,399  Dragster 800 RC SCS $41,990  Continental GT 650 Classic $11,290  TC Max (alloy wheels) $7990 
300 EXC $17,879  Superveloce 800 $42,990  Continental GT 650 Custom $11,590  TC Max (wire-spoke wheels) $8290 
350 EXC-F $17,449  Superveloce 800 S $48,990  Continental GT 650 ES Dark $11,790  CUX Scooter $4990 
450 EXC-F $17,799  Superveloce 800 S (+race kit) $51,590  Continental GT 650 ES Chrome $11,890  CUX Scooter - Ducati $5490 
500 EXC-F $18,419  Turismo Veloce Rosso $33,990  Himalayan 410 $8390  CPx Scooter $7690 
Turismo Veloce Lusso SCS $43,999  Himalayan 450 Kaza Brown $8990  CPx Delivery Scooter $7690 
KYMCO kymco.com.au Himalayan 450 Slate $9250 
All prices are ride away PEUGEOT peugeotmotorcycles.com.au Himalayan 450 Hanle Black $9490  SWM swmmotorcycles.com.au
Agility 50 $2690  All prices are ride away Super Meteor 650 Astra Black-Blue $11,990  All prices are ride away
Like 50 4T $3090  Kisbee 50 2T $2990  Super Meteor 650 Interstellar Green $12,190  RS 300 R $8590 
Agility RS 125 CBS $3190  Tweet 200 $5790  Super Meteor 650 Celestial Blue-Red $12,540  RS 500 R $9290 
Agility 16+ 125 (w/ top box) $3790  Tweet 200 GT $5990 
 PRICE PRICE PRICE PRICE
MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS MODEL $AUD LAMS

SYM SCOOTA symscooters.com.au Rocket 3 R $36,550  VESPA vespa.com.au YZF-R15 $6299 

Crox 50 $2490  Rocket 3 R Chrome Edition $37,890  All prices are ride away MT-03 $8199 
Mio 50i $2890  Rocket 3 GT $37,550  Primavera 50 $6490  YZF-R3 $8549 
Classic 125 $2790  Rocket 3 GT Chrome Edition $38,990  Primavera 125 i-Get $7690  MT-07 LAMS $13,549 
Orbit 125 $2790  Trident 660 LAMS $13,150  Primavera 150 i-Get $8490  MT-07 HO $14,449 
Orbit II 125i $3190  Street Triple S 660 $14,990  Primavera 150 S $8590  XSR700 $14,299 
Symphony ST 200i $3990  Speed Triple 765 R $18,140  Primavera 150 Red $8990  Tracer 7 $15,999 
Classic 200i $4090  Street Triple 765 RS $20,590  Primavera 150 SE Picnic $9040  MT-09 $16,399 
HD300i $6690  Street Triple 765 Moto2 Edition $25,290  Primavera 150 75 Anno $9890  MT-09 SP $18,899 
GTS300i Sport $7690  Speed Triple 1200 RS $28,490  Sprint i-Get $8590  XSR900 $18,049 
Tiger Sport 660 $15,390  GTS 150 i-Get $9590  Tracer 9 GT $24,999 
TRIUMPH triumphmotorcycles.com.au Tiger 850 Sport $18,790  GTS 300 Super Sport $12,290  Niken GT $29,349 
All prices are ride away Tiger 900 GT $21,850  GTS 300 Super Tech $12,890  MT-10 $24,649 
Daytona 660 $14,790  Tiger 900 GT Pro $24,790  GTV 300 ‘Sei Giorni’ $12,590  MT-10 SP $28,499 
Speed 400 $8990  Tiger 900 Rally Pro $25,990  GTS 300 75 Anno $13,590  FJR1300 $33,999 
Scrambler 400 X $9990  Tiger 1200 GT Pro $30,790  946 Dragon (limited edition) $22,680  YZF-R6 (Race only) $19,849 
Speed Twin 900 $16,790  Tiger 1200 GT Explorer $33,390  YZF-R7 LAMS $14,599 
Bonneville T100 $18,790  Tiger 1200 Rally Pro $32,490  YAMAHA yamaha-motor.com.au YZF-R7 HO $15,649 
Scrambler 900 $18,590  Tiger 1200 Rally Explorer $34,690  All prices are ride away YZF-R1 $29,349 
Bonneville T120 $21,490  TF 250-X $13,750 D’elight 125 White $3949  YZF-R1M $38,599 
Speed Twin 1200 $21,740  NMAX 155 $6149  WR250F $15,999 
Thruxton RS $26,690  URAL ural.com Tricity 155 $7699  WR450F $17,349 
Bonneville Speedmaster $23,190  CT $25,299  XMAX 300 $10,049  Tenere 700 $19,999 
Bonneville Bobber $23,190  Gear Up $28,599  Tricity 300 $13,099  Tenere 700 World Raid $25,499 
2024 Scrambler 1200 X $22,600  Sportsman SE $30,599  TMAX 560 $20,649  Super Tenere $26,999 
2024 Scrambler 1200 XE $24,900  Sahara SE $30,599  XV250 Virago $8849 

TESTED
VOL 73
BIKE SPOTLIGHT
NO 09 YAMAHA
TENERE 700 WORLD RAID
ENGINE 689cc parallel twin
POWER 54kW (73hp) @ 9000rpm
TORQUE 68Nm @ 6500rpm
WEIGHT 220kg (wet, claimed)
PRICE $25,499 (ride away)

“Silky-smooth engine,
increased fuel capacity
and suspension that can
handle a gnarly track”
STAY UP TO DATE WITH ALL THE LATEST
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 STROOTH! WITH JOHN ROOTH
“GRANT SAW THE NORTON GROWING
COBWEBS, PLIED ME WITH ALCOHOL,
AND STOLE IT OFF ME FOR $500”
“HERE WE have the infamous Armidale Norton, with its
previous and current owners. The restoration since Grant
(pictured, below left) bought it from John is taking some time,
but 45 or so years isn’t exactly f***ing around, I suppose. Or
maybe it is...
Will we see it ridden again in our lifetimes? Who knows?
Thus wrote Bill McKinnon when he emailed this photo of
my old Norton and its owners to the members of the UNEMCC.
I say ‘my old Norton’ because, almost half a century later, I’m
looking like the only one of us who’ll get to ride it. Almost half
a century ago. Did I mention that? The half-century thing?
It’s a 1972 Interstate which should have had a disc-brake
front-end but, not understanding same back in 1977, I swapped
it for a drum model because I understood drums.
That’s about as sensible as most of the other stuff we did in
the 1970s, I guess…
Especially as my next move was to lean it against a wall and
go and buy a secondhand Honda Four. Grant saw the Norton
growing cobwebs, plied me with alcohol – okay, so they were
from my fridge, he did the plying bit – and stole it off me for
$500. I’ve spent the rest of my life trying to buy it back.
It’s funny that Bill not only took this photo, he propagated it
around the old UNEMCC lads, too. See, he’s got history with this
bike. We met in 1976 in our first year in Armidale when Bill
was swaying around my beloved motorcycle in the car park
making out like he knew what it was.
“You know a bit about bikes, eh mate?” I said, possibly a tad
hostile because as owner of the only Norton in town I had some
serious motorbike cred going here. “Bet you couldn’t start it!”
So he swung a drunken leg over the saddle, turned the key
and booted the kickstarter. The bike fired into life. Possibly
the first and only time it’d ever started without the full fuel-
on, carb-tickling, warm-up-kick-through-without-ignition
textbook easing of a high-compression Norton into life.
Not only was I outraged at the Norton’s lack of loyalty, the
bastard kicked my chocolate milkshake over, too.
I demanded he buy another one. He told me to burp off. I saw
red and belted him. That’s how we made friends in the 1970s
before cameras, Facebook and people whinging about naughty
words that hurt people’s feelings.
Arguments might go to knuckles fast, but just as often
resulted in new friendships too.
Bill and I have been mates ever since. After running Two
Wheels he became one of Australia’s most trusted automotive
journalists. But in the 1970s Bill didn’t even bother with a
car licence. Before long there was a bunch of us motorcyclists
banding together, including one Grant Roff, the Gandalf here
making me look like a hobbit. The one who stole my Norton.
Which was last century, Grant, just in case you’ve forgotten.
About three quarters of the way through last century.
Grant had a druidical character back then that went way
beyond his height, his hairiness and his occasional frolicking
with nymphs on the student union lawns.
He had a powerful voice that would quell the multitude and
a persuasiveness that could open fridges at a distance.
It was he who chaired the first ever meeting of the UNEMCC,
and he, backed by Lance Gibbons’ paperwork, who convinced
the union to fund our racing efforts. Burp.
It was Grant who levered his way into motorcycle
journalism, creating a wake that encouraged Bill to TW and
several other UNE lads to open the paper door.
Roffy could have been a politician or a lawyer or a church
leader, but he chose a life centred around motorcycle
magazines like the rest of the lucky few.
To this day the most powerful speech I’ve witnessed
was Grant’s eulogy for Jeremy Bowdler a dozen years ago
when Two Wheels’ longest-serving editor (17 years of free
motorcycling bliss) passed away at the age of 51.
Not many people can harness the collective emotions of the
many and distill it to a purity of purpose. Grant can… it’s his
magic talent.
Fixing bloody Nortons isn’t though. C’mon mate, I’ll finish it
for nothing just to have one more ride.
If only that bike could talk…
amcn.com.au 97
 1

2 3 1 & 2. At last year’s final ASBK

Supersport round at The Bend
3. In ’24 Archie is adding to his
Eurpoean committments by
racing in Australia with Stop and
Seal in ASBK Supersport
4. Tyre problems at Phillip Island
resulted in P7 for Round 1

4
1
Photography Rob Mott

98 amcn.com.au
 REVOLVING RACER. WITH ARCHIE MCDONALD
“HE HAD A STRONG VIEW THAT IF I DIDN’T
START RACING 600S, HE WASN’T PREPARED
TO CONTINUE COACHING ME”
LAST YEAR I competed in the FIM Junior GP Stock class after
my coach, Angel Poyatos, suggested I start racing 600s. I was a
300 rider but he disagreed with that path. Angel is a very well
respected coach in Europe and has worked with riders like
Joel Kelso, Collin Veijer, Ivan Guevara and Augusto Fernández.
He had a strong view that if I didn’t start racing 600s, he wasn’t
prepared to continue coaching me.
In my first year I rode for the MRE Talent team based out of
Madrid, Spain. We completed a test and they were very happy,
as was I. The equipment and team were very impressive and I
signed a contract soon after.
After the first round I found out I was suffering pretty
badly from arm pump. For those who don’t know, it feels
like pins and needles and stops your arm from working,
potentially causing a massive roadblock to my career. We
received conflicting medical advice about how to take care of
the situation, but between every race – even every session – I
would be icing my arm and getting physio treatment.
With long 18- or 20-lap races, the arm pump would still
disturb me so we decided to proceed with surgery when the
series took a three-month break in July. After I had the surgery
I was as good as gold and back on the pace at the next round.
I just had to be a little bit careful about how I rode the bike. I
finished the year in fifth in the championship – one point off
fourth – which was encouraging.
Then came the decision about what to do for 2024. I’ve done
so many races in Australia recently between ASBK, state
rounds and the Motul Summer Night Series – it’s been busy!
During the preseason I happened to meet Robbie Bolger from
Stop and Seal. He asked me what I was up to this year and I
said I would be returning to Europe the same as last year,
riding for the MRE Talent Team in the FIM Junior GP Stock
Championship.
He said I should come and ride for him in the Stop and Seal
team and after he pointed out that none of the dates clashed,
I had no good reason not to race ASBK as well. It is a golden
opportunity to race in the ASBK Supersport Championship as
well as in Europe, so things couldn’t have worked out better.
At Phillip Island for Round 1 we were nowhere near where
we wanted to be. I’d say it was almost embarrassing for me
and I was really struggling with the Michelin tyres. During
the sessions on the new Phillip Island surface, some bikes
were coming back in with chunks out of the tyres. It was a big
disadvantage, but not the fault of Michelin, it was all to do with
the new surface being so abrasive.
We saw the problems Pirelli had with World Superbike
which proved it wasn’t isolated to us, not to mention there
is a top-class field in ASBK Supersport this year with many
talented riders. I finished the round in seventh and then
moved on to a state championship event at Queensland
Raceway with the aim of getting some confidence back – after
Phillip Island I still wasn’t completely sure if it was me or the
tyres. I qualified three tenths off the lap record and won all
the races, including a win from pitlane.
During 2024 I’ll prioritise living and training in Spain
because the racing scene is next level over there. When I train
in Spain, my coach picks up kids from school and that is our
PE class. That’s how serious racing is over there. From a young
age they are getting used to the bikes, suspension, the tracks
and tyres. The training we do is very exhausting and the
recovery takes up half my time. I was training twice a day and
then focusing on recovery so I can do it all again the next day.
There are a fair few Australian riders and their families in
Europe, and it makes it easier having some familiar faces in
the paddock. Finishing the Stock championship one point off
fourth despite the problems I had with arm pump was very
encouraging; now I’ll be heading back to train for ASBK in
Sydney and then head to Misano for the opening round.
It’s going to be hectic but I can’t wait for the European
season to start.
amcn.com.au 99
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 IN PIT LANE. WITH MICHAEL SCOTT
“DRUG SMUGGLING HAS ALREADY
BEEN TRIED. LIKEWISE MONEY
LAUNDERING… DON'T EVEN ASK”
SO THE motorbike season begins. A week later than F1 and, as
usual, lagging behind. Like a poor relation – literally so, when
it comes to the money.
It’s worth remembering that our championship may have
only half the number of wheels, but it is one year older than
the attention-grabbing cars. F1 is a mere 75-year-old stripling;
MotoGP its senior, at 76.
With action underway in Qatar on the weekend, this column
will let the racing speak for itself. And also leave aside the
burning questions (Will Marc Marquez smash it on his new
Ducati? Will Acosta be a contender in his first year? Will
Bagnaia turn out to be deeper than he appears? And so on… ) to
be resolved over the forthcoming 20 more rounds.
But how can bikes find a way to rival F1 and finally cast
off the dirty-fingernails image that still dogs the sport? In
spite of all today’s high science, abstruse electronics and
slick marketing. Not to mention the much more sophisticated
dynamic equations of a vehicle with a movable centre of
gravity and the complication of seldom being exactly vertical.
Compared with a four-wheeler, prosaically planted on its
corners like a kitchen table.
Being intrinsically more technically interesting and providing
a far better on-track show has long been true, but simply hasn’t
been enough. The general public just doesn’t really care.
F1’s latest attention-grabbing trick is a prime example:
prominent team boss Christian Horner – already well-known
as a canny attention-grabber – is mired in scandal. Allegations
of impropriety with a (female) member of the Red Bull team,
and the attendant shenanigans of internal investigations and
lurid counter-claims, commanded newspaper headlines and
front pages for weeks on end.
That the opening round in glitz-ghastly Bahrain was just
incredibly dull simply didn’t matter. F1 hogged all the click-
bait anyway.
What can MotoGP do to compete?
Well, a pit lane sex scandal is long overdue. No misplaced
dick-pics nor bullying of junior female staff, please… too tacky.
Rather something spicy and amusing: rivals getting caught
doing swoppsies in the motorhomes perhaps.
Headlines galore can be generated by gender-fluidity,
though one must tread very carefully. It is a, er, sensitive area.
But it is interesting to note, however, that this year’s new
Women’s World Championship mandarins have so far failed to
tackle the issue that many other sports have found it necessary
to address – what to do if a trans woman turns up and starts
winning the series.
Physical punch-ups between deadly rivals would be good
value. Valentino Rossi and Max Biaggi squared up once, but
the PR machine swung into action to defuse it. Similarly a
serious verbal spat between Jorege Lorenzo and Dani Pedrosa
was defused by no less than the (erstwhile) King of Spain. Bad
mistake. Jorge Martin generally looks ready to start something
at the drop of a hat. He shouldn’t be stopped.
Drug smuggling has already been tried (former 500 champ
Marco Lucchinelli was jailed for a spell, likewise Juan Garriga,
and the Paul Bird MotoGP team didn’t last much past a gun-
and-drugs border bust of one of their truckies. But no-one not
directly involved really cared.
Likewise money laundering. Don’t even ask.
Of course a giant-ego personality can make all the
difference. But the likes of Barry Sheene and Valentino Rossi
come along but seldom, and there don’t seem to be any more in
sight at present.
Maybe a lift is coming by hanging on to F1’s skirts. There
are already rumours that F1 owner Liberty Media is sniffing
around to buy a controlling interest in Dorna, although anti-
monopoly regulations might get in the way.
But was it coincidental that Pramac Ducati chose to hold its
team launch at Bahrain on the eve of the opening F1 race, with
support from connections inside the car series?
Here’s a better idea. Let’s keep MotoGP as it is, with a
core of fans who don’t need big Netflix series to keep them
interested… because the racing is so darned good anyway.
It may be just a niche. But it’s our niche.
amcn.com.au 101
 YOUR FORTNIGHTLY FIX
ROUND 01 LUSAIL INTERNATIONAL CIRCUIT, QATAR - 8-10 MARCH // 2024 MOTOGP WORLD CHAMPIONSHIP
MOTOGP

REPORT NEIL MORRISON + PHOTOGRAPHY GOLD&GOOSE premier class race for the very from 10th to fourth before tyre
first time. wear caused him to drop back.

BAGNAIA’S Bagnaia was largely

responsible for taking the
air out of this curtain raiser,
making its final 10 laps
He even had the temerity to
pass his compatriot, fueling
hopes of a stunning maiden
podium. There hasn’t been a

CAKEWALK
Despite what looked like a shaky Saturday, Bagnaia
got his 2024 title defence off to a strong start
THE MORE THINGS change, the
more they stay the same. On
the face of it, the first MotoGP
round of 2024 confirmed what
we learned in preseason:
MotoGP is faster than ever,
and it will take something
special to topple Pecco
Bagnaia (Lenovo Ducati)
from the throne.
Yet dig a little deeper and
there was plenty to suggest
this year will be one to savour
thanks to the highly promising
performances posted by Marc
Marquez (Gresini Ducati) in his
Ducati debut and Pedro Acosta
(Tech3 GasGas), appearing in a
something of an anticlimax
as he coolly held Brad Binder
(Red Bull KTM) and Jorge
Martin (Pramac Ducati) at
arm’s length in a performance
of controlled brilliance.
rookie debut this good since
Marquez’s own effort at this
track 11 years before.
There was a whiff of 2023
about how the weekend
panned out. As polesitter
Yet the showings from both Martin won a tense Sprint race
of the two aforementioned
Spaniards suggested there 2
will be tougher tests to come
for the reigning champion, as
Marquez came home fourth,
just 3.5sec behind in his Ducati
debut. Acosta, meanwhile,
was largely responsible for a
series of breathless moments
in the first 10 laps, as he rose

Jack Miller MotoGP 3rd/3rd

THIS WASN’T how Miller envisioned
his start to 2024. Eleventh on the grid,
an electronics issue plagued him in the
Sprint, as he finished 10th while suffering
from excessive wheelie. He then crashed
out of eighth on the second lap
before picking up to finish 21st.
“The cards we were dealt,” a
downbeat Miller said. “Can only improve
from there.
“Got away to a good start again. I got
stuffed a little bit second last corner by
Diggia. And then those boys were running
a little bit deep at turn one. I tried to hold
the tighter line and the front went away.
“Honestly was just missing something
today. The group level or something I
wasn’t able to run even remotely close
to the pace that we need. A bit of a head
scratcher.”

102 amcn.com.au
 MotoGP Round 01 results and standings
7
12 13
5
1. Pecco Bagnaia took the Sunday win from Brad Binder and Jorge Martin 2. Martin led the way 4
8

14 Round 01 18 Laps
in the Sprint and went on to win on Saturday 3. Pedro Acosta passed both the Marquez brothers 9
11
POS RIDER NAT BIKE TIME
before running out of rubber 4. Martin with Marc Marquez in hot pursuit 5. Jack Miller was 10th in 6

10 15
1 A LOPEZ SPA BOS 35m45.595s
the Sprint but crashed out of Sunday’s race 3 2 B BALTUS BEL KAL +0.055s
2 3 S GARCIA SPA BOS +0.742s
4 A OGURA JPN BOS +1.514s
1
16 5 M GONZALEZ SPA KAL +5.100s
6 M RAMIREZ SPA KAL +5.320s
Lusail International Circuit, Qatar 7
8
J ROBERTS
A ARENAS
USA
SPA
KAL
KAL
+9.058s
+9.210s
5.380km 9 C VIETTI ITA KAL +10.710s
10 A CANET SPA KAL +10.879s
11 S CHANTRA THA KAL +15.066s
12 J ALCOBA SPA KAL +18.986s
13 Z VD GOORBERGH NED KAL +19.038s
14 B BENDSNEYDER NED KAL +22.338s
15 D ÖNCÜ TUR KAL +22.568s
16 F ALDEGUER SPA BOS +25.220s
17 S AGIUS AUS KAL +27.060s
18 D BINDER RSA KAL +28.515s
19 D FOGGIA ITA KAL +30.099s
20 T ARBOLINO ITA KAL +30.356s
21 F SALAC CZE KAL +41.203s
22 D MOREIRA BRA KAL +43.118s
23 X CARDELUS AND KAL +43.185s
24 M AJI INA KAL +43.259s
25 J MASIA SPA KAL +43.623s
26 A ESCRIG SPA FOR +1 lap
MotoGP 27 X ARTIGAS SPA FOR +1 lap
Round 01 Sprint 11 Laps
POS RIDER NAT BIKE TIME DNF I GUEVARA (SPA, KAL), A SASAKI (JPN, KAL)
1 J MARTIN SPA DUC 20m41.287s POLE POSITION
2 B BINDER RSA KTM +0.548s A CANET 1m56.788s
3 A ESPARGARO SPA APR +0.729s FASTEST LAP (AND LAP RECORD)
4 F BAGNAIA ITA DUC +1.625s A CANET 1m57.661s
5 M MARQUEZ SPA DUC +1.872s STANDINGS AFTER 17 OF 20 ROUNDS
6 E BASTIANINI ITA DUC +2.322s 1 A LOPEZ 25, 2 B BALTUS 20, 3 S GARCIA 16, 4 A OGURA 13,
7 A MARQUEZ SPA DUC +3.154s 5 M GONZALES 11, 6 MA RAMIREZ 10, 7 J ROBERTS 9, 8 A ARENAS 8, C
8 P ACOSTA SPA GAS +4.431s VIETTI 7, 10 A CANET 6
9 M VINALES SPA APR +6.738s
10 J MILLER AUS KTM +12.670s

DNF F D GIANNANTONIO (ITA, DUC)

POLE POSITION
J MARTIN 1m50.789s
FASTEST LAP
3 M MARQUEZ 1m52.040s

BAGNAIA WAS LARGELY RESPONSIBLE FOR

TAKING THE AIR OUT OF THIS CURTAIN RAISER…
YET THERE WILL BE TOUGHER TESTS TO COME
on Saturday, leading home
a Binder, Aleix Espargaro 4
Round 01 16Laps
(Aprilia Racing), Bagnaia,
MotoGP POS RIDER NAT BIKE TIME
Marquez and Enea Bastianini Round 01 21 Laps 1 D ALONSO COL CFO 32m19.778s
(Lenovo Ducati) freight train, POS RIDER NAT BIKE TIME 2 D HOLGADO SPA GAS +0.041s

with 2.3sec seconds covering 1 F BAGNAIA ITA DUC 39m34.869s 3 T FURUSATO JPN HON +0.143s
2 B BINDER RSA KTM +1.329s 4 R ROSSI ITA KTM +0.186s
the lot. 3 J MARTIN SPA DUC +1.933s 5 C VIEJER NED HUS +0.338s
But, as we so often saw last 4 M MARQUEZ SPA DUC +3.429s 6 S NEPA ITA KTM +0.416s
7 T SUZUKI JPN HUS +1.144s
year, Bagnaia was saving 5
6
E BASTIANINI
A MARQUEZ
ITA
SPA
DUC
DUC
+5.153s
+6.791s 8 J KELSO AUS KTM +9.465s
his best for Sunday. Despite 7 F DI GIANNANTONIO ITA DUC +9.161s 9 I ORTOLÁ SPA KTM +10.019s

qualifying a subdued fifth, he 8 A ESPARGARO SPA APR +11.242s 10 J ROULSTONE AUS GAS +10.626s
5 9 P ACOSTA SPA GAS +11.595s 11 J ESTEBAN SPA 10.827 +10.827s
left his rivals trailing in the 10 M VIÑALES SPA APR +13.197s 12 A PIQUERAS SPA HON +10.933s
feature race from the opening 11 F QUARTARARO FRA YAM +17.701s 13 S OGDEN GBR HON +12.928s
14 N F CARRARO ITA KTM +12.946s
exchanges. No one had an 12
13
J ZARCO
J MIR
FRA
SPA
HON
HON
+18.075s
+18.437s 15 L LUNETTA ITA HON +13.527s
answer here. 14 M BEZZECCHI ITA DUC +19.194s 16 D MUNOZ SPA KTM +15.953s

“We worked in silence,” 15 M OLIVIERA POR APR +20.717s 17 N DETTWILER SWI KTM +28.926s
16 A RINS SPA YAM +24.093s 18 J WHATLEY GBR HON +29.126s
he grinned soon after, 17 A FERNANDEZ SPA GAS +24.106s 19 T BUASRI THA HON +34.620s
referencing his less than 18 F MORBIDELLI ITA DUC +24.641s
fancied prerace status. 19
20
T NAKAGAMI
L MARINI
JPN
SPA
HON
HON
+25.556s
+42.422s
DNF V PEREZ (SPA, KTM), A FERNANDEZ (SPA, HON),
R YAMANAKA (JPN, KTM), F FARIOLI (ITA, HON), M BERTELLE (ITA, HON),
His pace throughout was 21 J MILLER AUS KTM +42.761s J RUEDA (SPA, KTM).
ferocious, the fastest lap times POLE POSITION
DNF R FERNANDEZ (SPA, APR)
some 0.8sec quicker per lap FASTEST LAP (AND LAP RECORD)
D HOLGADO 2m02.276s

than last year’s race – a frankly

FASTEST LAP (AND LAP RECORD)
P ACOSTA 1m52.657s T SUZUKI 2m03.135s
astonishing leap forward in STANDINGS AFTER 17 OF 20 ROUNDS STANDINGS AFTER 17 OF 20 ROUNDS
1 BAGNAIA 31, 2 BINDER 29, 3 MARTIN 28, 4 M MARQUEZ 18, 5
the three months and 21 days BASTIANINI 15, 6 A ESPARGARO 15, 7 A MARQUEZ 13,
1 D ALONSO 25, 2 D HOLGADO 20, 3 T FURUSATO 16, 4 R ROSSI 13,
5 C VIEJER 11, 6 S NEPA 10, 7 T SUZUKI 9, 8 J KELSO 8, 9 I ORTOLA 7,
since the last visit here. Team 8 DI GIANNANTONIO 9, 9 P ACOSTA 9, 10 M VINALES 7 10 J ROULSTONE 6

amcn.com.au 103
 RACE REPORT. YOUR FORTNIGHTLY FIX
1. That’s what 1.329 seconds looks like as Bagnaia crosses the line well ahead of
Binder 2. Yamaha and Honda failed to fire at Round 1, 2024 3. And they would finish in
this order: Bagnaia, Binder and Martin 4. Binder proved that the KTM is fast

ROUND 01 LUSAIL INTERNATIONAL CIRCUIT, QATAR - 8-10 MARCH // 2024 MOTOGP WORLD CHAMPIONSHIP
MOTOGP

Manager Davide Tardozzi 1

was right when he said he
“deserves the number 1 on the
fairing.”
Martin got the jump from
Binder into Turn 1. Yet Bagnaia
spelled his intentions out
from the off, passing the
South African at Turn 2 before
barreling under Martin two
corners later. Soon, he had
edged out half a second on his
pursuers, as he repeatedly
lapped in the mid-1m52s. The
die was cast. From there, the
Italian’s rhythm was relentless.
He never truly broke clear,
but with his lead never going
under 0.9sec the contest was a
formality
There was a semblance of
a contest in the first 10 laps,
as Marquez, Bastianini, Alex
the run to Turn 1, with third
placed Martin just 0.1sec clear, A FIRST SIGN THE ROOKIE (ACOSTA) WAS LOSING
Marquez (Gresini Ducati),
Fabio Di Giannantonio (VR46
and well within reach.
But this cavalier approach
REAR GRIP CAME WHILE LEANT OVER THROUGH
Ducati), Espargaro and Acosta
gathered behind the podium
was always going to have
consequences for the closing
TURN 13 AS HE RAN OFF TRACK
fight, once Jack Miller (Red Bull laps. A first sign the rookie given Bagnaia more than a
KTM) crashed out at the start of was losing rear grip came second of advantage. Even if 3
lap two. while leant over through Binder gained a few tenths of
It was then that Acosta began Turn 13 as he ran off track, a second here and there, the
his moves forward. Twice allowing Marquez back Italian’s margin was back to a
he showed his late-braking through. That spelled the end steady second by lap 17, a lead
prowess at the final turn, of his podium hopes. he would extend to 1.3sec by
passing Di Giannantonio there Ahead, Martin and Binder the flag.
on lap two, Bastianini on lap had been exchanging places From there, the leading
three. By the fifth lap he had repeatedly, with the South quintet edged apart with
another scalp, making a move African taking full advantage the exception of Martin and
stick on Alex Marquez at Turn of the KTM’s much improved Marquez. But even the eight-
10, the second time of asking. braking stability and corner- time champ had no answer for 4
And by lap 12 he had bustled entry speed. Their repeated his younger countryman in the
past older brother Marc on scrapping on the 10th lap had closing laps as he continued
to adapt to the Ducati’s needs.
2 Behind, Acosta slipped
back to ninth, his rear tyre
destroyed with seven to go.
Bastianini, Alex Marquez, Di
Giannantonio and Espargaro
all made it by. Maverick
Viñales (Aprilia Racing) was a
muted 10th.

STAR OF THE WEEKEND LEAD BALLOON OF THE WEEKEND

Pedro Acosta lit up his MotoGP debut with a pair
of stunning performances. “It’s like when you lose
your virginity: everything seems to be going great
and then you make a mess of it,” he said of his
opening night performance.
Aleix Espargaro: the fastest rider at the end of
the Sprint and favourite for Sunday limped home
in a disappointing eighth. “Embarrassing” is
how he described a race which he hinted was
heavily influenced by a dodgy rear tyre.

104 amcn.com.au
 5. Alonso Lopez on the way to his third Moto2 win 6. The Moto2 podium: Lopez, Baltus and
Garcia 7. David Alonso too a thrilling Moto3 win 8. Alonso, Holgado and Furusato

ALONSO’S OPENER
HOW ABOUT this for a shake up? With while early challenger Arbolino sunk
5

such limited testing, and Friday evening’s
Practice 1 session being rained off,
Pirelli’s first Moto2 outing was always
going to be a challenge of the highest
degree. But few expected this kind of
shake up.
Not only did Alonso Lopez (Speed Up
Boscoscuro) win for only the third time,
ahead of debut podium finishers Barry
Baltus (RW Kalex) and Sergio Garcia
(MSI Boscoscuro), preseason favourites
Fermin Aldeguer (Speed Up Boscoscuro)
and Tony Arbolino (Marc VDS Kalex)
– both guilty of a wrong tyre choice –
limped home in 16th and 20th, 25sec and
30sec off the victor respectively.
Front and rear tyre choice was open.
And those that went for the harder option
suffered. Namely polesitter Aron Canet
(Fantic Kalex), who initially fought back
to lead on lap three after a ropey getaway,
without a trace. Instead it was those on
the softer rear rubber who thrived, with
Lopez and Baltus scrapping with Manuel
Gonzalez for the podium places.
As Gonzalez dropped away, Ai Ogura
(MSI Boscoscuro) and Garcia advanced,
with the latter assuming third on lap 13 to 6
make this a three-way fight. Ultimately a
Baltus slide exiting Turn 5 on the final lap
gave Lopez enough to win his first race
since October, 2022 by 0.05sec.
Senna Agius Moto2 21st
NOT A great start to Agius’ 17th – not bad, when he decision to run race conditions. We thought our tyre
first race as a permanent the harder rear Pirelli was the wrong choice made sense considering the
world championship rider. The IntactGP one. Did his rear tyre choice cost him in temperature but five laps in and it was
Kalex man qualified 21st, but was the the end? “Technically not, but clearly clear it was the wrong decision. I learned
victim of some rough riding in the first yes,” he said. “We lost the practice to ride with the tyre used and could
five laps. Back in 22nd, he fought back to session which would have replicated make progress late on.”

7 8

DAVID’S
DIVE-
BOMB
SO MUCH for change. Pirelli has taken
over Dunlop’s role as tyre supplier, but
Moto3 was as frantic as ever, delivering
an opening-round classic befitting of
previous contests at this venue. David
Alonso (Aspar CFMoto) took a thrilling
last-corner victory after starting the
final lap eighth, with four tenths of a
second covering the top six.
There was little doubt this was going
all the way to the end after prerace
favourites Jose Antonio Rueda (Ajo KTM)
took down Ivan Ortola (MSI KTM) on lap
three. From there Dani Holgado (Tech3
GasGas) capably headed an 11-rider
group. But his advantage never stretched
beyond half a second.
And starting the last lap he led Taiyo
Furusato (Honda Team Asia), Riccardo
Rossi (CIP KTM) and Adrian Fernandez
(Leopard Honda), with Alonso recovering
three places through Turns 1 and 2. By
Turn 4 he was by Fernandez, who soon
high-sided out at Turn 5, taking down
Vicente Perez (Ajo KTM). The Colombian
made two further overtakes at Turns 10
and 12 before he cooly snatched the lead
from Holgado at the race’s final turn.
Just 0.04sec covered the top two, with
Furusato 0.14sec back in third, Rossi,
Collin Veijer (IntactGP Husqvarna) and
Stefano Nepa (MTA KTM) completing the
top six.
Joel Kelso
KELSO WAS left to rue a decision
to race with Pirelli’s softer rear
tyre option in his first race for BOE
KTM. The 20-year old planned to get to
the front of the pack from sixth on the
Jacob Roulstone
A TOP 10 in his GP debut? 18-year
old Roulstone was delighted with
his first weekend on the world
stage, which saw him go directly to Q2,
qualify 17th and finish a brilliant 10th.
And there was even a feel that it could
Moto3 18th
grid, and was among the leading
group, only for rear tyre wear to
limit him to eighth.
“It wasn’t the right choice but we had
to give it a crack! My plan was to get in
Moto3 18th
have gone even better soon after.
“I’m really happy with the race,”
he said. “It wasn’t the best opening
lap for me. Nevertheless, I got my head
down, gained positions.
“I was a little disappointed I
front, make a break and then manage it
from there. But by lap nine I dropped to
the back of the group to try and save it
but it wasn’t possible. I was holding on
for dear life in the last nine laps.”
couldn’t go with the front group but I led
the second and my pace was decent. I
had a tyre drop which didn’t fall into my
hands. I fell back in the group and then
fought back.
“To get P10, I’m over the moon.”

amcn.com.au 105
MOTOGP
PEDRO
STUNS
ON DEBUT Acosta describes Qatar results as
“completely amazing”
IT WAS A debut as eye-catching
as anything served up by a
MotoGP rookie in the past
decade. Pedro Acosta stunned
on his MotoGP debut, earning
a berth in Q2 qualifying in
eighth before finishing the
Sprint race in the same place,
and the feature race in ninth.
Throughout the weekend’s
two contests, the 19-year old
looked completely at home
fighting with the category’s
top names.
Comparing his first Sprint
experience with a race in
Moto2, he said, “Where I lost
the four seconds was the first
four laps,” he said after. “Then
I was with the same pace. The
Sprint is a completely different
mentality,” he said. “You don't
have to think about the fuel,
you don’t have to think about
3
the tyres, you don't think
about anything. Just put the
balls on and go!”
Sunday was even better as
he threw caution to the wind,
getting to within a tenth of a
second of the podium before
rear tyre wear got the better
of him.
“Twenty-two laps. And
we only make one or two
mistakes,” he beamed soon
after. “It’s not so much.
Yesterday in 11 laps, we made
many more mistakes. We need
to be happy. The start was not
the best, but then everything
was super nice, I mean, the
feeling with the front tyre
was super nice, from my first
Moto3 season, I was not able
1
2
to attack like this. You see how
much speed I was able to carry
and then stop the bike in the
last moment, it was completely
amazing.”
His GasGas Tech3 team
manager Nicolas Goyon
agreed, calling the opening
round an emotional weekend
for the whole team.
“It was a success with
Pedro’s Q2, the first points
in the Sprint and then that
display today in his first
MotoGP race. He reached
fourth: what a race for a
rookie. A big achievement.”
Acosta is the second-highest
placed KTM rider in the
standings behind Brad Binder.
He sits ninth overall on nine
points, ahead of teammate
Augusto Fernandez in 17th
and Jack Miller in 21st.
NEIL MORRISON & KEL BUCKLEY

1. Rookie Acosta showed serious pace in
his first MotoGP outing 2. Battling with
the big names of MotoGP 3. Acosta is now
the second-highest placed KTM rider in the
standings 4. Marc Marquez was just one
step off the podium on Sunday
MARQUEZ
OMINOUS
MARC MARQUEZ was the other
rider making a highly anticipated
debut, this time with Gresini
Ducati, and while there was no
podium to show for it, Marquez
made a highly encouraging start.
He came away from Qatar with a
fifth in the Sprint and fourth in the
feature race. Most encouraging
of all were the gaps to the race
winner – just 1.8sec and 3.4sec
respectively.
“My bike is working well but
they are riding better than me,” he
said on Sunday. “I need to improve
my riding style in some points,
because I’m still not riding well.”
Asked if his job was made easier
by riding Ducati’s GP23, Marquez
answered, “You overtake on the
straight and then it's easier! But
especially, you arrive at the brake
point a bit closer.
“Round 2 will be an important
weekend, because… the fact that
we had a test here two weeks ago
helps me a lot this weekend. Still,
I feel that I'm improving my riding
style step by step.”
Marquez sits fourth in the
standings with 18 points, 13 down
on leader Pecco Bagnaia’s 31. NM
4
5
MOTOGP
MICHELIN BUCKLES
UNDER PRESSURE
AFTER REPEATED pleas from teams
and riders, Michelin has lowered its
minimum front tyre pressure from
1.88 bar to 1.80 bar for the 2024
season.
Potential disqualifications for
running under the pressure have
been done away with. Now riders will
receive a 16sec penalty if they’re
under the minimum pressure for
more than 60 percent of the race (it
was 50percent in 2023).
“Teams and riders asked us to
lower the front tyre pressure,”
said Michelin’s Head of Two-Wheel
Motorsport Piero Taramasso. “We ran
simulations, track by track and looked
at the data from last year. We decided
it was possible to lower the front tyre
pressure from 1.88 bar to 1.80 bar.”
On the change to 60 percent of the
race, he added, “Now we take more
risk so we asked them to make 60
MOTOGP
FASTER THAN
EVER!
EVEN BY RECENT standards MotoGP
times in Qatar were fast. Saturday’s
Sprint was a stunning 11sec quicker
than last year’s event, while Pecco
Bagnaia’s speed on Sunday was
faster than the 2023 race by around
0.8sec per lap.
One reason for the step forward
was because the WEC car series
raced in Qatar just one week earlier
meaning the circuit was well
rubbered in.
Another reason, of course, are
the aerodynamic improvements the
manufacturers have made; KTM’s
Sprint time was 16sec faster than
percent of the race with this. When
you run lower the carcass is moving
and you risk damaging it.”
Riders are made aware of the
situation with their front tyre
pressures as they race.
“We have a countdown of laps,
how many laps you have to be in to be
in the regulation,” explained VR46
Ducati’s Fabio Di Giannantonio.
“So you do laps, and if that lap you
are inside the regulation with the
pressure, it goes down with one lap
– it’s like a countdown, and once you
are okay, you are free to be in front.”
What does it say if the pressure is
too low?
“It says like, ‘slipstream,
slipstream, slipstream!’. It’s the only
way, try to be in the slipstream and
try to brake as hard as possible if it’s
in the front to get the pressure up to
the necessary level again.” NM
last year’s, Aprilia’s 14sec quicker
and Ducati’s 11sec. It’s hard to see
Yamaha and Honda catching up
at this rate. And Repsol Honda’s
Luca Marini had something to add:
“Nobody talks about this, but the
tyres are bett er. You can feel that if
you are pushing at 100 percent.” NM
PADDOCK
PASS
With Matt O’Connell
BAGGED!
WHILE SOME label it a novelty, there
can be no denying the performance
and entertainment value of Bagger
and Super Hooligan racing. With 12
diff erent manufacturers (including an
Energica electric bike) and 36 entries,
could we see Super Hooligan racing
take off in Australia?
On social media others questioned
the judgement of Troy Herfoss for
riding in the series, but it is a sure
way to get the att ention of the right
people. Herfoss has stated his aim is to
secure a 2025 MotoAmerica Superbike
deal with a top team. If he has to stay
in Baggers and Super Hooligans, the
money is the hook.
There’s no denying that KOTB is
snatching budget from other series in
the USA, and American Flat Track is set
to respond by introducing racing for
big adventure bikes at TT tracks later
this year. It will be food for thought
for Aussie Flat Track Nationals series
organiser Dave Maddock…
And another thing
In ASBK news, the strong rumour is
that Honda will return to the Superbike
class with a factory team next year.
Race fans will be very familiar with the
names behind the new team, too, with
one rider already pencilled in. Watch
this space…
amcn.com.au 107
 SPORT. YOU HEARD IT HERE FIRST
MINIGP

3 7

1 4 8

5 9

2 6 10

MINIGP BEGINS
from Ayad but eventually
pulled away for a four-second
win and with it a new lap
record. Horne was again

THIRD SEASON
Russo and Plaisted fire first shots
THE FIM MINIGP Australia
series opened proceedings
at Oakleigh Go Kart Track
over 2-3 March. The two
headline categories remain
unchanged for 2024, with the
190cc event for 12-16 year-olds
going to Levi Russo. Russo
(Russo Performance) took out
both races after snaring pole
position, but it was Jake Paige
(Livson Racing) who led the
way in the opening race. On
lap 7, Paige went down leaving
Russo to ride away for a three-
second victory.
Jake’s older brother Bodie,
who is also supported bv
Livson Racing, battled his
way through to second with
Hudson Thompson (I&K
Excavations) third. In the
second race Jake Paige once
again took an early lead,
igniting a tight battle with
Russo and Bodie. Russo made
his move with just over two
laps remaining, taking the
flag by 0.093sec (and the
lap record) with Jake Paige
second and Bodie Paige third.
For Russo, after saying
second, Ayad third and Chaz
Williams a close fourth.
An added class for this year
is the Pro and Novice events,
he needed to stay focused to with Jai Russo taking the
control the race pace in the round from last year’s 190cc
opener, the second race came champion Cameron Dunker.
down to tactics. “I followed In the Veterans class Paul
Jake and worked out where I Watkins took the spoils, while
could attack, then made the the Motard/Grom category
pass on the second last lap.” was taken out by Justin
In the 160cc event for Donoghue.
10-14 year-olds, a fully fit MATT O’CONNELL
Judd Plaisted (SA Electrical
Solutions) pulled off a flag to FIM MINIGP 190CC ROUND 1
flag victory finishing almost 1 L Russo Ova 50
2 B Paige Ova 36
seven seconds ahead of Cooper
3 J Paige Ova 29
Horne (Millweld Customs)
FIM MINIGP 160CC ROUND 1
with Isaac Ayad (Abseilers 1 J Plaisted Ova 50
Crew) third. With rain misting 2 C Horne Ova 40
in for the second race, Plaisted 3 I Ayad Ova 32
withstood an early challenge

108 amcn.com.au
1. Jai Russo out front in GP2 2. Lined up and ready for the lights to go out 3. Cameron Dunker lost out to Jai Russo 4. Judd Plaisted pulled off a flag-to-flag victory 5. Levi Russo won the 190cc event
for 12-16 year-olds 6. GP2 podium of Jai Russo, Bodie Paige (standing in for Cameron Dunker) and Adam Banner 7. Justin Donoghue took out the Motard/Grom category 8. 160 podium of Judd Plaisted,
Cooper Horne and Issac Ayad 9. Vets rider Nick Angelopoulos 10. 160-190 podium of Levi Russo, Judd Plaisted and Bruce Collins 11. Anthony West is the NZSBK Champion! 12. Westy in flight
13. Tom Drane notching up more wins in the US
AMA
HERFOSS
SHINES
TROY HERFOSS has made a dream
start to his MotoAmerica King of
the Baggers and Super Hooligan
mission at Daytona Beach, taking
a brace of second placings in the
Baggers and winning the first
Superh Holigan race and fifth in
the second.
The reigning ASBK champ was
fast from the opening practice
on his S&S Cycle Indian, but was
aware of the perils of the famous
banked track. “I’ve never been
so scared in my entire life. I
couldn’t even hold it flat out on
the banking,” Herfoss said after
his initial laps. He soon found
confidence in the leading group
of the opening Super Hooligan
race, eventually breaking the pack
to win thanks to a strong infield
sector time.
After qualifying in 23rd position
for the blue riband Daytona 200,
Tom Toparis endured a weekend
of mechanical problems on board
his Astro Mar Suzuki GSX-R750,
first losing his quickshifter and
then encountering more electrical
problems that would prevent
him from starting the race. The
prestigious event was eventually
won by Josh Herrin (Warhorse
HSBK Ducati team), his third
Daytona victory. MO
NZSBK
11
WEST SEALS KIWI SBK TITLE
ANTHONY WEST and the Addicted to
Track team have completed a hard-fought
New Zealand Superbike campaign,
clinching the 2023-24 title by nine points
from defending champion Mitch Rees
after the final round held at Hampton
Downs over 2-3 March.
“Mitch didn’t let me have it easy and
either one of us could have won it,” an
elated West said afterwards. “It was 16
races over five weekends and it went
right down to the last race.” The winning
margin was a mere nine points, with the
deciding factor being the choice of tyres
by West for the final race. Rees had won
the opening race on the Saturday and also
the first race on Sunday, however heavy
rain threatened to cancel the decider.
Fortunately, the track dried sufficiently
in time with Rees heading out on full wet
tyres while West chose an intermediate
compound. The decision proved critical
with West pulling away for an incredible
22.8sec victory.
AFT
DRANE TAKES
SINGLES
VICTORY
AUSSIE TOM DRANE (Estenson Yamaha
YZ450F) prevailed on the second night
of the American Flat Track Singles after
a disappointing 10th the previous night.
Drane, taken out by another rider on the
final lap, managed to make amends the
following evening to break through for his
first short-track victory. Reigning champ
Kody Kopp leads the championship on a
privateer KTM 450 SX-F.
Max Whale made his Super Twins debut,
racing a Harley-Davidson XG750R for
the Latus Motors Racing. After hitting
The 42 year-old Aussie was full of
praise for runner-up Rees, saying, “With
both of us going under the lap record at
the last four circuits we raced on, we
were definitely both pushing hard with
very close racing. Tony (Rees) would also
pull off these amazing starts, it was hard
work to get past him.”
The Addicted to Track team, based
in Brisbane and managed by Mark
McGregor, decided to compete in the New
Zealand championship as a very serious
pre-season ASBK primer. MO
12
mechanical trouble in the opening
race, Whale bounced back to finish
10th the following night. Dallas Daniels
(Estenson Yamaha MT-07) shared the
spoils with Brandon Robinson (Indian
FTR750), both going 1-3 for the double
header to lead the standings. MO
13
SIDECAR
CHAMPS
Sidecars in the spotlight
through to the Australian
Championship at Tamworth
over 5-6 April
Western Australia staged its state
sidecar championship meeting at
Pinjar Park on 29 January with two
former national champion riders, both
from South Australia, on the rostrum.
Justin Plaisted/Damien Egan won the
final ahead of heats top scorer Josh
Wells/Corey Blackman with Mark
Mitchell/Tony Carter third.
The Victorian Championship at
Mildura on 10 February had the Warren
Monson Memorial perpetual trophy for
the winner for the first time with Darrin
Treloar/Blake Cox taking the victory,
Darrin’s fifth Victorian title win but
definitely his most significant. If five
Victorian titles was not special enough,
what about 24 New South Wales
Championship wins after Treloar/Cox
wrapped up one of their toughest wins
at Tamworth on 17 February.
The South Australian Championship
was staged at Gillman on 24 February
and was decided on heat points of the
four finalists after a four-bike crash
in the semi-final caused the final
to be cancelled. Mark Plaisted was
victorious for a sixth time when he
and passenger Ben Pitt scored 14 to
outpoint Justin Plaisted/Damian Egan
on 13 and Trent Headland/April Cottrell
on 12.
PETER BAKER

LONG TRACK
1 2
BIKES AT
BATHURST!
The annual Bathurst Long Track Masters meeting again lived up to high expectations
STAGED BY THE Panorama
Motorcycle Club at the
Bathurst Showground on
2 March, the 2024 meeting
produced another programme
full of excitement and drama
with results of the 11 classes
often in doubt until the
checkered flag of finals or
last rounds.
It is difficult to single out
‘the star’ of the meeting, but
one contender was the only
rider to win two classes –
Daniel Wicks who firstly
won the Flat Track 19" final
beating Jarred Brook and
Cyshan Weale to do so.
He then added success in
the Unlimited 2-stroke final,
110 amcn.com.au
REPORT + PHOTOGRAPHY KEN YOUNG
very decisively, as he left
Jacob Richardson and Bailey
Spencer to provide the thrills
with a titanic battle for
second place.
Another contender was
Zane Keleher who was the
most dominant winner giving
no one else a look-in in the
Long Track Slider class as
he romped away with all his
races, leaving Harrison Ryan
and Sam Martin to excite the
THE TWO JUNIOR CLASSES DID
NOT DIMINISH THE LEVEL OF
EXCITEMENT AND DRAMA
GRASSROOTS RACING
crowd with their battle for the
other rostrum berths.
That is not to make little
of the other winners, or the
excitement that was produced
across all classes.
What was not in doubt was
the race of the day; it was an
epic that none will forget, and
one that drew the biggest and
noisiest reaction from the
strong crowd.
For last three laps of the
Dirt Track Sidecar final
Jarred Marko/Shaun Fuller
and Corey Forde/Darren
Fraudenstein exchanged
the lead multiple times
and were often within
touching distance of one
another, before Marko/Fuller
prevailed with third placed
Matthew Davies/Tom Northey
having the best view of the
two-bike war.
The Bathurst 450 Masters
only just came up short of
matching the three-wheelers
as Jarred Brook passed
Cyshan Weale in the final lap
with Reid Battye close by.
To the delight of local
fans 16-year-old Jett Carter
cleaned up the Pro 250 class
overcoming the far more
experienced James Sawdy
and last year’s winner Rory
Hutchinson.
The Over 40s races may
1. Jett Carter took the Pro 250 win 2. Jarred Brook leads the way in the Pro 450 Masters 3. Daniel Wicks was the only rider to win CLUB
two classes at the meet, Unlimited 2-Stroke and Flat Track 19" 4. Tayla Street came out on top in the Women's class 5. Aden Clare Please send you ME!
r
amcn@amcn.c club news to
and Harrison Ryan in the Pro 450 Shootout 6. Long Track Slider winner Zane Keleher 7. Jordan Dall couldn't match Keleher in the
Long Track Slider class 8. Dirt Track Sidecar champs Jarred Marko/Shaun Fuller 9. Sam Drane stepped up a class and still took
the win in Jnr 125-250 130-U16s 10. Kenny Angel rips it up in the Hooligan Twins 11. Marko/Fuller after their win 12. Women's pop Club Sport in om.au and
winner Tayla Street 13. Pro 450 Masters winner Jarred Brook 14. Mitch Hawksley crashed out of TRRC Supersport contention the subject line
15. Jason Spencer was second in TRRC Superbikes

7
TRRC
5 10

6 9
have been slightly slower but
no less intense than other
classes as Josh McCosker took
the honours ahead of Jason
Morris and Adam Ferguson.
Even in the two classes
decided on points over four
rounds the outcome was only
resolved very late in the final
round.
The Hooligan Twins class
reproduced last year’s top
three with Kenny Angel
again edging out Damian
Bombardiere with Kristian
O’Donnell third, while Tayla
Street also left it late to thwart
the challenge of Kelsey
Jensen with Lori Gow third
in another quality Womens
competition.
The two junior classes
did not diminish the level
of excitement and drama as
Sam Drane stepped up from
winning the 9-Under 13s
TASSIE TITLES
KICK OFF
ROUND 1 of the Tasmanian Road Race
Series was run at Baskerville Raceway
8 11 over 1-3 March with high winds
resulting in lower than normal entries.
The Superbike races again proved
one-sided with Brett Simmonds
(Honda) winning from Jason Spencer
(Honda) and Oscar O’Donovan
(Kawasaki), while Supersport
favourite Mitch Hawksley took just
five laps of qualifying to end his round,
tucking the front of his Yamaha YZF-R6
12 coming onto the straight resulting in
crash he was lucky to walk away from.
Chad Wyllie (Yamaha) made the most
of the situation to take three wins from
David Bartel (Honda), but the best
racing came in the smaller classes.
Lites Production rider David Coward
(Yamaha R3) continuing his rapid
improvement, not only celebrating four
wins but also able to hold of Lites GP
bikes to the end. Taren Ocean was able
RESULTS // 2024 BATHURST LONG TRACK to win this class from Rhys Tan, both
13
CLASS WINNERS riding Honda NSF250Rs.
PRO 450 MASTERS Jarred Brook The Golden Era races were a spirited
PRO 250 Jett Carter match race between Jason Wyllie
HOOLIGAN TWINS Kenny Angel
(Yamaha) and Jeremy Huddlestone
UNLIMITED 2-stroke Daniel Wicks
(Yamaha), while the father daughter
OVER 40s UNLIMITED Josh McCosker
battle between Trevor and Eleanor
LONG TRACK SLIDER Zane Keleher
FLAT TRACK 19" Daniel Wicks Renton on their Honda VFR400s (in the
WOMEN'S Tayla Street FB class) was impressive and brothers
DIRT TRACK SIDECAR Jarred Marko/Shaun Fuller Ben and James Abey and Daniel Briggs
JNR 125-250 13-U16yrs Sam Drane all on SV650s looked like they were
JNR 85-150 9-U13yrs Lockie Duggan racing for sheep stations in F3.
The second round of the series heads
SHOOTOUT WINNERS to Symmons Plains on 21 April.
Junior Beau Bailey
KEN YOUNG
Dirt Track Sidecars Corey Forde/Darren Fraudenstein
Slider Zane Keleher
Pro 250 Jett Carter 14
Pro 450 Harrison Ryan
last year to beating Thomas Townsville, Melbourne and
Gotts and Beau Bailey in the Adelaide, with some denied a
13-Under 16s final this time, place on the programme after
while in the younger age being tardy with their entry.
bracket there was another For fans unable to be 15
nail biter where Lockie part of the big crowd,
Duggan beat Cooper Antone massive numbers watched
and Jed Fyffe. livestreaming and were left
This meeting continues wishing they could have been
to be a ‘must do’ for riders, there.
coming from as far away as PETER BAKER

amcn.com.au 111
 SPORT. GRID TALK
LEANNE NELSON
You’re taking on ASBK in
the Superbike class again at
SMSP. Can you tell us how
you got started in racing?
I’ve been around a long time!
I’m 51, two months off 52.
I rode my first motorcycle
when I was 18 years old.
I didn’t come from a
motorcycle background and
I had no family involved but
mum and dad did help me get
my first bike.
I was a good classical
clarinet player, but I wasn’t
really sporty. After I got
my first bike I rode for a
couple of years on the road
– nobody would ride with
me, including some guys I
knew from school – I would
slow them down too much,
apparently. After spending 12
months in the Whitsundays
I started riding again. The
guys at the local bike shop let
me ride with them and some
112 amcn.com.au
INTERVIEW MATT O’CONNELL + PHOTOGRAPHY ROB MOTT
The woman who’s proving age is no barrier
of them were really good and
were racers themselves. This
spurred on my interest to go
racing – but my first trackday
was so frightening it took me
two years to convince me to
come back.
Things were different then,
it was basically an all-in
brawl, you weren’t grouped
according to your ability and
I just felt really intimidated.
When I finally did return
to the track it was more
enjoyable and I did a Stay
Upright course, and then
high-sided myself off my
Suzuki GSX-750F two weeks
before I was meant to have
my first race!
Most of my racing back
then was at Amaroo and
Oran Park, with a little bit
at Eastern Creek. Wakefield
Park had just opened and
I went down there often
because it was cheap.
Did you get into production
racing?
Yeah, I sold the 750 and
moved to an RGV250. Having
never ridden a two-stroke
it was pretty interesting
but I adapted quickly. I
really enjoyed the smaller
bikes, you’ve got to be very
precise. I think what was in
my favour back then is that
I knew nothing. But if I was
doing it all again I would go
and get some coaching to
avoid some of the crashes
and those types of setbacks.
Within four years I was
an A-grade racer on a
125cc GP bike.
Sounds like you’re a fast
learner.
The biggest driver for me
was everyone telling me I
couldn’t do it. People would
tell me I wouldn’t have
the courage for racing.
When people found out I
was getting a motorbike
they assumed it would be
a scooter. The constant
negativity drove me!
When I started doing well
that was another motivator .
When did you start getting
into bigger-capacity bikes?
I gave bikes away for a while
until about two weeks after I
met my husband in 2010. He
wanted to get into trackdays
and racing, and I said I’d
pit for him – but I ended up
racing myself! I’ve raced
on and off since but in 2020
I decided to have another
good crack – this time on
a Kawasaki ZX-10R. I had
ridden larger-capacity bikes
in the 90s, I’d raced a GSX-R
750 in the 6 Hour at Oran
Park and also a supermono.
In 1996 I rode to seventh in
the World Supers supports.
1. Within four years, Leanne became an A-grade racer on a 125cc GP bike 2. Leanne now races a YZF-R1 having previously ran a ZX-10R
3. Ready to head out in the St George Summer Night Series at SMSP 4. Jamie Stauffer has helped with bike setup, fitting the suspension, and
Leanne says she's going faster thanever around SMSP 5. Leanne says her ZX-10R needed to be muscled around more than the YZF-R1
2 from the YEC ECU, but
3 4
Why don’t more women step
up to larger capacity bikes?
Is it a physical thing?
As far as the physicality
is concerned, yes they are
a physical bike to ride. At
the end of the day, men are
stronger. But it also depends
on the type of bike you’re
riding. The ZX-10R, from my
experience, you had it muscle
it around – particularly
compared to the Yamaha
YZF-R1 that I ride now. It
comes down to coaching as
well. I feel like the strength
you need is more in your legs.
If you’re using your arms
to muscle a bike around,
it’s going to be harder for a
woman. It’s all core and legs
and a lot of women don’t
realise that. Another thing
that might put some women
off is the difference in speed
– you’re moving a lot quicker
on the 1000cc bike than the
"THE BIGGEST DRIVER FOR ME WAS
EVERYONE TELLING ME I COULDN’T DO IT.
THE CONSTANT NEGATIVITY DROVE ME"
smaller bikes. That could
be a deterrent and part of
that comes back to women
being emotionally different
– I think there is a higher
level of self-preservation
for a woman, particularly
as we get older. It also
comes down to your level of
understanding on the bike
and the foundation skills you
are able to achieve.
How did you overcome
those barriers?
As you get older you know
you’re not going to bounce as
well when you crash – I have
a bit more patience and try
to understand the skill I’m
5 entry and trail braking. The
learning and put it into place
progressively.
How did you end up
switching to the Yamaha?
I took delivery of the R1
about four weeks before the
first round of the Summer
Night Series. Yamaha was
very good to me, they
supplied the bike. When I
had the ZX-10, we ran the
KRT kit ECU and harness
but we never really had the
knowledge. I didn’t want to
go down that path again so
we have a stock ECU with a
Woolich tune.
Jamie Stauffer refined the
bike further and fitted the
suspension. He’s been really
helpful, all I’ve really had
to do with it is fine tune the
bike to my riding style. First
round I was having massive
front-end chatter issues,
I needed some mapping
changes – the bike was
running into corners – just
some minor things. I can
only put that down to the
help from Jamie, it’s like the
planets have aligned for the
first time. I’m going faster
than I’ve ever gone at SMSP
and I couldn’t be happier
with the R1. I knew I could do
better and I just needed the
bike I could click with to get
to the next level.
Would you benefit from a
YEC ECU?
I would definitely benefit
dollars are a factor there.
I wouldn’t mind making
some adjustments to engine
braking and other things,
but I feel there is more
development I can do on my
own riding to improve lap
times. Things like corner
bike is running well and
doing what I need it to do.
Are you getting any
coaching?
Yes. I’ve been working
with Troy Corser, he’s been
making a massive difference.
I did a few days with him last
year – some of that was on
the dirt – and my riding has
really improved as a result.
I’m actually organising a
ladies-only trackday with
Troy in May to encourage
girls into the sport. I didn’t
learn to ride a dirtbike until
I was in my 40s. I did some
training with Dale [Corser]
back then and ended up
dabbling in a bit of flat track.
The dirt track skills have
saved me so many times on
the tar. You learn how to pick
it up when the bikes slides,
particularly in the front. It
means you don’t panic when
the bike moves underneath
you.
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