Sunny skies were the order of Friday morning for the lightweight class as they got down to work at Mugello, with track conditions always a bit dirty in the opening stages of the session. The times slowly crept down as the riders reacquainted themselves with this stunning circuit and it was an Italian who emerged fastest in FP1, with Rodrigo and McPhee the only riders within 0.4 of Antonelli.
Source: MotoGP.com – Read Full Article Here
News 31 May 2019
Valentino Rossi replica helmet available for pre-order.
Link International is offering the Valentino Rossi replica AGV Pista GP R Soleluna helmet to the Australian market, which is now available for pre-order.
Valentino Rossi and Aldo Drudi have created a fresh new look for the 2018 AGV Pista GP R Soleluna, inspired by the design of 1970s models. The new graphics feature linear shapes and large colour blocks. The design of the new helmet is deliberately clean and simple, emphasising the sun and moon graphics.
Image: Supplied.
The paint scheme has been updated with a matte finish, also featured on the new spoiler. Carbon remains visible on the chin guard and was used to create the entire shell, making the Pista GP R the safest and most innovative helmet ever produced.
The Pista GP R is the ultimate racing helmet, with an included hydration system, MotoGP developed metal air vents and wind tunnel tested ‘biplano’ spoiler that has multiple wings to maximise aerodynamic performance and add stability at high speed.
The 100-percent carbon fibre shell’s shape is designed to minimise interference with the racing suit, while the interior has an adaptable fit and no stitching in sensitive areas.
Image: Supplied.
AGV Pista GP R Soleluna helmet key features:
– Shell in 100 percent carbon fibre engineered in four sizes with five-density EPS structure.
– Shell shape is designed to maximise aerodynamic performance.
– IVS (Integrated Ventilation System) ventilation with five large front vents and two rear extractors.
– New MotoGP developed air vents.
– New wind tunnel tested ‘biplano’ spoiler.
– MotoGP developed interiors engineered for maximum performance on the track.
– The inside of the helmet is designed to offer the highest riding comfort without any stitches in sensitive areas.
– MotoGP developed hydration system included in helmet.
– New class Optic 1 visor with 100 percent Max Vision Pinlock.
– Patented Visor Lock System (VSL).
Priced at RRP $1999, more information can be found by visiting www.agvhelmets.com.au.
Source: CycleOnline.com.au
Australian MX2 champion’s Pro Motocross campaign continues.
Image: Supplied.
Queenslander Wilson Todd has indicated his guest ride with TLD Red Bull KTM has been extended for this weekend’s third round of the Lucas Oil AMA Pro Motocross Championship at Thunder Valley.
The Australian MX2 champion initially scored the ride after making an impressive debut at Hangtown aboard a borrowed bike from Troy Lee’s son, Max Lee, ultimately being called up by the factory-backed squad to fill in for injured team regular Mitchell Falk at Fox Raceway.
His campaign last weekend was marred by a frightening first turn crash in moto one, forcing him to return to the mechanics area while battered and bruised to repair his 250 SX-F, rejoining the circuit to earn a P29 result. He rebounded with a spirited showing in race two, securing 14th for 19th overall.
When contacted today, Todd confirmed he’ll be on the gate with the TLD Red Bull KTM team this weekend, with the possibility of racing High Point’s fourth round the following weekend should he perform well on Saturday.
Todd, who currently leads the MX2 category in the Pirelli MX Nationals, intended to race just the first two rounds of the series as a privateer before returning home.
Source: MotoOnline.com.au
Using a premium fuel with a higher octane than specified by the motorcycle manufacturer will not improve engine power or economy, RACQ technical officer Steve Spalding advises.
He says the energy content of fuel is the same no matter what octane rating it has.
“We see a lot of claims made about using premium fuels over standard and often motorists/riders believe they get a benefit from their use,” he says.
“The reality is by using a fuel with a higher octane than specified, there is only an economic or performance benefit if the engine management system can utilise the higher octane. Some will and others won’t.”
The anecdotal evidence of riders saying they get more power and higher range from a higher octane than their bike needs may simply be justifying to themselves the extra expense of PULP, Steve suggests.
However, there are other advantages to using a PULP fuel over ULP.
“Some premium fuels such as Caltex and BP advertise they have additional cleaning additive packages that can offset the need to periodically buy fuel cleaners,” Steve says.
However, riders would have to work out if it is cheaper to pay the extra price for PULP over ULP rather than buying the occasional cleaner additive.
It may have been an economically wise decision about a decade ago, but the price differential between ULP and PUP has crept up and is now about 12-14c a litre.
“Fuel makers have worked out that people will buy it, not often on an evidence-based reason,” Steve says.
Steve says fuel companies and retailers make the most profit from the sale price of PULP.
Steve also points out that while ULP also has cleaning additives, it just doesn’t have the additional cleaners in some of the higher octane fuels.
However, it is certainly more convenient to have the cleaner additives in the fuel than having to periodically buy and add the fluid separately.
Steve also says PULP has lower levels of sulphur.
“While these are beneficial in reducing the build-up of engine internal deposits, they won’t make the bike travel further for each litre of fuel purchased,” he says.
“The best advice is to use the fuel specified for the bike.”
Most modern motorcycles recommend a minimum of 95 or 98 RON.
If you fill up with a lower octane rating you run the risk of harmful engine detonation and pinging, Steve warns.
Also the higher sulphur content in RULP can damage catalytic converters and prevent them from working properly.
Some motorcycles have knock sensors that sense detonation or pinging and alter the ignition timing to effetely down-tune the engine.
Knock sensors are a preservation measure in case you are stuck at a remote service station that doesn’t have premium fuel.
Lastly, with E10 being common in services stations, ensure your bike is compatible with it before using, older carburettor models shouldn’t use an ethanol-based fuel.
Click here for more advice on using ethanol fuel in motorcycles.
Source: MotorbikeWriter.com
Image: Supplied.
Multi-time world champion Valentino Rossi admits Mugello’s 1.1km straight will be Yamaha’s weak point this weekend as the MotoGP World Championship heads to the Italian venue.
The Monster Energy Yamaha MotoGP contender is anticipating a heightened atmoshphere as he races in front of a home Italian crown, and he’s hoping to capitalise on the YZR-M1’s strengths in alternative areas of the circuit.
“I’m glad it’s time for Mugello, it‘s a special weekend and a special race for all the Italian riders,” Rossi explained. “It has a fantastic atmosphere, but it’s also a bit tricky to manage with all the fans, but it‘s really great. This is one of the most beautiful race tracks of the year.
“It‘s a track I really like, but it will be hard because everybody is very fast. Mugello does have less acceleration from a low speed, so I think we could be faster than in Le Mans, but it is also true that there is a very long straight.
“Surely this will be our weak point, but if we work well, we can defend ourselves. We need to try our best to be competitive and give the maximum.”
Rossi hold down fourth in the championship rankings, three points shy of third’s Alex Rins (Team Suzuki Ecstar).
Source: CycleOnline.com.au
Pramac Racing ace to don special Lamborghini livery this weekend.
Image: Supplied.
Australian Jack Miller is hoping to turn his fortunes around at Mugello this weekend for round six of the MotoGP World Championship, declaring it’s a venue he’s always been fast at.
Miller’s 2018 campaign at the circuit was cut short just two laps into the encounter, where a mistake saw him crash out of the race, ending a streak of top 10 results.
The Pramac Racing ace will don a special livery on his Ducati Desmosedici GP19, as Lamborghini joins the outfit as a title sponsor for the weekend’s round.
“In Le Mans, it was nice to be there from the start more or less,” Miller explained at pre-race press conference. “It’s is a track that normally suits my style I get along with it really well. But coming after Jerez it was necessary, because I really struggled there so it was decent to get some points on the board.
“And like the boys said, it’s nice to come here. It’s a really important weekend for Ducati, we were fast here last year but a small mistake on the second lap put me out of it. It’s a track I’ve not had the best luck at in the past but it’s a track I’ve always been fast at so I’m looking forward to this year.
“We’ve got a really decent package under us this year in terms of the bike and the set-up we’ve got, our plans throughout the weekend have been working really will and like I said I learned so much last weekend in the race. It was nice to be battling with Marc even if it was just for a lap and a half. It was nice to be there and we’ll try to make it longer next time.”
Following the first five rounds, Miller currently sits sixth in the championship standings.
Source: CycleOnline.com.au
X Games gold medalist strengthens AUS Supercross round three entertainment.
Image: Supplied.
X Games gold medalist Cameron Sinclair has been added to the Recover8 Speed and Style Championship that will take place alongside round three of the 2019 Australian Supercross Championship line-up at WIN Stadium in Wollongong on 9 November.
Sinclair, who began racing supercross at an early age, transitioned to freestyle motocross and his forged an illustrious career in the discipline, where he’s collected multiple medals, including gold in the Best Trick competition.
“I’m really looking forward to the Speed and Style at round three of the Australian Supercross Championship at WIN Stadium,” Sinclair stated.
“I’ve always loved riding supercross, so getting to mix this with FMX is the best. It will be great to compete in front of a big crowd and I am sure they will be on the edge of their seats as the riders to go head-to-head for the win.”
The Speed and Style event will crown the official Australian Champion, where riders will perform multiple tricks to gain extra points in the head-to-head elimination format races to determine the champion.
“It’s great to see Sincs is coming to the Gong event,” said promoter Troy Bayliss. “Speed and Style is exciting to watch and no doubt his supercross background and undoubted skills in FMX will place him as one of the favourites. Sincs and many other riders spend so much time around the world, I know they love competing in front of Australian fans and no doubt it will bring out the best in them.”
It’s was announced earlier this month that FMX legend Robbie Maddison will perform a trio of stunts at the event. Wollongong’s third round of supercross will also feature the newly-branded Australian Motorcycle Festival, which will take place at Lang Park on 8-10 November.
Source: MotoOnline.com.au
News 31 May 2019
All Japan contender Takahashi receives factory Honda WorldSBK call up.
Image: Supplied.
Moriwaki Althea Honda has revealed Leon Camier will sit out round six of the Motul FIM Superbike World Championship (WorldSBK) at Jerez in Spain on 7-9 June, with his seat to be fulfilled by Yuki Takahashi.
Camier’s recuperation with his injured left shoulder is progressing well, however it’s been determined he still requires a additional time for recovery.
Takahashi, an All Japan Road Race JSB1000 Championship rider, is testing with the team this week at Misano and will join Moriwaki Althea Honda’s Ryuichi Kiyonari for the Spanish round.
“I’m obviously very disappointed to have to sit out the test in Misano and the Spanish round and miss the chance to continue working on our bike’s set-up and development,” Camier explained. “Anyway, we are where we are and we must accept it, considering that the shoulder joint is a complex one and it’s only normal that the ligament damage takes some time to heal.
“Having said that, my recovery is going well and steadily so everything’s on track. The pain is gradually lessening, and my movement is improving, so we’ll wait and see how the situation is prior to the Misano round.”
Camier is currently ranked 15th in the championships standings after a challenging start to the season.
Source: CycleOnline.com.au
World championship rookie cements future in MX2 category.
Image: Supplied.
Red Bull KTM Factory Racing has extended its contract with youthful talent Tom Vialle through to the 2021 season of the MX2 World Championship.
The 18-year-old rookie has impressed during the first seven rounds of the 2019 series, claiming his maiden podium at the MXGP of Great Britain, while securing a trio of top three moto results as he fights for a top five position in the championship rankings.
“I’m very happy to extend my contract for another two years,” said Vialle. “I could not learn in a better way at this level than being surrounded by the best team. I have taken onboard so much already in just a few months.
“It is a pleasure to go racing every weekend with this team – Joel, Dirk, Valentina, Harri, Quentin and all the people that make the team happen. It really is a super place and I’m excited to continue working with them. A big thank you to all at KTM.”
KTM’s vice president of off-road,Robert Jonas, added: “It’s exciting to be able to say Tom will be one of our MX2 riders for another two years. We are watching a young rider seize the chance he has been given and he has exceeded our expectations even before the halfway point of his first season.
“We believe there is a lot of potential ahead and – as well as the results and success – that is something we like to see. I’d like to thank the team, Joel, Dirk and everybody, for the work and the encouragement and all their experience to help Tom along the way. It proves that again we have a very competitive package and programme at the highest level of motocross.”
The MXGP World Championship resumes on 9 June at Orlyonok in Russia.
Source: MotoOnline.com.au
Motorcycle Test by Wayne Vickers
I didn’t mind the F750GS I reviewed recently, but there were a couple of niggles that took the shine off it for me. The throttle feel was not quite right at part throttle, as was the quick shifter. In slow moving traffic it wasn’t the silky smooth bike it should have been. And the off road capability was certainly more ‘soft roader’ than ‘off roader. But aside from that there was real promise of something more…
The something more is (maybe a little unsurprisingly) the full fat, full sugar F850GS. Its a ripper of a bike. Dammit. So much for building suspense. What makes it so much better? Hah! You’d have to read on.
So, compared to the 750, this one has an extra 15 ponies, 5 extra kilos that arrives care of the 80 mm extra suspension travel up the front, and 38 mm extra up the back, which translates to a 45 mm increase in the seat height. Despite what they sometimes say, more is absolutely more in this case.
First thing I noticed when I threw the leg over was the seat height from the extra suspension travel and the switch to larger spoked wheels (full sized 21-inch front), over the 750.
What also caught me out the first few rides was how long the stand was compared to what I expected. It makes the bike sit closer to upright (it’s not leaning on the stand as much), so that when I rocked it off the stand it felt like it wanted to fall the other way – I had to catch it on the other side. I thought it felt a bit top heavy because of this initially, but on the go you don’t notice it at all. So if you’ve sat on one in a bike shop and its felt top heavy. Go for a ride on one because they aren’t. Maybe they’ve done that so it won’t push down into soft gravel all that much when going bush, which would be clever, although you don’t always have even ground when you stop the bike in the bush, so maybe not so much… Perhaps just a bigger foot on the stand would have sufficed. Either way, no biggie.
On the road it felt pretty familiar after having spent a couple of weeks on its little brother. I still love the dash and controls, kudos BMW.
The big difference was, to my surprise, the throttle feel and quickshifter on this bike by comparison. They seem to work just fine. Damn near perfectly in fact. There’s still the slightest hint of surge at part throttle but only at revs below 3,000rpm, however it’s night and day better. And the shifter seems spot on.
If I was a cynic, I’d say that both the injection and shifter were extensively mapped and calibrated to this engine output, not the lower 750 output. But that’d be me being a cynic… Could also be that the 850 was running the standard muffler whereas the 750 had a slip-on that perhaps wasn’t properly mapped for that muffler? Dunno. With those two working perfectly on the 850, I didn’t seem to find anything to fault. And this bike didn’t have any more kays on it (around a thousand when I picked it up), than the 750, so that aint it either.
The extra hump is noticeable. Not pull your arms out noticeable, but the feeling I often had on the 750 of wanting ‘more’ just didn’t seem to come into play on the 850. Gone are the days of the old lump being a bit insipid. This thing is nice, a deceptively grunty little number that builds power smoothly and without fuss. It’ll happily loft the front when you want it to in lower cogs and on gravel it’s just sublime.
Which brings me to the other big difference in that this puppy is running proper dual-sport tyres. Chunky looking Continental Twinduros. I’d not ridden on them previously and was itching to try them out in the dirt. And given that on sealed roads the 850 is just as good as the 750GS I’ve already covered (same lovely chassis that’s even better for having the aforementioned extra hump), let’s focus on the off road stuff in more detail here.
So when a brief window of clearish skies appeared I was out the door and headed for some local bush tracks to get a fix. I’m lucky enough that the tracks mentioned aren’t far from my doorstep. And a few kays up the road is where the 850 GS really started to shine.
The longer travel suspension made mincemeat of serious corrugation at speed and once you’ve selected Enduro Pro mode – which you can do on the move – it does all manner of magic that flatters even relative gumbies like myself. Ride height goes up, traction control algorithms are adjusted to allow for some controlled slip, and rear ABS is disconnected (when the enduro plug inserted).
This thing is proper awesome in the dirt. The traction control setting in this mode is mega, allowing you to get the tail out and steer it with the back with full confidence that you aren’t going to fling it around and end up halfway up a messmate. Its seriously good. Fourth gear slides good. I was quickly giggling inside my lid.
But it’s not just all about the traction control hijinx. It’s a true multi punch combo, as all the controls are so well dialled in. The throttle and traction control are ace, the quickshifter is also and doesn’t need any thought, just bang it up or down and it does its thing nicely – I didn’t miss a shift. So forward momentum is nailed.
Combine that with a really impressive Brembo ABS system that allows you to pitch it into corners pretty hard for a bike this size, you quickly forget about there being any electronic intervention at all and just revel in the grip and control and simply enjoy the ride.
So – my test loop. The first stretch of my ride was a downhill tight access track that I hit pretty regularly, fairly hard with a local group of mountain bike riders so I know it well. But I don’t hit it often with a motor. Plenty of whoops and ruts and wash outs and soft sandy runs in spots that really tested the suspension at both ends. Not once did I have a single thought about the forks or shock needing more or less of anything.
I stopped in amongst some of the smaller washouts halfway down the hill to take some pics of the bike while it was still clean, in a spot where the sun was coming through between the trees. This little spot was before a small creek ford crossing and I figured it wouldn’t stay nice and shiny for long! Even at that stage I was already impressed and feeling confident on the bike.
Despite having the tank bag in place to carry the camera, I could still move around quite freely, meaning that I could shift my weight around and easily place the bike exactly where I wanted it, going from one track edge to the other regularly to slide past some pretty serious near full track width puddles.
By the time I’d come out the other end of that run amongst some dirt bikers loading and unloading, I was already basically sold. A couple more quick shots then I headed out for another run up some tougher climbs. It was mostly first and second gear stuff on this section and it quickly showed me how good the traction control was, to the point where I was pretty much just keeping it pinned in a lot of sections.
One particular section was a long sandy climb of about 100 metres that had plenty of washouts and line changes. I specifically took that track with that climb in mind and the 850 GS just powered up without breaking a sweat. We’re talking sand soft enough to leave tracks a few inches deep on the flat. Impressive.
At times I forgot just how big the bike was to be honest and found myself launching it over the graded washout drains they have on these types of tracks like I would on a proper dirt bike or my mountain bike. Now I wasn’t exactly throwing it down Metal Mulisha style, but getting a good foot of two of air under us easily on the right lips, which when you’re carrying enough momentum is soaked up without fuss – it didn’t bottom out once at either end. It just took it all in its stride.
On some of the flatter of these sections that I found myself really finding a nice rhythm towards the top of second gear that worked well. Peeling the bike left and right with the rear to change lines around holes and ruts and washouts, unweighting the front over the whoops if they were the right size. It really was an awesome little ride. Lots of those moments where you feel fully at one with the bike. Brilliant.
I finished it all by charging back up the track that I’d first come down. It’s a bloody tough climb on the mountain bike but it was a blast on the 850 GS! Two-kilometeres with 180 metres of vertical climb but that climb is mostly done in the first half. It’s a sandy washed out slog in spots and I did have one moment in really, really deep sand where the front dug in and I had a bit of a slapper, nothing that a quick dab of the foot couldn’t correct, but that was my fault not the bikes as I didn’t exactly choose the best line. And the sand was about 15 cm deep… Probably should have had my strava turned on. I would have smashed out a PB…
So which spec are we looking at here? (cos there’s a few..) Well this one is an F 850 GS ‘Tour’ (also known as the Exclusive). It comes as standard with the Comfort Package and Touring packages (Keyless Ride, Navigation prep, heated grips, tyre pressure monitoring, centre stand, Dynamic ESA, Luggage grid with pannier fastenings) and Dynamic and Lights packages (Dynamic traction control, gear shift assist pro, riding modes pro, ABS Pro, LED Headlight, Daytime riding light, white LED indicators) and hand protectors. Basically, all the fruit.
That’s not going to give you much change from 25 big ones ride away. On top of that this one also had the $2650 full luggage set consisting of the two Vario expandable panniers, Vario expandable topcase with backrest, waterproof liners for panniers and topcase, tankbag and USB charging cable. The test bike also wore wide enduro pegs which are an additional $274.
So… How good is it? It’s good. Bloody good actually. Even better than I thought it would be. I reckon it looks ace in this colour too. The silver, gold forks and dark green is a nice combo.
Throw a nice louder slip-on at it and I reckon I’d have one over my own gen 1 Tiger 800XC, and I love that bike so that’s saying something. Maybe I need to ride the new Tiger Trev, to see if its stepped up to match it? And the new 790 Adventure? And maybe the Africa Twin while we’re at it? They’ll have to be good to match the F 850 GS. We’re spoilt for choice aren’t we – As motorbike riders we’ve never had it so good.
| Why I like it: | Why I like it: |
| It takes everything that’s good about the 750 and steps it up a notch | Nice roomy, relaxed, upright riding position, terrific seat |
| Big, grippy enduro footpegs allow you to move about with confidence off road | Big, grippy enduro footpegs allow you to move about with confidence off road |
| The same superb chassis balance and dynamics as the 750, with the extra hump it deserves | The same superb chassis balance and dynamics as the 750, with the extra hump it deserves |
| Techno-wizardy tour de force – Enduro Pro is epic in the dirt | Techno-wizardy tour de force – Enduro Pro is epic in the dirt |
| Being able to flick off the TC and ABS while rolling. | Being able to flick off the TC and ABS while rolling. |
| Ride modes also adjust ride height on the 850. Mint! | Ride modes also adjust ride height on the 850. Mint! |
| Doesn’t have the throttle feel and quick shifter issues I encountered on the little brother | Doesn’t have the throttle feel and quick shifter issues I encountered on the little brother |
| Did I mention Enduro Pro traction control in the dirt? | Did I mention Enduro Pro traction control in the dirt? |
| I’d like it even more if: | I’d like it even more if: |
| The muffler could liberate a little more growl | The muffler could liberate a little more growl |
| The front screen offered a little more wind protection on the highway | The front screen offered a little more wind protection on the highway |
| It was going to stay in my shed | It was going to stay in my shed |
| / | |
| SPECIFICATIONS | |
| 2019 BMW F 850 GS | |
| Engine | Engine |
| Type | Water-cooled 4-stroke in-line two-cylinder engine, four valves per cylinder, two overhead camshafts, dry sump lubrication |
| Bore / stroke | 84 mm x 77 mm |
| Capacity | 853 cc |
| Rated output | 70 kW (95 hp) at 8,250 rpm OE output reduction 35 kW (48 hp) at 6,500 rpm OE RON91 unleaded regular fuel: 66 kW (90 hp) at 8,000 rpm |
| Max. torque | 92 Nm at 6,250 rpm OE output reduction: 63 Nm at 4,500 rpm OE RON91 unleaded regular fuel: 86 Nm at 6,250 rpm |
| OE output reduction: 63 Nm at 4,500 rpm | OE output reduction: 63 Nm at 4,500 rpm |
| Compression ratio | 12.7 : 1 |
| Mixture control | Electronic injection |
| Emission control | Closed-loop 3-way catalytic converter, emission standard EU-4 |
| Performance / Fuel Consumption | Performance / Fuel Consumption |
| Maximum speed | Over 200 km/h |
| Acceleration 0-100 km/h | 3.8 |
| Fuel consumption per 100 km based on WMTC | 4.1 L |
| Fuel type | Unleaded super, minimum octane number 95 (RON) |
| Electrical System | Electrical System |
| Alternator | Permanent magnetic alternator 416 W (nominal power) |
| Battery | 12 V / 10 Ah, maintenance-free |
| Power Transmission | Power Transmission |
| Clutch | Multiple-disc wet clutch (anti hopping), mechanically operated |
| Gearbox | Constant mesh 6-speed gearbox integrated in crankcase |
| Primary Drive | 1.821 |
| I | 2.833 |
| II | 2.067 |
| III | 1.600 |
| IV | 1.308 |
| V | 1.103 |
| VI | 0.968 |
| Secondary transmission | 2.588 |
| Drive | Endless O-ring chain with shock damping in rear wheel hub |
| Chassis / Brakes | Chassis / Brakes |
| Frame | Bridge-type frame, steel shell construction |
| Front wheel location / suspension | Upside-down telescopic fork, Ø 43 mm |
| Rear wheel location / suspension | Cast aluminium dual swing arm, central WAD spring strut, spring pre-load hydraulically adjustable, rebound damping adjustable |
| Suspension travel, front / rear | 230 mm / 215 mm (OE: suspension lowering kit 210 mm / 195 mm) |
| Wheelbase | 1,593 mm |
| Castor | 126 mm |
| Steering head angle | 62° |
| Wheels | Cross spoke wheels |
| Rim, front | 2.15 x 21″ |
| Rim, rear | 4.25 x 17″ |
| Tyre, front | 90/90 21 |
| Tyre, rear | 150/70 R17 |
| Brake, front | Dual disc brake, floating brake discs, Ø 305 mm, double-piston floating caliper |
| Brake, rear | Single disc brake, Ø 265 mm, single-piston floating caliper |
| ABS | BMW Motorrad ABS (disengageable) |
| Dimensions / Weights | Dimensions / Weights |
| Seat height | 860 mm (OE suspension lowering kit: 815 mm, OE low seat: 835 mm, OE comfort seat: 875 mm, OA rallye seat: 890 mm) |
| Inner leg curve | 1,910 mm (OE suspension lowering kit: 1,830 mm, OE low seat: 1,870 mm, OE comfort seat: 1,950 mm, OA rallye seat: 1,980 mm) |
| Usable tank volume | 15 L |
| Reserve | Approx. 3.5 L |
| Length | 2,305 mm |
| Height (excl. mirrors) | 1,356 mm |
| Width (incl. mirrors) | 922 mm |
| Unladen weight, road ready, fully fuelled 1) | 229 kg 1) |
| Permitted total weight | 445 kg |
| Payload (with standard equipment) | 216 kg |
Source: MCNews.com.au
