Australian signs with Junior Talent Team in competitive category.
Image: Supplied.
Reigning Idemitsu Asia Talent Cup champion Billy van Eerde has landed a deal in FIM CEV Repsol Moto3 Junior World Championship with the Junior Talent Team (JTT) for 2019.
Van Eerde makes the step to the series as the first Australian Asia Talent Cup race winner and champion, where he’ll be racing alongside the rider he narrowly beat to the crown – Haruki Noguchi from Japan. The two join Yuki Kunii, the veteran of the squad and now a Moto3 Junior World Championship race winner aiming even higher in 2019, in Asia Talent Team colours.
The remainder of the team is made up of Max Cook and Mario Aji, who’ll sport British Talent Team and Astra Honda Racing Team colours respectively.
Promoting and running talents from different paths on the Road to MotoGP, the JTT unifies three team names under the same umbrella and unites the efforts of Dorna talent promotion programs, including the sponsors and partners who provide important backing to young riders and teams.
The Australian will take part in a team winter bootcamp before racing starts on the 7 April at the Circuito do Estoril for the FIM CEV Repsol season-opener.
Some bikes take a while to grow on you, to properly understand how to get the best out of them. Where the sweet spot of the engine lies, the better shift points, body positions, those sort of things. With others you just jump on and they feel familiar to what you’ve ridden before so you can benchmark them easily.
KTM 790 Duke
The KTM 790 Duke fell into a third category for me. It wasn’t familiar at all. But within minutes I had fallen for the drivetrain, and within an hour my opinions on electronics were forever changed. This thing is a cracker of a bike. But it’s also a bit of a contradiction.
2019 KTM 790 Duke
While the 790 Duke is a doddle to jump on and ride – it’s not an easy thing to master punting it hard, simply because its capabilities are so high. Even now after spending the best part of a week and a half on it, my head is still trying to trying to come up to speed.
I deliberately didn’t do any fresh research before picking up the bike. Besides, Trev has covered the 790 Duke specs in great detail after attending the world launch in Gran Canaria (Link).
KTM 790 Duke takes a different slant again on the parallel twin
I just wanted to ride the bike and share how it felt to ride. So throwing the leg over didn’t immediately feel natural for me compared to what I’m used to day to day (a Tiger 800xc I’ve done close to a bazillion kays on).
The ergos felt OK, being really low, almost scooter low, really narrow, with the feeling of being almost perched over the front wheel. And the seat felt like it was made of several different individual sections and angles. Am I supposed to sit forward or back? One of those, ‘That’s weird but I’m sure it’ll make more sense on the go’ moments.
2019 KTM 790 Duke
Pulling away from standstill, the clutch take-up was nice and smooth and the engine happily crawled along the sidewalk in Elizabeth street Melbourne among foot traffic, while dragging a bit of clutch meant no sign of chugging, as some twins will. The low speed stability from the overall geometry is really, really impressive. It feels even lighter than it is – and slow walking pace among pedestrians was done with the feet on the pegs and absolute confidence straight away.
KTM 790 Duke Engine
So then I pulled out onto the road and opened it up… only to be left thinking, ‘Are you sure this is a 790cc? There’s way more shove than any 800cc twin has right to have off the bottom’. The bike feels plenty stronger than the quoted 105hp and is punchy but smooth right through the rev range. That engine is a gem. The fueling is mint. Amazing actually. Especially in Street mode which is almost impossibly smooth for a twin.
2019 KTM 790 Duke
The last mid-size twin I rode was an 848 Duc and while I did like that engine quite a lot, it fades into obsolescence compared with the 790. This one feels closer to the older 990cc KTM V-Twins in terms of output which is no bad thing. The big difference however is the fuelling in the 790 which is just so spot on – helped no doubt by some fairly masterful electrowizardry.
Historically I’ve not been a fan of electronic intrusion, but this bike has utterly changed my mind on that front. In no way does it intrude, on the contrary, that smoothness from this new Austrian lump is quite likely only possible because of the digital smarts built into the fuelling, engine management, quick shifter and traction control systems.
2019 KTM 790 Duke – TFT display with day/night mode
It actually wasn’t until the first stop for fuel that I played around with the superb TFT dash to see what modes were available (Street, Sport, Rain and Track), what was turned on and what wasn’t. And it was then that I realised that it hadn’t been me alone perfectly matching revs on downshifts, but that I was getting some assistance, and surprisingly to me at least – it’s all the better for it. Far better.
KTM 790 Duke
It makes you want to explore the bike even more. Speaking of the dash… What a thing of beauty it is. The ex-designer in me loves the clarity and simplicity of the layout as well as the function of the controls. The redline is orange, of course – another nice bit of branding. And it has a day-time (white background) and night-time (black background) display that switches over automagically based on ambient light I’m guessing. Nifty.
While its a bit of a gripe that the ride mode reverts to Street every time you turn it off, at least the riding modes can be changed on the go. Just be aware of what’s behind you, as you have to close the throttle for five-seconds to do it.
2019 KTM 790 Duke
Other little niggles? I’m not quite sure why the indicator light on the dash can’t show you which indicator is on, and the indicator switch itself feels slightly fragile. While I’m on switch gear – the toggle switch for high beam requires a left hand grip adjustment for me to use it each time. Not sure that’s a good thing. But they’re minor niggles really, when taking the brilliance of the rest of the bike into account.
On the road the gearbox shift is light and at first, felt almost overly sensitive in its eagerness to shift gears at the slightest touch. Occasionally, even a few days after picking up the bike, I’d shift up a little earlier than anticipated. After the first stop I was playing around with clutchless shifts in both directions, which it soaks up effortlessly.
2019 KTM 790 Duke – Switchblock
Auto rev matching brings revs up to match the new ratio while the slipper clutch further calms things down if the revs are wildly out in either direction. Have I mentioned this thing is smooth? Remarkable. First gear isn’t overly tall and the engine pulls really strongly even at highway speeds in top gear. I’m not talking big bore strong, and it does taper off above standard highway speeds, but it’s far stronger than I had expected. Stronger than anyone would need 99 per cent of the time.
Brakes are nice and strong with plenty of initial bite, without being so strong that they’d be intimidating for less experienced riders. There’s plenty of stop and confidence to trail brake deep into turns without any issues. They just work.
2019 KTM 790 Duke
The exhaust note was another nice surprise for a stock pipe too. Its rorty and bubbly on over-run, and loud enough under power without being obnoxious. I’m not sure you’d need a slip on to be honest. But it couldn’t hurt, could it…?
Styling-wise it’s typical of the current crop of KTMs and has some neat touches, as well as some things that will no doubt polarise punters. Personally I like it, but I reckon the 1290 Super Duke is a better looker, but that’s subjective. The extreme looking headlight makes more sense when you’re on the bike than off it, as its tucked away so low that basically you don’t see anything other than the dash beyond the bars.
The only other gripe from me was the thin plastic strip wrapping around the rear of the fuel tank that can be flexed with a gentle wobble. Just seems a bit cheap for what is otherwise an obviously really, really well put together bike.
KTM 790 Duke
Suspension is quite firm without being overly harsh. Trev called it a Tardis and I agree, in that it’s a bit of a mystery how something so small can have as much room. I got off after some decent stints in the saddle and didn’t feel the slightest bit stiff. Its epic in traffic too, filtering through like a hot knife through butter and yet is happy to cruise along on the highway.
2019 KTM 790 Duke
That odd feeling seat makes more sense as soon as you point it at a corner, because as great as the driveline is, it’s the handling of the 790 that stands out for me. The little Duke tips in faster than thought speed, feels natural on its side and will change lines as soon as you can look at a new line. Any wonder they’re calling it a scalpel.
That work they’ve obviously done to keep the physical dimensions of the engine so small combined with the overall low weight makes this a nimble bike to tip in, but it never feels overly flighty or unstable, just super agile.
2019 KTM 790 Duke
Just how fast does it steer? After over a thousand kilometres, I was still finding myself having to sit the bike up occasionally mid corner to ease the line out a little. The thing just wants to turn. I actually started to ask myself if it’s possible to make a bike steer too fast.. And I haven’t decided yet. It really is a bit of an engineering marvel on the road – how they’ve managed to design a bike to steer so well, and yet not want to shake its head at all, is amazing.
KTM 790 Duke
Riding my Tiger 800xc back to back only highlighted the diminutive physical dimensions of the bike. The Tiger isn’t a massive bike, but by comparison, the 790 Duke engine feels about half of the width of the 800cc triple. And the wheelbase ‘feels’ about 2/3rds of the Tiger. Obviously it’s not THAT short, but it really does feel short. Not having a visible headlight cluster swinging in the breeze in front of the bars only accentuates the impression.
KTM 790 Duke
The little Duke just urges you to have some fun and ride it hard. And you’re probably going to be punting it along at a quicker pace than you think, as the grunty twin doesn’t need to have its neck wrung to get the best out of it. Several times I looked down at the speedo and was a little surprised at the number staring back at me..
Make no mistake, the 790 Duke is so light and agile that it demands full focus to punt along anywhere near its limits, which I genuinely don’t think I approached all that often on the roads between Melbourne and Apollo Bay over a couple of weeks. Not that it shakes its head or does anything untoward, it’s just steers so bloody well it takes proper commitment to do the bike justice. A half decent rider with a few weeks on this little weapon would no doubt be difficult for anyone to shake on a twisty bit of tarmac…
KTM 790 Duke
For me and I’m guessing a lot of other riders, a naked bike is now a very real contender for our next machine. My years of sports bikes and road racing are behind me, and uber-high speed hijinx on the road is becoming less and less of an option as speed limits on good sections of road are continually reduced, and consequences raised. So full faired sports bikes don’t make as much sense as they once used to. Not when there’s so much performance available in bikes like this. If you haven’t ridden one of these jiggers, it’s time you did. It opened my eyes more than a bit.
KTM 790 Duke
That said.. I personally can’t stop thinking about what that superb engine would be like in the upcoming rally package. The idea excites me a lot and I probably should really ride the 1290 SuperDuke to compare it eh Trev… Trev..?
The Laverda 1000 triple was first seen at the Geneva Show in 1969. At this early stage the motor was basically a 750 twin with an extra cylinder grafted on. It was still a single OHC design with the starter behind the cylinders and the belt-driven generator in front.
Laverda’s 3C Prototype
However by 1971 Massimo Laverda and Luciano Zen had massively reworked the design. It now sported a DOHC cylinder head with narrow angled valves, together with very substantial crankcases.
Laverda’s 3C Prototype
The original 120º crank was replaced by a 180º unit (the outside pistons moving together, with the centre piston 180º out of phase).
Laverda’s 3C Prototype
The new design was first displayed at the 1971 Milan Show, named the 1000C, and the bike I photographed is in fact this prototype, with engine number 1000 001.
Laverda’s 3C Prototype
By comparison to the production bikes that followed in 1972, it is quite unique with sand-cast cases of a different pattern, 750 instruments and handlebar, ignition key placement and even sand-cast Dell’Orto carbs.
Laverda’s 3C Prototype
The 180º motor was replaced by a rubber-mounted 120º in 1982 and after evolving through a total of 16 different models production of the triple ceased in 1986.
Moto Guzzi’s V7 is one of the brand’s most celebrated and well-known models, with the third generation currently on offer in the form of the V7 III. Recently the 2019 Stone and Stone Dark Pack variations were updated for the new year model and presented at EICMA.
2019 Moto Guzzi V7 III Stone
The V7 III family is made up of seven versions – the Stone, Special and Racer; joined by V7 III Rough, V7 III Milano and V7 III Carbon, which introduce a series of special parts capable of giving each one a very different connotation and a unique character.
2019 Moto Guzzi V7 III Stone
V7 III Limited, made in only 500 numbered units, represents the most recent news in a range which, for 2019, offers aesthetic upgrades on the V7 III Stone, available from next spring also in the “Night Pack” variation, characterised by full LED lights and new specific stylistic details.
2019 V7 III Stone
The 2019 Model Year of the eclectic V7 III Stone forsakes any chromium detail to embrace matt black paint, paired with a saddle that has a passenger grab strap. The headlight frame is also not chrome, but black.
2019 Moto Guzzi V7 III Stone
The front mudguard is painted to match the fuel tank and the logo on the side panels has been completely renewed, as has the eagle that decorates the tank, now done in a burnished finish.
2019 Moto Guzzi V7 III Stone
The total “dark matt” look characterises the new V7 III and distinguishes it from the other versions, but that is not the only difference. V7 III Stone rolls on alloy wheels and has single circular display instrumentation. The front mudguard is further shortened to enhance the essential nature of this model.
2019 Moto Guzzi V7 III Stone
In addition to Nero Ruvido, V7 III Stone is available in two new and attractive satin finish colour schemes , Grigio Granitico and Rosso Rovente.
2019 V7 III Stone ‘Night Pack’
In 2019 the V7 III Stone will also be available in the Night Pack variation, characterised by significant styling and functional changes, the first of which is the implementation of new LED lights which ensure high lighting power for the headlight, turn indicators and taillight.
2019 Moto Guzzi V7 III Stone Night Pack
This version, aesthetically defined by the low positioning of the headlight and the instrument cluster, boasts a new rear mudguard, short and sleek, on which the brake light bracket is integrated, as well as the licence plate holder, which is also revamped.
2019 Moto Guzzi V7 III Stone Night Pack
The dedicated saddle is heat welded and enhanced by the embroidered Moto Guzzi logo. V7 III Stone Night Pack will be available in the classic Nero Ruvido livery and in the Bronzo Levigato and Blu Pungente variations. Unfortunately though, on present indications the 2019 Moto Guzzi V7 III Stone Night Pack will not be in Australia until the second half of 2019.
2019 Moto Guzzi V7 III Stone Night Pack
2019 Moto Guzzi V7 III Stone Specifications
ENGINE
Type
Air-cooled, four-stroke longitudinally mounted V-Twin, OHV, 2-valve with ally pushrods and rockers
Displacement
744cc
Bore & Stroke
80 x 74mm
Compression Ratio
N/A
Max. Power Output
38 kW (52 hp) at 6200rpm
Max. Torque
60 Nm at 4900 rpm
Oil Capacity
N/A
FUEL SYSTEM
Carburation
Weber-Marelli EFI
Fuel Tank Capacity
21 L(inc reserve)
Fuel Consumption
5.5 l/100 km
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V 330W 14 Amph
ACG Output
N/A
DRIVETRAIN
Clutch Type
Single disc, dry with cush drive
Transmission Type
6 speed
Final Drive
Shaft
FRAME
Type
Double cradle tubular frame in ALS steel with detachable elements.
CHASSIS
Dimensions (L x H)
2185mm x 1100mm
Wheelbase
1445 mm
Caster Angle
26.4°
Trail
106 mm
Seat Height
770 mm
Ground Clearance
130 mm
Kerb Weight
209 kg
SUSPENSION
Type Front
40mm hydraulic telescopic fork, 130mm travel
Type Rear
Die cast light alloy swingarm with two shock absorbers, adjustable spring preload
Yamaha announced two separate recalls for the YZF-R3, one for a problem with the gear shifter and the other for a potential coolant leak. The gear shifter recall affects 11,240 units of the R3 from model years 2015 and 2016 while the coolant leak recall affects 16,760 units from 2015 to 2018.
According to the recall documentation released by the National Highway Traffic Safety Administration, the upper radiator hose on the affected R3 models may crack, resulting in a coolant leak. Yamaha attributes the problem to a lack of proper vulcanization of the hose material. Radiator hoses exhibiting this problem may have a visible bulge and exhibit signs of coolant loss. Affected engines may also run hotter than usual.
Yamaha Motor Corp. U.S.A. first became aware of this problem in late November after the issue was flagged by its Yamaha’s production center in Indonesia. An ensuing quality control review identified the cause of the problem and Yamaha began recall procedures.
Authorized dealers will install a new upper radiator hose on recalled motorcycles.
The second recall is for potentially faulty shift shaft torsion springs. According to the recall documentation, the torsion springs may not have been sufficiently strengthened by shot-peening during manufacturing. As a result, the torsion springs may break, making it difficult to shift gears. Motorcycles with this problem may be prone to missing shifts, have noisy shift levers or have a loose lever feel.
This issue was also discovered by Yamaha Indonesia Motor Manufacturing in late November.
Yamaha dealers will replace the shift torsion springs on recalled R3 models with a new spring.
Kawasaki has issued a recall for the Z900RS and the Z900 because of poor routing of the rear brake hose and rear wheel speed sensor wire. The recall is only for 2018 models, including both ABS and non-ABS versions of the Z900, but not the Z900 Cafe. The recall affects 1,173 motorcycles in the U.S.
According to recall documentation released by the National Highway Traffic Safety Administration, the brake hose and wheel speed sensor wire on the rear wheel may have been positioned too close to the tire, in some cases close enough to come into contact. Should this occur, either the hose and the wire may become damaged. A damaged hose may result in brake fluid leakage while a damaged wire may affect ABS performance or speedometer readings.
The problem was first reported in September by a Kawasaki distributor in Europe, with a rear brake hose damaged by contact with the rear tire. Kawasaki opened an investigation into the way the hose and wire were assembled, and determined some models were not put together properly. Kawasaki began recall procedures on Nov. 30.
Kawasaki dealers will examine the rear brakes on recalled motorcycles and ensure that the brake line and wheel sensor wires are properly positioned. Any damaged hoses or wires will be replaced. Kawasaki assembly line operators were also retrained on how to properly route the rear brake assembly and an additional inspection process was incorporated to check on the routing.
A crash that left a rider with serious injuries after his BMW’s spoked front wheel collapsed has prompted a wider probe into the issue amid calls for an official safety recall.
Gavin Chapman went over the handlebars when the front wheel of his 2016 R 1200 GS Triple Black collapsed.
“Although I don’t remember much, I was riding with others and as I braked for a corner the spokes on the front wheel collapsed, causing the disk brake to hit the ground,” he says .
“This catapulted the bike and myself into the bush.
Forks have gone through the spokes
“The bike was a write-off and I was seriously injured and air-lifted to Roma Hospital.”
Gavin was taking part in a charity ride about 100km west of his home in Gladstone, Central Queensland, in September, with about 50 other riders.
“It was a combination of road, dirt road and tracks, nothing too difficult,” he says.
“During the course of the day we rode across numerous cattle grids, potholes and washouts, but no rocks.”
BMW Motorrad Australia confirms there is an “international service campaign” where spoked wheels are inspected when bikes are scheduled for service at an authorised BMW dealership.
The issue affects 286 models of R 1200 GS, R 1200 GS Adventure, R nineT Scrambler and R nineT Urban G/S built between February 2018 to June 2018.
BMW R nineT Scrambler
Probe widens
Mark contacted the Department of Infrastructure to call for an official safety recall.
We contacted the department about the second incident and a spokesperson confirmed they had conducted a probe into Mark’s report about loose spokes on his bike.
“The department has considered all information contained in that report,” the spokesperson says.
“The additional information you have provided relates to another recent event and will be considered to assess whether any further action is appropriate.”
RACQ Head of Technical and Safety Policy Steve Spalding says the issue is a safety concern and needs a further probe.
Steve Spalding
“This is the second incident we have become aware of in about a month and raises concerns about whether there is a more widespread problem putting other riders in danger,” he says.
“We would expect the bike manufacturer to investigate the causes of failure, whether there is a link affecting this model and, if there is, initiate prompt attention to rectify other bikes before more crashes occur.
“Manufacturers have a responsibility to make sure safety-related defects are fully investigated and to take prompt action when they identify a correction is necessary.”
BMW Motorrad Australia says the international service campaign has been “initiated in conjunction with the BMW Motorrad head office in line with Australian regulations”.
“In addition, we wish to advise that all motorcycles with spoked wheels are automatically checked and tested at every scheduled service.
“This has been standard practice since well before the R 1200 GS model was introduced,” she says.
The BMW service campaign was no use to Gavin as he says his closest authorised BMW dealer is about 450km away on the Sunshine Coast.
Broken Beemer off to the workshop about 500km away
Gavin had his spokes checked by a local mechanic two days before the charity ride.
BMW Motorrad Australia says the owner’s manual advises riders to have their bike checked after riding off-road.
Gavin says there was no damage to the wheel rims from the crash, only the spokes.
Mark says his bike’s spokes were tightened at the dealership at 3000km. He rode a further 2500km on bitumen and 22km on a dirt road before his incident.
Our Yamaha Star Eluder project bike, created by Jeff Palhegyi, features bolt-on accessories and custom graphics. (Photo by Joe Agustin)
We teamed up with Jeff Palhegyi, owner of Palhegyi Design, on a Yamaha Star Eluder project bike. Known for his customized cruisers, vintage race bikes, flat trackers and more, Palhegyi has been involved with Yamaha’s product planning division for nearly three decades. The goal of this project was to enhance the Eluder’s functionality and style in a way that any owner could do in his or her own garage.
Muchas gracias a todos/as los que han hecho posible algo tan honorable como formar parte de un circuito tan emblemático. 😊🏁 Thank you very much to all of those who have made possible something so honorable as being part of such an iconic track. 🏁
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