The MotoGP VIP Village™ is the official and exclusive Corporate Hospitality programme of the MotoGP™ World Championship, offering a one-of-a-kind experience that will never be forgotten. Specially designed packages for each event ensure guests of the MotoGP VIP Village™ can take advantage of an incredible list of featured and complimentary services – whether they’re corporate clients or individuals.
Source: MotoGP.com – Read Full Article Here
The stellar rise of Aussie youngster Billy Van Eerde shows no signs of abating with the 16-year-old selected, amongst a combination of talented youngsters from the Asia Talent Cup and British Talent Cup to race under the Junior Talent Team umbrella in the 2019 FIM CEV Repsol Moto3 Junior World Championship.
Promoting and running talents from different paths on the Road to MotoGP, the Junior Talent Team unifies three team names under the same umbrella, and unites the efforts of Dorna talent promotion programs, including the sponsors and partners who provide important backing to young riders and teams. In 2019 the project continues to count on the valuable support of Honda, Kushitani and Astra Honda.
Billy Van Eerde won the Asia Talent Cup this year and will start his second year in the Red Bull Rookies Cup in 2019, and will now also race the highly competitiv FIM CEV Repsol Moto3 Junior World Championship.
Billy Van Eerde makes the step to the FIM CEV Repsol as the reigning Idemitsu Asia Talent Cup Champion after being crowned in the final round at Sepang International Circuit. The first Australian IATC race winner and Champion, Van Eerde will be racing in the JTT alongside the rider he narrowly beat to the crown: Haruki Noguchi from Japan.
The pair will join Yuki Kunii, the veteran of the squad and now a Moto3 Junior World Championship race winner aiming even higher in 2019, in Asia Talent Team colours.
Max Cook arrives in the JTT fresh from a top season in the British Talent Cup, where he took a number of wins and was a consistent pacesetter and frontrunner. Cook also has experience in the Red Bull MotoGP Rookies Cup and the European Talent Cup ahead of this next step as the British Talent Team rider in the JTT.
Mario Aji from Indonesia is the final rider in the JTT in 2019. An IATC race winner and standout performer at many rounds in 2018, ‘Super Mario’ moves into the Junior Talent Team structure in Astra Honda Racing Team colours.
After race wins, multiple podiums and some impressive showings in 2018, the JTT is now ready to attack a new season with a number of new faces – with experienced Kunii ready to lead the way.
Action begins for the five riders with a winter training camp soon to be confirmed, before racing starts on the 7th of April at the Circuito do Estoril in the FIM CEV Repsol season opener.
Source: MCNews.com.au
“I guess that’s what I’m saying. Marc can ride whatever bike. Like I was saying before when everything’s good for some of these guys, everything’s closer. As soon as the bikes go away a bit, Marc makes the difference and he can ride it whatever. I think that’s the difference with people like Marc that make them stand out, he makes the difference. It was true of other guys too, Pedrosa…when everything’s perfect with Pedrosa you can’t even see him. Cadalora too, but then the next race…Dovi has got better but still has a bit of hesitation on that, but again I think he’s got stronger over the last few years but now we don’t know what the position is…is it Ducati? For me, to put him on the same playing field as Marquez…he’s not there yet.”
Source: MotoGP.com – Read Full Article Here
Why did the dirt bikes cross the lake? To get to the other ride.
Source: MotorCyclistOnline.com
Here is your 2019 WorldSBK pre-season form guide ahead of Phillip Island’s kick-off of the Motul FIM Superbike World Championship next February 22-24.
The grid forecast for February is hot with a grid of seasoned pros going into battle against World Champions from the Grand Prix ranks, as well as a couple of hotshots returning to the production series for the Yamaha Finance backed season opener at Phillip Island.
The new three-race format also launches at the island, with the 10 lap Sunday morning sprint adding to the 2 x 22 lap traditional WorldSBK races.
A three-day ticket at $120* as it includes free Paddock Access and can be purchased at www.worldsbk.com.au or Ticketek.
Click Here for Phillip Island WSBK/ASBK weekend schedule
Led by reigning world champion Jonathan Rea, 10 riders on the 2019 WorldSBK grid have won a total of 181 races between them. Rea has a whopping 71 one of those, followed by Tom Sykes (34), Chaz Davies (29), Marco Melandri (22), Eugene Laverty (13), Leon Haslam (5), Ryuichi Kiyonari (5), Michael van der Mark (2), Alex Lowes (1) and Jordi Torres (1).
Haslam and Kiyonari return to the WorldSBK ranks in 2019 – the latter for the first time since 2009! – while the grand prix stars are Spaniard Alvaro Bautista and German Sandro Cortese. And they bring with them major firepower: Bautista was the 2006 125cc champion and went onto win 16 races in the lightweight and intermediate classes before moving into MotoGP, where he was a three-time podium finisher; while Cortese was the 2012 Moto3 champion and in 2018 clinched the world supersport title in his first attempt.
Four-time world champion Rea will remain at home with his Kawasaki Racing Team WorldSBK. But there’s been a change on the other side of the garage, as Haslam joins the squad. Signing a one-year deal, the British champion returns to WorldSBK for the first time in 2015 – although we have seen him every year since then during wildcard appearances.
It’s a similar story over in the Aruba.it Racing Ducati garage, with Davies remaining in the team for a sixth season as he rides the sensational new Panigale V4 R. But he will also have a new face on the other side of the garage, as Bautista joins the factory team for 2019. Davies has finished runner-up on three occasions in WorldSBK but will have his eyes on the world title. For Bautista, his pace in early testing has been impressive.
There will be no changes at the Pata Yamaha Official WorldSBK Team, as van der Mark and Lowes line up with their YZF-R1s for the third season in a row. Both riders took their first WorldSBK wins in 2018; van der Mark took the double victory around Donington Park, and Lowes followed with the race two win around Brno.
Welcoming the return of BMW as a factory support, the BMW Motarrad WorldSBK Team, run by Shaun Muir Racing, will be lining up on the grid with reigning STK1000 champion Markus Reiterberger and 2013 WorldSBK champion Sykes. Reiterberger, who dominated the STK1000 class on a BMW in 2018, has experience in WorldSBK, while Sykes boasts some of the most experience in the paddock.
Fielding a third Ducati Paniagle V4 R in 2019 will be the Barni Racing Team, which has signed Michael Ruben Rinaldi. The Italian already has one year of experience in the WorldSBK class under his belt. Joining the best independent team of 2018, who secured six podiums last season, his experience and relationship with Ducati will no doubt help to continue this into 2019.
Making the step up from the European Superstock 1000 Championship, Alessandro Delbianco will line up on the grid with the new Althea MIE Racing Team as it makes the switch to Honda in collaboration with the mighty Honda Racing Corporation (HRC) as it returns to the championship for the first time since 2002.
Still without an official team name, Althea will be collaborating with Moriwaki and HRC for 2019. British rider Leon Camier will stick with Althea and Honda after a tough season, while Japanese legend Kiyonari will ride for HRC.
Camier had a strong start to 2018 with but ended in 12th overall after being plagued by injury and bike problems. Kiyonari has 53 race starts to his name, with three wins overall and experience in many national superbike championships.
Yamaha will be offering a second factory supported team in 2019, with Cortese and Melandri lining up for the GRT Yamaha WSBK Team. Cortese is keen to adapt his riding style for the new season ahead. Bringing in Melandri to join him, the veteran heads back to Yamaha for the first time since 2011 and was a WorldSBK race winner in 2018, so the duo will soon find the right direction for the team.
Sticking with the same team for 2019 will be Toprak Razgatlioglu, who heads into his second season with Kawasaki Puccetti Racing. The young Turkish star was able to secure two podiums in 2018, as he continues to get to grips with the ZX-10RR. Securing the STK1000 title in 2017, Razgatlioglu has a natural speed which he is continuing to define with the WorldSBK machine.
Last but not least, Torres has recently announced he will be making his return to the WorldSBK paddock after a brief stint in MotoGP as a replacement rider. The Spanish rider is joining Team Pedercini Racing for 2019, and will make his debut on the Kawasaki machine, debuting on the ZX-10RR.
The full WorldSBK grid begins pre-season testing again in late January, with the final shakedown at Phillip Island on February 18-19 ahead of round one and the three-race formula debut, an 18-lap world supersport race and nine national support races in superbike, supersport and supersport 300 – the start of the 2019 Aussie title.
As an extra bonus at WorldSBK, all three-day ticket holders are gifted free paddock access kids 15 and under^ are free.
A three-day general admission is $120* secured in advance, or $230* when you add camping to your purchase an available at www.worldsbk.com.au or Ticketek.
*All ticket prices quoted purchased in advance and subject to Ticketek service and handling fees. Book now and save on gate prices.
^Children 15 and under are free and must be accompanied by a paying adult.
Click Here for full weekend WSBK/ASBK Schedule
Source: MCNews.com.au
The very first Super Cub C100 was introduced in 1958, Honda’s 10th year of existence. Designed by Soichiro Honda and his long-time business partner Takeo Fujisawa, its stated aim was straightforward: ‘To provide the joy of playing a useful part in people’s lives’.
Nearly 60 years later, in 2017, the 100 millionth Super Cub was built, making it the most popular motor vehicle the world has ever seen. And along the way the Super Cub’s simple attributes of style, reliability, frugality and sheer usability have never gone out of fashion; it has quietly achieved exactly what Soichiro and Takeo wanted – to get people mobile and keep them mobile.
Up until now the latest model – the Super Cub C110 – has been available in Japan, where it’s proved popular with business users including the Japanese Post Office, and South East Asia, where it’s found a place in people’s homes as private transport.
Aware of a whole demographic of urban riders – both younger and more mature – who are looking for retro-inspired machinery with real credibility and head-turning style, Honda unveiled the Super Cub C125, an evolution of the legendary machine and the next chapter in its long history, designed for modern life in a busy city.
Honda Australia has confirmed the machine will be coming Down Under in limited numbers. Only 72 of the machines, the same number of years since Mr Honda first founded the ‘Honda Technical Research Institute’, which was destined to became the world’s largest engine manufacturer and known today as Honda Motor Co. will make it to Australia where they will sell for $6099 Ride Away.
“We know our customers, male or female, take their personal style seriously and we want our new #supercub C125 to enrich their lifestyle. Its timeless design expresses value and universality, and we have added a new level of performance to the engine and handling ability to the chassis. Just like it was for our founder, our biggest joy is to play a positive part in daily life – and also put a big smile on the face of every #supercub owner whenever and wherever they ride it.”
The Super Cub C125 marks a new page in the unique story of a vehicle with such universal appeal that it has been sold in over 160 countries, and with such an instantly-recognisable look that it was the first vehicle in Japan to be granted a 3 dimensional trademark.
While the look does not deviate from the classic template, an increase in power and torque thanks to its 125cc engine helps keep the Super Cub ahead of city traffic; its automatic centrifugal clutch has also been upgraded to match the output boost and give ultra-smooth, quiet gear changes.
The steel frame too, has been optimised with a tuned rigidity balance that maintains the Super Cub’s famously welcoming usability. Longer travel front and rear suspension, 17-inch cast aluminium wheels and disc front brake deliver a supple, confident ride with strong stopping power. Full LED lighting brings a modern touch, the Smart Key day-to-day convenience.
Pearlescent paint highlights the evocative design of the Super Cub C125, which will be available in the following options: Pearl Niltava Blue, Pearl Nebula Red.
The Super Cub 125 is designed with one word in mind; universality, it has to be easy for a wide range of people to use. There is a clean look and feel to all the detail parts, with balance between the smooth, gently-curved body parts and the hard edge of the leg guards and front and rear mudguard tips. The rear guard is ultra-thin – and made of pressed steel rather than plastic – to help emphasize the classic ‘S-shape’ silhouette.
A key element is the ‘unit’ steering, which unifies the separate elements – forks, handlebars and leg shields – into one cohesive whole. On the original machine the handlebars, shaped to be like the wings of a bird, were a tactile and welcoming sales point and the new forged, tapered handlebar wrapped in moulded resin incorporating the switchgear and instruments – mirrors this motif.
The grips are in a natural, easy to hold position and complement the straight-backed riding position, which gives excellent forward and all-round visibility. Aiding comfort, the seat uses thicker, high-density urethane foam than the C110 for enhanced comfort and is also cut back on both sides up front, helping ground reach.
All lighting is contemporary and LED, while the instruments highlight the depth of the overall design with two lenses separated by dual chrome rings; the outer ring houses the sweep of the analogue speedometer’s needle plus warning lights, the inner an understated, digital display.
A modern finishing touch is the Honda Smart Key; put it in a pocket and forget about it, the Super Cub C125 is live and good to go. It also controls the immobiliser as an extra theft deterrent, and is equipped with an ‘answer back’ function whereby the indicators will ‘blink’ at the push of a button to make finding the vehicle easy in busy parking areas. And, with a nod to its forebears (and underlining its #honda history) a historical 3D ‘Old Wing’ logo crowns the Smart Key fob.
Easy handling has always been another Super Cub strength. To maintain its reassuring nature, but upgrade it for the 125cc specification, the C125 started with the C110 tubular steel ‘backbone’ frame as a base. The rigidity balance has been tuned around the headstock and engine hangers, to optimise performance for the larger capacity engine while handlebars and seat are now rubber mounted. The footpegs also feature rubber inserts.
Rake and trail are set at 26.5°/71mm with wheelbase of 1245mm. Wet weight is 109kg. Front telescopic forks feature 100mm travel, the twin rear shocks 84mm to soak up bumps (10/19mm more than the C110).
Elegant 17-inch cast aluminium wheels add stability and steering precision. Tubeless tyres are fitted, sized 70/90-17 front and 80/90-17 rear. A 220mm front disc brake and single-piston caliper is matched by a 130mm rear drum.
Simple, robust, reliable, economical; the Super Cub C125 engine in a nutshell. The air-cooled two-valve fuel-injected SOHC 125cc unit has been enhanced cosmetically with a matt metallic-look paint finish and chrome detailing to give it a premium look, and also updated internally to improve the riding experience.
Engine noise is kept to a minimum by the use of helical primary gears and higher precision crank journal bearings. Bearings have been added to the shift drum for a slicker gear change; rubber is employed on the shift arm (also to reduce noise) and optimised clutch damper rubber reduces shift shock.
Bore and stroke are set at 52.4 x 57.9 mm, with compression ratio of 9.3:1. Peak power of 7.1 kW is delivered at 7500rpm, with torque of 10.4 Nm at 5000rpm. Both power and torque curves are linear, with Honda claimed a healthy bulge from mid-range to peak. The gearbox is a 4 speed unit and – in classic Super Cub tradition – gear changes are operated via an automatic centrifugal clutch, without the need for a clutch lever.
The Super Cub C125 engine returns 66.7km/l (WMTC mode), giving a range of approx. 245km from the 3.7L fuel tank.
Source: MCNews.com.au
KTM’s 690 Enduro R returns for 2019 with a promise of more refinement in what is designed as a dedicated long distance enduro motorcycle. Versatile enough to tackle both the road and trails, while offering an engaging and fun experience no matter what the terrain.
In the new for 2019 690 Enduro R KTM engineers set out to make all the best parts even better and the 690 Enduro R is now powered by another generation of the LC4 with more horsepower and torque, an impressive 74 horsepower and 73.5 Nm, and now delivered in a more refined manner thanks to ride-by-wire technology and dual balance shafts.
Sharper and slimmer, the new bodywork features a redesigned seat and enhanced ergonomics, alongside the lightweight chassis coupled with fully-adjustable WP XPLOR suspension for a competent package for experienced riders yet confidence inspiring for those new to dirt. Better still 690 Enduro R retains its sure-footed reputation for street riding – increasing versatility as daily ride.
The new electronic systems on the 690 Enduro R also delivers the most from this machine in all situations. Two ride modes – Offroad and Street – produce different characteristics of throttle response and motorcycle traction control (MTC), while cornering sensitivity for the ABS and traction control also make its debut on this bike.
At the heart of the 690 Enduro R is the latest version of the LC4 engine; a powerplant with origins 30 years ago in Hard Enduro KTM machines, which has since benefited from constant evolution, including experience learned from racing single-cylinder engines on and off-road in world championship competition.
The 690 Enduro R also ties into KTM’s commitment to producing high performance ‘monos’ with their distinctive character and abilities. More power and torque were logical progressions – 74hp and 73.5Nm – but this comes complete with refined delivery; improved smoothness, better response and fuel efficiency.
Under the new seat and fresh bodywork – both optimised for style and better movement on the bike – is an all-new chassis. Designed to be confidence-inspiring with ease of handling, the powder coated chromium-molybdenum-steel trellis frame is joined by an enlarged fuel tank capacity of 13.5 litres (+1.5 l), offering better than ever range.
Equipped with lightweight, CNC milled hubs mated to high-end 21in and 18in rims fitted with grippy and enduring Mitas E07 tires, both ends of the KTM 690 ENDURO R are fully adjustable WP XPLOR suspension, with performance akin to competition offroad bikes, while also offering strong road performance.
Specially adapted from the EXC range, the WP XPLOR fork provides a split-damping system and is bolted to the main chassis’ lightweight sections of chrome-molybdenum steel tubes via highly rigid forged triple clamps. The WP XPLOR shock absorber, connected to the single-piece cast swingarm by linkage, produces a progressive suspension character and high resistance against bottoming out.
Allowing riders to get the most from the 690 Enduro R multi-terrain machine is an array of top-level electronic systems, including lean angle sensitivity braking and traction functions, and two different ride modes – Street and Offroad. These can be switched from the handlebar to provide different behavior from the throttle response and traction control systems.
Offroad ABS allows rear wheel lock-up and reduced ABS on the front wheel, while motor slip regulation (MSR) is an engine brake control designed to prevent rear wheel lock-up – even on low grip surfaces – perfect for street riding. The addition of the Quickshifter+ produces clutchless up and downshifting through the six speed transmission.
| KTM 690 ENDURO R | |
| ENGINE | |
| ENGINE TYPE | Single-cylinder, 4-stroke |
| DISPLACEMENT | 690 cc |
| BORE / STROKE | 105 / 80 mm |
| POWER / TORQUE | 74 hp @ 8000 rpm / 73.5 Nm @ 6,500 rpm |
| COMPRESSION RATIO | 12.7:1 |
| STARTER / BATTERY | E-starter / Lithium Ion 12V 8,6Ah |
| TRANSMISSION | 6 gears |
| FUEL SYSTEM | Keihin EFI (throttle body 50 mm) |
| CONTROL | 4 V / OHC |
| LUBRICATION | Pressure lubrication with 2 oil pumps |
| PRIMARY DRIVE | 36:79 |
| FINAL DRIVE | 16:40 |
| COOLING | Liquid cooling |
| CLUTCH | PASC slipper clutch, hydraulically operated |
| IGNITION / EMS | Keihin EMS with RBW, double ignition |
| TRACTION CONTROL | MTC (2-mode, disengageable) |
| CHASSIS | |
| FRAME | Chromium-molybdenum-steel trellis frame, powder coated |
| SUBFRAME | Self-supporting plastic tank |
| HANDLEBAR | Aluminum, tapered, Ø 28 / 22 mm |
| FRONT SUSPENSION | WP USD XPLOR 48 |
| REAR SUSPENSION | WP shock absorber with Pro-Lever linkage |
| SUSPENSION TRAVEL FR. / RE. | 250 / 250 mm |
| BRAKE FRONT | Brembo two-piston floating caliper, brake disc Ø 300 mm |
| BRAKE REAR | Brembo single piston floating caliper, brake disc Ø 240 mm |
| ABS | Bosch 9.1 MP (incl. Cornering ABS and offroad mode, disengageable) |
| WHEELS FRONT / REAR | Spoked wheels with aluminum rims, 1.85 × 21″; 2.50 × 18″ |
| TIRES FRONT / REAR | 90/90-21″; 140/80-18″ |
| CHAIN | X-Ring 5/8 × 1/4″ |
| SILENCER | Stainless steel primary and secondary silencer |
| STEERING HEAD ANGLE | 62.3° |
| TRAIL | 117.3 mm |
| WHEEL BASE | 1,502 mm |
| GROUND CLEARANCE | 270 mm |
| SEAT HEIGHT | 910 mm |
| FUEL TANK CAPACITY | approx. 13.5 liters |
| DRY WEIGHT | approx. 146 kg (without fuel) |
Source: MCNews.com.au
Following in the footsteps of the C 400 X which was announced last year, BMW have now announced the C 400 GT, expected to arrive in the first half of 2019, alongside the X, and provides what BMW describe as a ‘Gran Turismo’ variation on the mid-range scooter.
Designed as a versatile option the C 400 GT is at home riding into the city centre, travelling to the office or enjoying a tour over the weekend – not just as alone but with a passenger, too.
The drive unit of the C 400 GT has been developed to directly integrate the CVT gearbox as well as a secondary drive in the form of a drivetrain swing arm. The liquid-cooled single-cylinder engine has a capacity of 350cc, thanks to a 80mm bore and a 69.6mm stroke. Its rated power output is 25kW (34hp) at 7500rpm and the maximum torque of 35Nm is reached at 6000rpm. The maximum engine speed is 8800rpm, and the C 400 is LAMS legal in Australia.
The liquid-cooled single-cylinder engine has been created with a horizontal, forward-facing cylinder. This makes for a low installation position of the engine, favourable for the overall centre of gravity while at the same time allowing for the step-through that is typical of a scooter.
A high level of running smoothness is ensured by a counterbalance shaft positioned above the camshaft which is powered directly by the latter via a spur gear. It rotates in the opposite direction to the camshaft, counterbalancing almost perfectly and reducing vibration to an absolute minimum. In addition, the entire drive unit is connected to the suspension by silent blocks for vibration decoupling.
The four valves in the combustion chamber are controlled by means of an overhead camshaft powered by a roller chain and two forked rocker arms. The roller chain is guided by a slide rail, with a manually adjustable mechanism ensuring the correct tension.
On the intake side the valve angle is 13 degrees while on the exhaust side it is 14.5 degrees to the longitudinal axis of the cylinder. The compression ratio is 11.5:1. The diameter of the valve heads is 32.5 mm on the intake side and 27.2 mm on the exhaust side.
Carburation is taken care of by an EFI system with a desmodromically activated 40mm throttle valve unit and a very compact BMS-E2 engine control. Drawing on additional engine and environmental parameters (including engine temperature, air temperature and ambient air pressure), the engine control calculates individual figures for injection quantity and ignition timing. The fuel tank has a capacity of 12.8 litres for 95 octane (four litres reserve).
The engine housing is compact in design and made of die-cast aluminium. An oil pump driven by a spur gear takes care of lubricant circulation: an electronic oil warning alert provides feedback when the lubricant reaches minimum level. The oil level can also be checked using a dipstick. The drive unit as a whole weighs some 47 kg.
A sophisticated cooling concept ensures coolant flows through the cylinder head, entering at the front of the cylinder head on the hotter exhaust side . The water pump positioned on the right-hand side of the engine ensures circulation of 1.6 litres of coolant. Due to its high degree of efficiency, a relatively small surface is sufficient for heat dissipation in all conditions.
Power is delivered from camshaft to a continuously variable gearbox (CVT) with automatic radial centrifugal dry clutch on the output shaft. Secondary power transmission to the rear wheel is taken care of by a gear stage that is positioned directly at the output shaft. The C 400 GT is additionally fitted with the automatic stability control system ASC, ensuring extra safety during acceleration even in adverse road conditions.
The frame of the C 400 GT is a torsionally stiff tubular construction, with a solid cast iron unit in the area of the swing arm bearing. With a wheelbase of 1565mm, a steering head angle of 63.8 degrees and a castor of 81 mm, geometrical suspension data that are quite similar to those of a motorcycle.
Rear wheel control is taken care of by the double-sided swing arm made of chill cast aluminium. It is a single unit supplemented with a bolted side cover for additional torsional stiffness. The job of suspension and damping is performed by two directly articulated spring struts. Generous spring travel of 112mm provides the basis for comfort and ride stability, and offers reserves for carrying a passenger and luggage. Front wheel control consists of a telescopic fork with a tube diameter of 35 mm and a spring travel of 110 mm.
The C 400 GT rolls on light alloy diecast wheels, with the front boasting a 3.50 x 15 inch clad in a 120/70-15 tyre. The rear wheel is a 4.25 x 14 inch and it is fitted with a 150/60-14 tyre. The reduced rear wheel diameter of 14 inches at the rear allows the use of the flexcase for ample storage space.
A Continental MK 100 MAB 2-channel ABS unit weighs just 700g, and is mated to a twin front disc brakes with a diameter of 270mm and two radially bolted four-piston floating calipers with a piston diameter of 28mm. On the rear a single disc brake with a diameter of 270mm and a single-piston floating caliper with a piston diameter of 32 mm are featured. High-quality braided steel brake lines are also fitted.
Both a side stand and a centre stand are fitted, with the latter including a cleverly devised kinematic system that makes propping up the motorcycle simple.
The electrical system of the C 400 GT is based on the system found in other BMW Motorrad models. It is a CAN (Controller Area Network) bus system. This means that the instrument cluster, the ABS and engine control unit, the electronic immobiliser and the optional alarm system (DWA) are all interconnected.
A power socket in the right-hand storage compartment comes as a standard feature. A mobile phone can be charged here during travel, while at the same time being connected to the BMW Motorrad Communication System in the rider’s helmet via Bluetooth.
The wiring harness of the new BMW Motorrad midsize scooter is designed in such a way that all optional electrical equipment features such as heated grips and the alarm system can easily be retrofitted ex works; this also applies in the case of optional accessories or individual optional equipment items.
The C 400 GT also features highly luminous LED technology, as well as optional daytime riding light (country specific) in the new C 400 GT likewise features LED technology. The front and turn indicators are organically integrated in the trim panel.
The instrument cluster comprises a easily readable LCD screen with integrated engine speed display and an analog speedometer with a scale optimised for easy for reading. In addition, all indicator lights such as the ABS, engine and oil level lamps are integrated in the instrument cluster.
New optional equipment is the Connectivity package, featuring an instrument cluster in the form of a 6.5-inch full-colour TFT screen. In conjunction with the further advanced BMW Motorrad Multi-Controller offering integrated operation, it allows the rider to access vehicle and connectivity functions thanks to the BMW Motorrad Connected App available for free from the Google and Apple app stores.
The new C 400 GT features a modern appearance, in the BMW Motorrad design philosophy. The front silhouette is dominated by the aerodynamically designed twin LED headlight with thedesign of the LED daytime running light (country-specific) in the form of fibre optic elements.
Bash plates – side trim elements at the front – underscore the new Gran Turismo membership of the BMW Motorrad family. The LED turn indicators are integrated in these, too, and the twin-tipped engine spoiler with integrated radiator grille is also a clear reference to BMW motorcycle design.
The windshield, which is higher than that of the C 400 X, was developed with the aim of increasing possible wind and weather protection as well as reducing wind noise to a minimum. It is rigidly mounted on the trim and enables lengthier rides at higher speeds.
The seat height of the C 400 GT is 775mm, aiming to cater for taller riders and also has a separate rider backrest. A seat with a reduced height of 760 mm is available as an optional accessory. Both the rider’s and passenger’s feet rest on comfortable footboards integrated in the body.
The generous storage space of the new C 400 GT also makes the scooter ideal for shopping trips into town, riding to work and even lengthier tours. The flexcase under the seat provides ample room and comprises a flap in the rear base which can be opened to provide a downward extension of the storage space.
This versatility is enabled by the use of a rigid but pliable material based on Kevlar that creates a flexible but dirt-resistant, waterproof and durable connection between the flap and the rear base. This storage solution by BMW Motorrad is able to accommodate an integral helmet and a jet helmet when the scooter is parked. The BMW flexcase is closed during travel.
In the front section of the step-through there are two additional storage compartments, each of which is opened by means of a button. Both compartments are locked automatically with the scooter itself. Keyless Ride controls the following lock functions: ignition, handlebars, seat, fuel filler cap and storage compartments. In the right-hand storage compartment there is also a 12-volt power socket for electronic devices.
A USB adapter is also available as an optional accessory. The new C 400 GT can also be fitted with a luggage bridge (optional accessory) for transportation purposes that enables attachment of a topcase (also an optional accessory).
The Alpine White colour sceme highlights the distinctive styling of the new C 400 GT. As an alternative, the paint finish Moonwalk Grey metallic is also available, as is the third paint finish – Blackstorm metallic.
Source: MCNews.com.au
Downsized two-rider campaign for factory Husqvarna team.
Image: John Pearson.
Returning duo Daniel Sanders and Fraser Higlett will form the Husqvarna Enduro Racing Team for 2019 in the Australian Off-Road Championship (AORC) and Australian Four-Day Enduro (A4DE) events.
At 24 years of age, Sanders experienced an array of success throughout his first season with Husqvarna Motorcycles Australia this year, lifting the AORC E2 crown aboard a Husqvarna FE 450 and clinching a commanding maiden victory in the Hattah Desert Race riding a Husqvarna FE 501.
The versatile Victorian capped off the year by contributing to Team Australia’s incredible World Trophy victory at Chile’s International Six Days Enduro (ISDE), along with finishing third in the outright individual results and second in the E3 division. Next season could see Sanders step up to the Husqvarna FE 501 full-time off-road, that decision to be confirmed.
“I’m definitely excited to be back on-board with the Husqvarna Enduro Racing Team,” Sanders stated. “They were great to be a part of this season and I adapted really well to the four-stroke as well, so it’s shaping up to be a strong year in 2019.
“Now that we’ve learned so much together as a team, the plan is to go even better, be super-consistent and right there at the pointy-end. Winning is always the goal, that’s the objective of going racing and I’m confident that being part of Husqvarna Motorcycles Australia’s factory team with Fraser will provide a great platform to work from, that’s for sure.”
Higlett, 19, established himself as a rising star of the sport this season, earning runner-up honours in the AORC E1 title-fight after scoring an inspiring 10 podiums from 11 rounds. Impressing in his inaugural appearance at the ISDE, Higlett went on to assist the Australian Junior World Trophy to fifth position, while being ranked ninth in E1 standings.
“It’s a good feeling to be with the Husqvarna Enduro Racing Team for 2019, it’s just awesome to be a part of and I’m already keen to go racing next year,” said Higlett. “I was able to learn so much this season and picked up some good results along the way, so now we can take advantage of that experience and aim even higher in terms of results.
“To be alongside ‘Chucky’ as teammates is great for me, he’s a huge help and so is the entire team, so I’m really happy to be back for another season together.”
Team manager Christian Horwood commented: “We’re over the moon to sign both Daniel ‘Chucky’ Sanders and Fraser Higlett for 2019. As a team we achieved some fantastic results together in 2018 and it was a really good team dynamic that we worked within.
“Both riders have been outstanding since joining Husqvarna, they assist each other as much as they possibly can and we’re proud to welcome back our major sponsors for next year, so we are all set and are extremely excited to get things underway.”
The announcement confirms Husqvarna will downsize to a two-rider program in 2019, prompting the departure of Lachlan Stanford.
Source: MotoOnline.com.au
The second of three rounds in this year’s Suzuki Series at Manfeild Circuit Chris Amon, in Feilding, on Sunday picked up when it had left off at round one in Taupo a week earlier, again bursting with edge-of-the-seat racing.
Visiting British rider Peter Hickman is one of the series’ draw-card riders, but the Isle of Man champion didn’t really feature at Taupo. The same could not be said after his stunning performance at Manfeild on Sunday.
Hickman won both of the day’s glamour Formula One superbike races and looked comfortable doing it, rocketing up from 11th overall after the Taupo opener to now be placed third in the series standings, just eight points behind defending Suzuki Series champion Scotty Moir, of Taupo.
Moir qualified fastest in this class and he then finished the day overall runner-up, his carding of 2-4 results in the two F1 races enough to give him a one-point edge over Wainuiomata’s Shane Richardson for the day’s tally, although Richardson still leads the series standings.
Richardson finished 4-2 in his two F1 outings on Sunday, equal to Moir’s race results, but Moir’s extra point for setting the fastest qualifying time gave him the welcome boost.
Richardson’s series lead has suffered only minimal damage – he has gone from four points in front of Moir to now have just a three-point advantage over Moir.
Hickman, on the other hand, made gigantic advances after his Kiwi debut at Taupo.
Peter Hickman
“It wasn’t all doom and gloom at Taupo, but I think this (Manfeild) circuit better suited the bike than the track at Taupo did,” Hickman said.
“The level of talent here in New Zealand is actually quite good. It definitely wasn’t easy to win today,” said the 31-year-old Lincolnshire man.
“It’s my first time in New Zealand, but it has all been good. We only got to the Taupo track the day before the racing there. I only landed Friday morning and I was racing there Saturday and Sunday, so I was sort of thrown in at the deep end, but I still really enjoyed it.
“I hadn’t seen the circuit before at Taupo, but I earned a front-row start position. Then race one at Taupo I was running third when I had a coming-together with another rider and we both ended up in the gravel. It wasn’t my fault, but that’s just the way it goes sometimes.
“In the second race at Taupo, the temperature was so hot that the track became very slippery. It didn’t help my cause in any way, but I was still in touch with the front boys and I managed to finish fifth in the end.
“I didn’t have any jet lag at Manfeild and had an extra day riding here, so I went better there,” he said matter-of-factly.
“On my way to Manfeild I stopped off in Whanganui and did a couple of laps (of the Cemetery Circuit) in the car. I knew it was a short circuit, but I didn’t think it was so wide,” said Hickman, unaware perhaps that the Cemetery Circuit has never before been described as or considered by most racers as ‘wide’.
“I think there are loads of passing opportunities, so I’m feeling confident for Boxing Day. Obviously, I’m not going to get a lot of time to practice on it, which makes things a little more tough, but we’ll have some fun there and do some wheelies and skids. That’s what it’s all about.”
There is only a little bit of respite before the series has its third at final round, the traditional public street race spectacular on Boxing Day (December 26), the bikes on that once-a-year occasion being raced around Whanganui’s iconic Cemetery Circuit.
Despite being a first-time visitor to New Zealand, Hickman is obviously a quick learner and the curbs, tight bends, railway crossings and slick painted road markings at Whanganui should present no problems for the 2018 Isle of Man winner.
There were ALSO changes near the top of several other classes also at Manfeild.
In the 600cc Formula Two class, Whakatane’s Damon Rees was again unbeatable, while his nearest challenger, Rangiora’s Avalon Biddle, dropped from the runner-up spot for the series after crashing while leading the day’s second of two F2 races on Sunday.
The new No.2 rider in this class now is Rogan Chandler, the Lower Hutt man finishing third and second inn the two F2 races on Sunday and moving from fourth to second for the series.
Rogan Chandler edged out Feilding’s Ashton Hughes, who himself moved up from fifth overall to capture third overall thanks to his 4-3 results at Manfeild.
Palmerston North’s Jacob Stroud continues to lead the Formula Three class; Auckland’s Scott Findlay still tops the Post Classics, Pre-89, Juniors class; Te Awamutu’s Gary Morgan remains in control of the Bears (non-Japanese bikes) and Formula Sport, Juniors class;
Source: MCNews.com.au