Tag Archives: Learner

News

Tiger Sport 660 | New learner legal adventure-tourer from Triumph

October 5, 2021 mcnews Leave a comment

2022 Triumph Tiger Sport 660

Triumph are set to release a learner legal but fully featured adventure machine on to the Australian market during the first quarter of 2022.

The new Triumph Tiger Sport 660 pumps out 80 horsepower in overseas markets, but in Australia Triumph have chosen to only offer a LAMS variant tuned specifically to meet our learner requirements. That means 56 horsepower at 8750 rpm from the 660 cc triple, and 62 Nm at 6250 rpm. The wet weight with a full 17.2-litre fuel tank is 206 kg.

It might be learner legal but it is still a fairly high-spec machine in other areas and, as such, will be priced from $14,690 Ride Away.

Showa provides the suspension, which has 150 mm of travel at both ends. The monoshock offers hydraulically assisted pre-load adjustment, while the 41 mm forks are of the SFF specification.

Ground clearance figures have not been quoted in the press material we have been supplied but it does look modest, and something more akin to a CB500X Honda or DL650 V-Strom, rather than a more hard-core Tenere 700. Rolling on five-spoke cast alloy 17-inch rims the Tiger Sport 660 would be classified at the soft-roader end of the adventure-touring spectrum.

Nissin provide the stoppers, twin-piston calipers and a pair of 310 mm discs up front and a 255 mm disc at the rear, backed by switchable ABS. Two riding modes are offered, Road and Rain, which tailor the throttle response and mapping of the traction control intervention to the conditions at hand.

There are plenty of creature comforts, with a comfortable stepped seat at a height of 835 mm for the rider. An optional low seat drops that further to 810 mm. Other nice touches include an adjustable windscreen, slip-assist clutch, smartly integrated pannier mounts for the optional luggage system and full LED lighting throughout.

A nicely finished TFT screen can provide navigation and phone functionality when paired with the optional My Triumph connectivity system.

A two-way quick-shifter, heated grips, USB charging point and tyre pressure monitoring are all available as optional extras.

The optional luggage system is extensive with colour-matched panniers with a combined capacity of 57-litres and a 47-litre top-box capable of swallowing two full-face helmets.

Riders can choose between three colour schemes: the contemporary Lucerne Blue and Sapphire Black, the vibrant Korosi Red and Graphite with distinctive sporty graphics, or a minimalist Graphite and Black option. It’s a handsome looking machine in any of those hues.

At an almost 15k price point it might be a hard sell in the LAMS category, but it is likely to prove the most comfortable grown up touring option in the learner legal segment. And for some, that will make it well worth the asking price.

2022 Triumph Tiger Sport 660 Specifications

2022 Triumph Tiger Sport 660 Specifications
Type	660cc Liquid-cooled, 12 valve, DOHC, inline 3-cylinder, 240° firing order
Bore / Stoke	74.04 mm x 51.1 mm
Compression	11.95:1
LAMS maximum power	56.3 PS / 55.5 hp (41.5 kW) at 8750 rpm
LAMS maximum torque	62 Nm at 6250 rpm
Final Drive	X-ring chain
Clutch	Wet, multi-plate, slip & assist
Gearbox	Six-speed
Frame	Tubular steel perimeter frame
Swingarm	Twin-sided, fabricated steel
Front Wheel	Cast aluminium, 17 x 3.5-inch
Rear Wheel	Cast aluminium, 17 x 5.5-inch
Front Tyre	120/70 ZR 17 (58W)
Rear Tyre	180/55 ZR 17 (73W)
Front Suspension	Showa 41mm upside down separate function cartridge forks, 150mm wheel travel
Rear Suspension	Showa monoshock RSU, with remote hydraulic preload adjustment, 150mm wheel travel
Front Brakes	Nissin twin-piston sliding calipers, twin 310mm discs, ABS
Rear Brakes	Nissin single-piston sliding caliper, single 255mm disc, ABS
Instruments	Multi-function instruments with colour TFT screen
Length	2071 mm
Width (Handlebars)	834 mm
Height Without Mirrors	1398 mm / 1315 mm (high / low screen position)
Seat Height	83 5mm
Wheelbase	1418 mm
Rake / Trail	23.1º 97.1 mm
Wet weight	206kg
Fuel Tank Capacity	17.2 litres
Fuel Consumption	4.5 litres / 100 km
Service interval	10,000 miles (16,000km) / 12 months
Available	Q1 2022
RRP	$14,690 RIde Away

Source: MCNews.com.au

News

CFMOTO 650GT Review | Motorcycle Test

September 30, 2021 mcnews Leave a comment

CFMOTO 650GT Review

By Wayne Vickers, Images by RBMotoLens

Having recently relishing the chance to throw a leg over the amazing value 650NK (review here), I had no hesitation when the opportunity arose to test the touring version – CFMOTO’s 650GT. This is essentially the full fairing version of that NK, it remains LAMS certified and very learner friendly.

CFMoto's 650 GT is the touring variant of their popular LAMS mid-capacity machines — CFMoto’s 650 GT is the touring variant of their popular LAMS mid-capacity machines

We get different styling (from Kiska again), which isn’t as hard edged as the naked version and I must admit looks pretty good from some angles, while the front ¾ in particular grew on me. It’s obviously been designed for and with panniers in mind and looks good with them fitted in the pics I’ve seen – however my test bike didn’t have luggage. The pannier set-up is available for $900.95 including brackets.

The 650GT shares the 650 cc parallel-twin engine with the NK, putting out an identical 41.5 kW (55 hp) of power and 62 Nm of torque. The tune feels the same to me and to be honest there’s no reason to change it.

The runs full fairings and an adjustable screen, bringing dry weight up to 213 kg

It shares the same user-friendly low 795 mm seat height too, but gets extra weather protection, a larger 19-litre tank and more generous seating which does add a few kilos, tipping the scales at 213 kg dry.

That weight does take the performance edge off ever so slightly compared to the NK, which CFMOTO claim weighs in at 193 kg, but I still found myself developing plenty of grins.

An additional 20kg of weight does impact performance — An additional 20kg of weight over the NK does impact performance

It’s actually a pretty bloody good thing – and the extra fuel capacity and consumption will take you comfortably past the 300 km mark, so it ticks the mile hauler box too.

Ssurprisingly, I felt the suspension (which is also shared between the two), was better suited to this version. That little bit of extra weight taking what I felt was a little too firm on the NK into a much better all around proposition. It still struggles a bit with major hits, but felt noticeably more composed than its naked sibling.

Suspension on the 650 GT felt more sorted, which may play into the tall bars and upright seating position

That could also have been helped by the slightly more upright riding position due to the higher bars, which translates into a particularly comfortable ride. The seat is plenty comfortable too and offers a little more room to move around, while the pillion seat is also a much more practical set-up than the NK.

On the go, it’s got some cornering ability and I was pleasantly surprised at how well balanced the 650 GT felt at full lean. The bike tips in quite well and holds a line better than it ought to. I was easily able to get it to the edge of the tyre and the GT felt perfectly composed doing so.

The CFMoto 650 GT also feels well balanced at full lean — The CFMoto 650 GT feels well balanced at full lean

Sure, you have to wring the neck of the little twin to get anything like a genuinely sporty performance out of it – and one uphill section on the photo shoot reminded me that it’s no stump puller. But it’s totally fit for purpose and not pretending to be something it’s not.

Around the four to five grand rpm mark it is perfectly happy, in fact I’d say the sweet spot is somewhere between four and eight thousand revs.

Gear ratios are well sorted on the CFMoto 650 GT, with good throttle feel

There’s no need to go any higher and the gear ratios are nicely spaced to keep you well within that zone too. The fuelling is fine and it has the same good throttle feel as its NK sibling.

That same hilly section on the photo shoot proved that the stoppers were pretty faultless. Dual 300 mm discs are found up front with twin piston calipers and a single 240 mm out the back – both ends coming with ABS.

Dual wave rotors and two-piston calipers are found on the front on the CFMoto 650 GT

Good lever feel, good power. I must have done 40 hard stops in fairly quick succession at either end of that section of road while snapper Rob clambered around getting the shots. Down one end it was a proper hard stop, downhill from third gear to standstill. They work just fine.

I prefer this version’s wet multi-plate clutch over the NK too. While it’s not a slipper clutch, it has a noticeably better take up and overall feel. And let’s face it, you just don’t need a slipper clutch on a 650 cc twin.

A tool-less height adjustable screen is also found on the 650 GT.

The front end is completely restyled with generous wind protection and a nice tool-less height adjustable screen that works well to provide a wind protection bubble. Despite having a different headlight setup compared to the NK, I found the headlights just as underdone.

The perimeter of the low beam was very well defined but too short and high beam didn’t have all that much power. In fact the glare of the nice LCD dash was overpowering until I found the brightness adjuster button, after which it was much better. That dash – also shared with the NK, is a ripper too. Clear and bright, easy to read, job done.

So it turns out that the headlights are really my only niggle on the GT. I found I preferred pretty much everything else about it over the NK. And I quite liked the NK!

But here’s the best part – the price. $8,490 ride-away, or $8,690 ride-away in states where new vehicles need 12 months rego. It’s frankly ridiculous. LAMS friendly bikes don’t come any better for that price and I’d comfortably wager that this is the best bang for your buck in the segment. Have I ever mentioned that riders have it pretty good right now..?

CFMoto 650 GT Review — Priced between $8,490 and $8,690 ride-away the CFMoto 650 GT is unbeleivable value

So if this type of bike is on your consideration list, you should have no hesitation in checking the CFMoto 650 GT out.

Why I like the CFMoto 650 GT:

The value factor is off the charts.
Improves on the already good NK in almost every way.
Surprisingly good through the corners.

I’d like the CFMoto 650 GT even more if…

Headlights could be better, especially low beam.
Umm?

Headlights were the one area of criticism on CFMoto's 650 GT — Headlights were the one area of criticism on CFMoto’s 650 GT

2021 CFMOTO 650 GT Specifications
Engine	Two cylinder, inline four-stroke, eight-valve, DOHC with counter balance
Capacity	649.3 cc
Bore & Stroke	83 x 60 mm
Compression Ratio	11.3:1
Fuel System	Bosch EFI
Max Power Output	41.5 kW @ 9,500rpm (LAMS)
Max Torque	62 NM @ 7,000rpm
Gearbox	Six-speed
Clutch	Multiplate wet
Frame	Tubular steel diamond frame employing engine as fully-stressed member
Front Suspension	38 mm KYB telescopic fork (max travel 120mm)
Rear Suspension	Extruded steel swingarm with tubular steel bracing, cantilever KYB monoshock (max. travel 45mm)
Front Brake	J.Juan Dual 300 mm discs with twin-piston calipers
Rear Brake	J.Juan Single 240 mm disc with single-piston caliper
ABS	Continental ABS
Wheels Front	17 x 3.5 cast alloy wheels
Wheels Rear	17 x 4.5 cast alloy wheels
Tyres Front	120/70 ZR17 Metzeler
Tyres Rear	160/60 ZR17 Metzeler
Length x Width x Height	2100 x 784 x 1340 mm
Wheelbase	1415 mm
Seat Height	795 mm
Min Ground Clearance	150 mm
Min Turning Diameter	5.6 m
Fuel Capacity	19L
Payload	150 kg
Dry Weight	213 kg
Colours	Nebula White or Night Black
Warranty	Three-Year Warranty

CFMoto 650 GT Gallery

Source: MCNews.com.au

Enduro, News

WR250F gets new frame, cams, ports and better brakes for 2022

September 29, 2021 mcnews Leave a comment

2022 Yamaha WR250F

The new model is fitted with a full power ECU and comes with ADR compliance so can be fully road registered in all states.
A free Off-Road Competition Kit is also offered for owners who wish to set up their WR250F to ride on closed courses.

Australia’s most popular 250 cc enduro bike has undergone a significant revamp for 2022 with camshaft and cylinder head changes, new frame, better brakes and a smoother running engine are the headline changes for the new model year.

New YZ250F-spec exhaust cam for better drive and new YZ250F-spec intake port shape increases volume for improved flow rate and power delivery

Development input by a range of Aussie enduro riders and continual updates based on the hugely successful YZ250F MX weapon are the reasons why the WR250F has performed so strongly here in Australia.

The WR250F was once a fairly laid back trail bike, but in recent years the model has taken on a distinctly sharper edge, largely to counter the increased level of competition from European machinery that continued to push the envelope of engine performance. Thus, today’s WR250F is more about blasting through the bush, rather than plodding through the bush, Yamaha have you covered there with the WR250R.

New engine balancer reduces vibration and improves drive at low to mid-range. New gearbox cam shift design for smoother gear shifting

By using the current model YZ250F as a starting point, Yamaha’s experienced development team – including Kiwi race team manager and Yamaha legend Josh Coppins – claim they have come up with an enduro weapon that turns, stops and goes better than ever before.

New Control Filled aluminium frame based on YZ250F and tuned for off-road riding.

Sporting a new aluminium bilateral beam frame, more power with a smoother delivery, slicker gear shifts and stronger braking, the MY22 is improved in all the major areas.

Industry-leading KYB speed-sensitive dual chamber forks and rear shock with revised settings to suit MY22 chassis

The MY22 WR450F continues with the radical updates received in 2021 that gave the bike a lighter, more balanced feel with easier to control power delivery.

New front brake 270mm rotor with 16% increased surface without any extra weight
Larger front caliper pistons – 22.65 mm to 25.4 mm – with 30% increased rigidity

The 2022 Yamaha WR250F will be available in Australia for $14,899 Ride Away in Team Yamaha Blue from this December, 2021.

New multi-function meter with integral fuel and engine warning lights.
Also features odometer, tripmeters, clock, timer and accumulated fuel consumption meter indicator

2022 Yamaha WR250F at a glance

New YZ250F-spec exhaust cam for better drive
New YZ250F-spec intake port shape increases volume for improved flow rate and power delivery
New YZ250F-spec throttle body joint improves power delivery
Improved cam chain tensioner design
New engine balancer reduces vibration and improves drive at low to mid-range.
New gearbox cam shift design for smoother gear shifting
New Control Filled aluminium frame based on YZ250F and tuned for off-road riding
New engine brackets tuned specifically for MY22 WR250F
Industry-leading KYB speed-sensitive dual chamber forks and rear shock with revised settings to suit MY22 chassis
New YZ250F-spec footpegs, bars, holders and front axle with sealed bearing front wheel
New Dunlop Geomax E91 tyres with new profile, overall weight saving and better performance over a wide range of conditions. Front 90/90-21 and rear 140/80-18 sizes
New multi-function meter with integral fuel and engine warning lights. Also features odometer, tripmeters, clock, timer and accumulated fuel consumption meter indicator
New stronger chain guide bracket
New front brake 270mm rotor with 16% increased surface without any extra weight
Larger front caliper pistons – 22.65 mm to 25.4 mm – with 30% increased rigidity
New front brake pads with 25% increased surface area
New exhaust heat guard design to avoid snagging
New stronger muffler bracket

The 2022 Yamaha WR250F In More Detail

The new model’s liquid-cooled, four-stroke, electric start engine features an all-new cylinder head with a larger and improved intake port shape and new exhaust camshaft profile straight from the MXGP dominant YZ250F.

These mods, along with other refinements like revised engine balancer and gear shift cam help to produce stronger mid to top-end power and increased peak power, while retaining strong low-end torque.

Tuned specifically for the 2022 WR250F, the updated lightweight aluminium, bilateral beam frame and new engine mounts have been redesigned with all-new flex characteristics to improve bump absorption, traction, and cornering performance.

Rear shock with revised settings to suit MY22 chassis

Settings on the industry-leading, fully adjustable KYB coil spring-type fork with enhanced speed-sensitive damping have been revised to suit the new machine and off-road conditions. And the link-type rear suspension features a KYB shock with revised damping characteristics to match the updated chassis.

Industry-leading KYB speed-sensitive dual chamber forks and

Other chassis components such as the top triple clamp, handlebar mounts, and front axle have also been redesigned to complement the new frame – and like the frame these changes are based on the winning YZ250F.

New Dunlop Geomax EN91 ISDE-winning tyres have been specified for improved performance over a wide variety of terrain.

New front brake pads with 25% increased surface area

Improved braking performance is achieved with a newly engineered lighter front brake caliper with larger surface area brake pads and redesigned front 270 mm disc. A new speed sensor ring sends information to an all-new user-friendly multifunction meter that houses both engine and low fuel warning lights.

Riders can adjust their engine performance straight from their smartphone using the onboard wireless connectivity through the free of charge Yamaha Power Tuner app. Once settings are dialled-in, you can choose between two user-defined ECU maps on the fly via the handlebar mounted dual-mode engine map switch.

Features such as electric start, advanced fuel injection and a front-positioned intake with rear-positioned exhaust layout delivers the widest spread of power while maintaining reliable performance and balance for excellent mass-centralisation.

When combined with a lightweight, sharp-handing chassis and industry leading suspension package, the new WR250F continues to offer the fastest way across tight and technical terrain while also providing the widest smile possible.

The new model is fitted with a full power ECU and comes with ADR compliance so can be fully road registered in all states. A free Off-Road Competition Kit is also offered for owners who wish to set up their WR250F to ride on closed courses. The WR250F is also LAMS compliant for new riders.

Australian off-road kit (include)

All WR250F AND WR450Fs come with full ADR compliance and so can be road registered to ride in Australian state forests where permitted. Each bike also comes with a free off-road kit for closed course competition use which includes:

Lightweight LED tail light/and licence plate holder
High quality braided steel front brake line
Competition larger diameter GYTR exhaust muffler outlet
Full power/full movement throttle stopper screw
Brake snake rear foot brake protection
Wiring connector for rear brake light
Barkbuster handguard set – not pictured in global images shown
Front and rear brake line Banjo bolts
Tail light undercover
Original side stand bolt, engine stop switch, engine start switch
Communication Control Unit
CCU map switch
5 x 100mm zip ties for speedo sensor line attachment to brake line

2022 Yamaha WR250F Specifications

Engine type Liquid-cooled, 4-stroke, DOHC, 4-valve
Displacement 250cc
Bore x stroke 77.0 x 53.6mm
Compression ratio 13.8 : 1
Fuel delivery Fuel Injection
Starter system Electric
Lubrication system Wet sump
Transmission system Constant mesh 6-speed / return
Final Transmission Chain
Frame Aluminium bilateral beam
Front suspension 48mm KYB fully adjustable inverted twin chamber speed sensitive 310mm travel
Rear suspension KYB fully adjustable link type 317mm travel
Front brake Single hydraulic disc, 270mm
Rear brake Single hydraulic disc, 245mm
Front tyre 90/90-21 Dunlop Geomax EN91
Rear tyre 140/80-18 Dunlop Geomax EN91
Overall length 2175 mm
Overall width 825 mm
Overall height 1270 mm
Seat height 955 mm
Minimum ground clearance 320 mm
Wet weight (including full oil and fuel tank) 115 kg
Fuel tank capacity 7.9L
Colour Team Yamaha Blue
Warranty Three months, parts only
Availability From Dec 2021
Ride Away Pricing* WR250F – $14,899 inc
*Pricing correct at time of publication 29 Sept 2021.

Source: MCNews.com.au

News

Benelli’s TNT 600i four returns to the LAMS category

August 11, 2021 mcnews Leave a comment

Benelli TNT 600i LAMS

Benelli have re-introduced their 600 cc LAMS offering, the naked TNT 600i, which has been missing from the line-up for a number of years. It had previously been called the BN 600S and offers an updated four-cylinder option in a category dominated by parallel twins.

The TNT 600i features the Benelli in-line four-cylinder engine, with liquid-cooling and DOHC. Maximum engine power is 54 hp (44 kW) at 11,170 RPM, with maximum torque of 51 Nm at 10,500 rpm. It has wet sump lubrication, wet multi-plate clutch, and a six speed gearbox with final chain drive.

The ABS braking system boasts dual 320 mm diameter semi-floating rotors at the front with radial four-piston callipers.

The alloy 17-inch rims are fitted with 120/70 and 180/55 rubber, in keeping with the full size bike theme. Sharp lines characterise the new Tornado Naked TNT 600i, enhanced by an LED headlight and colour TFT dash.

The exposed chassis consists of a steel trellis main frame, accompanied by sturdy aluminium plates in the swingarm pivot area, to guarantee rigidity and stability.

The Benelli TNT 600i LAMS funs a monoshock with preload adjustability

The TNT 600i also runs 50 mm USD forks, alloy swingarm and adjustable monoshock with spring preload.

The Benelli TNT 600i runs undertail dual exhausts

The TNT 600i is expected to arrive in Australia & New Zealand in early September in either Alpine White or Midnight Black, and is set to be competitively priced with a two-year unlimited kilometre warranty, including two-years of premium road-side assist.

Source: MCNews.com.au

Motorcycle News, News

Stylish learner legal retro twin from Yamaha gets new look

July 6, 2020 mcnews Leave a comment

2020 Yamaha XSR700

Yamaha dealers are now taking deliveries of the learner legal 2020 Yamaha XSR700 in an eye-catching new Dynamic White colour scheme.

Designed to reflect iconic models from Yamaha’s 65-year heritage, the XSR700 is a popular model in Yamaha’s ‘Sport Heritage’ range and is certainly one of the most attractive learner legal motorcycles on the market.

Styling cues include an aluminium fuel tank, front and rear aluminium fenders, two-texture leather seat, vintage-style headlight and taillight, circular instrumentation and brushed aluminium around the front fender, radiator and headlight.

Just like Yamaha’s top-selling MT-07LA, the learner approved XSR700 is unique to the Australian market; built by the factory to meet Australian Learner Approved Motorcycle Scheme (LAMS) guidelines.

655 cc mill especially designed for the Australian LAMS market

Heritage by nature but modern by design. Power is provided by a 655cc twin-cylinder engine, mounted in a lightweight and slim steel trellis frame with the engine as a stressed member. A 270-degree engine crank provides rich and linear torque delivery right across the rev range.

The XSR700 is tuned to just slide under the llearner power restrictions but delivers great torque that is sure to continue to excite long after the L-plates are ditched.

Model specifications of the 2020 model are unchanged from the 2019 XSR700 and ride away pricing is $12,899 including GST.

2020 Yamaha XSR700 Specifications

Engine – 655 cc parallel twin, DOHC, 4-valve
Bore x Stroke – 78 x 68.6 mm
Compression Ratio – 11.01:1
Induction – EFI
Gearbox – Six speed
Fuel Capacity – 14 litres
Front Suspension – Forks, 130 mm travel
Rear Suspension – Monoshock, 130 mm travel
Brakes – 282 mm twin disc (F), 245 mm disc (R)
Tyres – 120/70-17 (F), 180/55-17 (R)
L x W x H – 2075 x 820 x 1130 mm
Wheelbase – 1405 mm
Seat Height – 835 mm
Ground Clearance – 140 mm
Wet Weight – 186 kg
Warranty – 24 months
Price – $12,899 ride away

Source: MCNews.com.au

Motorcycle News, News

Surge in new motorcyclists seeking rider training

July 6, 2020 mcnews Leave a comment

Good news for motorcycling!

Amongst all the doom and gloom of the plague there is actually some really good news for motorcycling. June motorcycles sales broke recent records for a number of brands, thanks for the early superannuation withdrawal Scomo!

On top of that good news, motorcycle training provider Stay Upright is reporting a more than 20 per cent increase in customers compared to the same period last year. Their rider training figures are most up in NSW, with most of that increase coming since May 1, when in-person motorcycle rider training resumed following closures across the state due to COVID-19.

Annaliesse Cawood, General Manager of Stay Upright, believes the spike has potentially been fuelled by the pandemic as people look to reduce expenses by downsizing to two-wheeler vehicles, given they are cheaper to purchase and operate than cars. They also offer more flexibility in terms of mobility and there are no problems with social distancing on a motorcycle!

“In NSW, the State Government supports motorcycle riding by subsidising learner licencing. Therefore, the initial L-plate training sessions are relatively inexpensive ($96 in NSW), and many people have looked at getting a motorbike licence now as they suddenly have the time to do it,” Cawood said. “But having a learning licence does not equate to riding experience.

“Unlike four-wheel vehicles, riders on their L-Plates are free to ride on public roads by themselves immediately following the awarding of their learner licence,” Cawood said. “New, inexperienced riders are particularly vulnerable. Car and truck drivers need to be aware of blind spots with more people expected to ride and drive back to work rather than catching public transport.”

Drivers need to remember to check their blind spots – motorcycle riders are trained to avoid driver blind spots, but it helps if drivers are also looking out for them.

“Places such as empty car parks are a great way to gain experience with the basics of what they’ve learned in their initial training,” Cawood said. “Riders are responsible for their ongoing training and experience building. Regular riding is critical to riders becoming more comfortable on the road.”

“However, the biggest precaution road users can take at this time is increasing their awareness,” Cawood said. “We have become accustomed to emptier-than-usual roads, but this quickly going to change, and road users need to readjust their awareness to pre-pandemic levels.”

About Stay Upright

Stay Upright is Australia’s first and largest motorcycle rider training and safety company. Founded in 1981 by Warwick Schuberg, the ex-Head of the NSW Police Rider Training Unit, the organisation was the first to offer rider training to the Australian public.

For more information, visit www.stayupright.com.au.

Source: MCNews.com.au

Motorcycle News, News

Honda’s CMX500 upgraded and joined by new ‘S Edition’

July 3, 2020 mcnews Leave a comment

2020 Honda CMX500 S Edition

Honda’s popular roadster come bobber styled cruiser CMX500 has been updated for 2020 and a ‘S Edition’ added into the model mix.

2020 Honda CMX500 S Edition scores a headlight cowl, black fork covers and gaiters and a diamond-stiched seat.

The CMX S Edition sports a headlight cowl, black fork covers and a stitched seat.

2020 Honda CMX500 S Edition headlight cowl

Both the S and the standard CMX500 now come with upgraded suspension via preload-adjustable nitrogen charged Showa shocks, a full LED lighting package, new instruments with gear position indicator and a slip-assist clutch.

Suspension has been upgraded on both models

The CMX retains the 471cc parallel twin-cylinder engine which is now Euro5 and produces a LAMS approved 34kW at 8500rpm, while peak torque is 43.3Nm at 6000rpm.

2020 Honda CMX500 S Edition

The CMX actually draws its powerplant from the CBR500R offering generous performance both for the segment and capacity, with PGM-FI fuel injection –further optimised – and valve and ignition timings revised to focus on bottom-end torque.

2020 Honda CMX500 S Edition

Learner legal and with a very low 690 mm seat height, the easy riding CMX500 has proved very popular with Aussie motorcyclists

2020 Honda CMX500 S Edition

A removeable pillion seat continues to come standard with both models.

2020 Honda CMX500 removeable pillion seat

The 16inch front and rear wheels are retained from 2019, as is the 296mm front rotor and twin-piston caliper setup, with a single-piston rear caliper. Dunlop tyres are fitted in 130/90 -16 and 150/80 – 16 sizes. Two channel ABS is standard fitment.

Honda CMX500

The CMX will be available for an MLP of $8,599 and in three colour options: Graphite Black, Matte Jeans Blue Metallic and Matte Armoured Silver while the S Edition comes in Matte Axis Grey Metallic from $8,999.

2020 Honda CMX500

2020 Honda CMX500 Specifications

CMX500 Technical Specifications
Engine
Type	Liquid cooled, DOHC
Engine Displacement (cm³)	471cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	67 x 66.8
Compression Ratio	10.7:1
Max. Power Output	34kW/8,500rpm
Max. Torque	43.3Nm/6,000rpm
Oil Capacity	3.2 litres
Fuel System
Carburation	PGMFI
Fuel Tank Capacity	11.2L
Fuel consumption	27km/litre
Electrical System
Starter	Electric
Battery Capacity	12V
ACG Output	0.5kW
Drivetrain
Clutch Type	Wet multiplate
Transmission Type	6speed
Final Drive	Chain
Frame
Type	Steel Diamond
Chassis
Dimensions (LxWxH) mm	2,205 x 820 x 1,090
Wheelbase	1490mm
Caster Angle	28°
Trail	110
Seat Height	690mm
Ground Clearance	125mm
Kerb Weight	191kg
Turning radius	2.8m
Suspension
Type Front	41mm Telescopic forks
Type Rear	Showa twin shock
Wheels
Rim Size Front	16M/C x MT3.00
Rim Size Rear	16M/C x MT3.50
Tyres Front	130/9016M/C 67H
Tyres Rear	150/8016M/C 71H
Brakes
ABS System Type	Two channel
Instruments & Electronics
Instruments	Digital
Headlight	LED
Taillight	LED

2020 Honda CMX500 Images

Source: MCNews.com.au

Motorcycle News, News

Yamaha MT-03 Review

June 23, 2020 mcnews Leave a comment

Yamaha MT-03 Test

Motorcycle Test by Wayne Vickers – Images by Rob Mott

I’m the first to admit that as a relatively seasoned rider I do find it challenging to get excited about entry level bikes. They generally don’t stir my nether regions like their full sized big brothers can – nor should they be expected to really… that said, I did thoroughly enjoy my time aboard the little MT03. It’s got quite a bit going for it and would make an excellent mount to learn the ropes on and start pushing the boundaries. I must say I’m liking the direction that Yamaha has taken their product line of recent years with the focus on fun and usability.

Yamaha MT-03

Like the rest of the MT range – it’s a funky looking bit of kit. Lots to like, especially from the side profile, that headlight assembly is a little transformer like, but I quite like the overall look. Nice materials and finish overall too. It doesn’t look cheap, or entry level. Plenty of nice little details to admire.

Yamaha MT-03

First things first. Yes, it’s small, but not cramped. In fact I felt as comfortable on this as I recall feeling on the KTM Duke 790 last year, which is saying something as that was a bit of a tardis. Sure – there isn’t a lot of room to move forwards or back, but the sculpted tank shape does a terrific job of letting your legs tuck in.

Yamaha MT-03

Even at my height of just shy of six-foot (181 cm), I actually really enjoyed the riding position and the snugness of that tank shape. Great for teaching newcomers the importance of keeping those legs in for that little bit more feedback from the bike. Seat is also surprisingly comfy even for extended boring highway hauls. Big tick for ergos.

Yamaha MT-03

The dash is one of Yamaha’s better ones. Nicely laid out LCD, clear and simple, but no distance to empty meter.. *cough* (I’m just going to keep saying that now, sorry if it gets repetitive, but they should be standard. It’s 2020…) Switch-gear is also nicely positioned and simple. No complaints here – nothing felt cheap or fragile – just simple. And I’d much rather simple and solid over complex and cheap. Another tick.

Yamaha MT-03

On take off, you notice the clutch feel is smooth and progressive, but man that first gear is low. I felt it was probably a little unnecessarily low and found myself often starting in second gear. Idling along in first gear was just barely faster than Rob’s walking speed on our photo shoot day… Nonetheless, with six cogs, it happily zips about and when on the go you can explore its limits with ease and confidence. And peddling the box when having half a crack on it was a true joy. I don’t think I missed a single shift and the shift feel itself is nice and solid too.

Yamaha MT-03

That little parallel 320 cc mill is a nice thing too. Obviously it’s no torque monster, but it’s almost impossibly linear in its delivery. Once off idle there’s barely a surge or dip all the way to the 14,000 rpm limiter. It’s a happy little vegemite at almost any revs to be honest. In fact.. I wonder what a Tenere 300 would be like… bored out to closer to 400 for some more midrange.. something to challenge the new KTM 390 Adventure… and drop it into a WR based frame with.. Hmmm … Sorry.. I digress.

Yamaha MT-03

ABS at both ends with twin-piston calipers up front provide the stopping power and never feel wanting. Good bite and plenty of feel through the levers. This thing just keeps getting ticks.

Yamaha MT-03

The real strength of the MT-03 is its handling though. That chassis and suspension work together in near perfect harmony. Helped no doubt by its light weight too (tipping the scales at just under 170 kg), there’s plenty of fun to be had on a twisty road aboard the little MT. It’s a proper corner carver in its own right, not just compared to other entry level bikes. Capable of surprising corner speeds. One particular set of tight esses that I ran a few times stood out. Even though it was near blind line on entry, I was gradually getting faster. And faster. And faster… to the point where I was running out of brave pills, not the bike. My corner speed gained about 40 km/hr in about four or five runs. I’d keep adding speed, the bike wouldn’t raise a sweat. Plenty of grip and feedback and never once felt like it was approaching the limits. Even though the road had plenty of ripples and dips both pre and mid corner. I like the steering too. Super agile yet not overly light, sharp or flighty in the front end. Very predictable and precise. It’d be proper fun on a flowing twisty road with super sticky tyres on…

Yamaha MT-03

There’s not a doubt in my mind that it’d be a great platform for a beginner to explore the limits and get the knee down for the first time on the right stretch of road. It took me back to my first bike actually. A CBR250RR four-pot screamer. I had a ball on that bike on roads like the black spur and Great Ocean Road – it only made a half dozen or so more hp at the top than the little MT03 does and the MT has a much better bottom end… It’s a solid package.

Yamaha MT-03

And to top it off the MT-03 barely uses any fuel.. I was seeing a bee’s dick over 3.5-litres per 100 kilometres. Given it has a 14-litre tank that puts it well past the 300 km tank range. It wouldn’t cost much to run, light weight and gentle power delivery means tyres and pads etc would last big kilometres too.

Yamaha MT-03

Time to wrap up. Bearing in mind that this is a low budget entry level bike (a smidge over 7k ride away!!!), it has a lot to offer. Upside down forks, ABS, a bullet-proof twin-cylinder engine and a chassis that encourages you to have fun. There’s no wonder I see quite a few of these on the road… that’s a lot of smiles per dollar right there.

Yamaha MT-03

Why I like it

What a fun little package
Doesn’t actually feel small. Surprisingly good ergos, great tank shape
Agile yet predictable handling. It likes corners! And won’t bite.

I’d like it even more if

Exhaust note is w-h-i-s-p-e-r quiet. Barely hear it on the highway over wind noise.
Gearing is perhaps a little short down the bottom. It happily starts in second.
I’d sacrifice some top end for a little more mid-range

Yamaha MT-03

Yamaha MT-03 Specifications

Engine
Engine Type	Liquid-cooled, 4-stroke, DOHC, 4-valve, 2-cylinder
Displacement	321 cc
Bore x Stroke	68.0 mm × 44.1 mm
Compression Ratio	11.2 : 1
Lubrication	Wet sump
Fuel Management	Fuel Injection
Starter System / Ignition	Electric / TCI
Fuel Capacity	14L
Transmission	Chain / Constant mesh 6-speed
Chassis
Frame	Diamond
Front Suspension	Telescopic forks, 130 mm travel
Rear Suspension	Swingarm, 125 mm travel
Front Brakes	Hydraulic single disc, 298 mm – ABS
Rear Brakes	Hydraulic single disc, 220 mm – ABS
Front Tyres	110/70-17M/C (54H) Tubeless
Rear Tyres	140/70-17M/C (66H) Tubeless
Dimensions
Length	2090 mm
Width	755 mm
Height	1070 mm
Seat Height	780 mm
Wheelbase	1380 mm
Ground Clearance	160 mm
Wet Weight	168 kg
RRP – $7299 Ride Away

Yamaha MT-03 Images

Source: MCNews.com.au

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New 500 parallel twin from Austrian company Brixton

June 17, 2020 mcnews Leave a comment

Brixton Crossfire 500

Austrian company KSR Group this week started production of their new Brixton Crossfire 500.

Brixton Crossfire 500 Technical Features – Click to enlarge

This new flagship model for the fledgling brand was first shown at EICMA in 2018 but has now officially entered production.

Brixton Crossfire 500

Brixton use a somewhat retro somewhat contemporary long but angular fuel tank that they refer to as their ‘X-Tank’ design that they put forward as their visual product language in a designer-speak and this is also where the model name Crossfire is derived from.

Brixton Crossfire 500

The new Crossfire design line was developed by the KSR Group design team, which has been working creatively in KSR’s own design studio in the Krems-Gedersdorf Business Park, Austria, for the past 2 years.

Brixton Crossfire 500

State-of-the-art software and hardware, including a clay studio with a hydraulic 360-degree rotating lift, where clay models of future models can be produced and viewed from all sides for refinement along with a 3D printer for the rapid production of prototypes of individual design elements.

Brixton Crossfire 500

At the heart of the Crossfire 500 is a completely new 486 cc parallel twin developed by 20 engineers over a two-year period. A total of 80,000 development hours went into the engine which at 35 kW (47 horsepower) is designed to fit the European A2 learner requirements perfectly and will also be eligible for learners under the Australian LAMS regimen.

Brixton Crossfire 500

Brixton say their prototypes have covered more than 40,000 kilometres of testing both on the road and on test tracks. During these particularly tough test runs, the load of one test kilometre corresponds to a multiple of the load of an everyday kilometre but still this is a fraction of what most manufacturers put any new platform through before releasing models to the public.

Brixton Crossfire 500

Brixton has chosen well-known suppliers though to help underpin the quality of the package with Japanese suspension components from KYB, the well regarded J.Juan brakes from Spain, rubber from Pirelli in Italy and the ABS system from just over the border in Germany from Bosch.

Brixton Crossfire 500

The Crossfire 500 was accompanied by the Crossfire 500 X from the start of production. The Crossfire 500 X has been given a more rustic look with coarser tyres, wider handlebars, a different seat and a license plate holder mounted in the extension of the seat.

Brixton Crossfire 500

Production of the Crossfire 500 and Crossfire 500 X, whose launch had to be postponed somewhat due to the Covid 19 pandemic, has now started, with the first models expected at Brixton dealers in Europe in August 2020. It is unclear what plans the company has for Australia.

Brixton Crossfire 500

“The launch of the Crossfire 500 is a very important milestone in the history of the Brixton Motorcycles brand. And we are very confident that this model will not only meet the spirit of the times, but above all the tastes of our target group,” explain Michael and Christian Kirschenhofer, owners and managing directors of the KSR Group.

Brixton Crossfire 500

“It all started with the presentation of the first Brixton 125 motorcycle at the EICMA 2016, and from then on it accelerated at an incredible pace! Being different and unconventional was and is the motto at Brixton Motorcycles – always in line with our mantra “Any directions, as long it is your own”. This approach is still very inspiring for us, especially when you see how the team and our large community identify with our brand!”

Brixton Crossfire 500
Source: MCNews.com.au

Motorcycle News, News

CFMoto announce sporty new 300SR learner legal machine

March 24, 2020 mcnews Leave a comment

CFMoto Australia have announced a new motorcycle to join the line-up in 2020, with the 300SR introducing the brand’s first sporty motorcycle in a LAMS friendly package.

2020 CFMoto 300SR

Based around a 292.4cc liquid-cooled single-cylinder powerplant, the 300SR will produce 29.2 horsepower at 8750 rpm and 25.3 newton metres of torque at 7250 rpm, figures similar to those boasted by Honda’s CBR300R, which is no longer offered in Australia after being dropped for the excellent CBR500R that is also learner legal.

CFMoto are promising a quick revving nature alongside strong torque with a double-overhead camshaft design, low-friction coated pistons, and a balance shaft to reduce vibrations. Bosch provide the EFI.

2020 CFMoto 300SR

Brakes consist of a four-piston caliper with 292 mm rotor, while a single-piston floating rear caliper grasps a 220 mm rotor, with both rotors featuring an unusual slotted design. Both are backed up by Continental ABS, ensuring high levels of safety for new riders.

Details on the suspension are sparse, but we do know it wears 37 mm upside-down forks, and single rear shock, with the only adjustability likely to be preload on the rear, representing the bare minimum normally found on bikes in the segment.

2020 CFMoto 300SR

Lightweight wheels are also mentioned, alongside CST radial tyres as standard fitment, with a lightweight integrated frame design. A TFT display is also a standout feature along with LED lights.

2020 CFMoto 300SR

The frame looks to be a trellis item by the photos, with no adjustability of the brake or clutch lever. A simple exhaust with belly mounted collector and exit keep weight centralised and low, while the tail looks a little Ducati inspired. Indicators also appear to be LED, which would be another nice premium touch.

2020 CFMoto 300SR

CFMoto are also promising a range of accessories, with pricing yet to be released, but likely to be highly competitive based on CFMoto’s other offerings. The 300SR is due in Australia in May in Nebula Black and Turquoise Blue.

2020 CFMoto 300SR
Source: MCNews.com.au

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