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.
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.
Supercross champion locks in deal ahead of the new year.
Image: Supplied.
JGRMX Yoshimura Suzuki Factory Racing has officially signed Chad Reed for the 2019 Monster Energy AMA Supercross Championship, a welcomed last-minute deal that will see the Australian legend compete for at least one more season.
Reed initially started testing with the squad in August before competing in a number of events aboard the factory RM-Z450, including the Pro Motocross finale, Monster Energy Cup and the Monster Energy S-X Open Supercross FIM Oceania Champion that he won in New Zealand.
The two-time AMA Supecross and world champion remained committed to the outfit despite not having a deal place for extended period of time, the late announcement coming after an extensive search for funding with the team losing title sponsor Autotrader for 2019.
“Chad Reed is a consummate professional, and I see that he has that hunger to win,” said team manager Jeremy Albrecht. “I’m also eager to see Justin Hill race in the 450 class. The kid is an incredible talent.
“He has really ramped up his training program this off-season. I am looking forward to Weston Peick lining up to the gate when he’s healthy. Peick is a tough person and fierce competitor.”
Reed will join Justin Hill in the premier class as Weston Peick is set return once recovered from his injuries, while the team will continue to field a four-rider 250 squad consisting of Alex Martin, Jimmy Decotis, Kyle Peters and Enzo Lopes.
Our best friend Shane Pacillo, who can’t get enough traveling, just dropped us a note that Piaggio Group and he are excited to be hitting the road to join The Motorcycle Shows Canada for 2019 in all markets: Calgary, Edmonton, Vancouver, Quebec City, Toronto and Montreal. Several of the machines on the sled are being shown for the first time in Canada.
Piaggio Group Press Release:
PIAGGIO GROUP AMERICAS RETURNS TO CANADA’S THE MOTORCYCLE SHOWS DISPLAY TO FEATURE LATEST FROM APRILIA, MOTO GUZZI, VESPA AND PIAGGIO
NEW YORK, 17 DECEMBER 2019 – Piaggio Group Americas, the North American importer of iconic Italian scooter and motorcycle brands Aprilia, Moto Guzzi, Piaggio and Vespa, returns to Canada’s premiere powersports event series, The Motorcycle Shows.
The Motorcycle Shows start the year off strong the first weekend of 2019 in Calgary, and continue to Edmonton, Vancouver, Quebec City, Toronto, and Montreal over the course of January and February.
EVENT DATES:
Calgary Motorcycle Show BMO Centre Calgary Stampede Jan 4, 2019 – Jan 6, 2019
Edmonton Motorcycle Show Edmonton Expo Centre Jan 11, 2019 – Jan 13, 2019
Vancouver Motorcycle Show Tradex Exhibition Centre, Abbottsford, BC Jan 18, 2019 – Jan 20, 2019
Quebec City Motorcycle Show Centre de Foires de Québec City Feb 1, 2019 – Feb 3, 2019
Toronto Motorcycle Show Enercare Centre Feb 15, 2019 – Feb 17, 2019
Montreal Motorcycle Show Palais des Congrès de Montréal Feb 22, 2019 – Feb 24, 2019
Piaggio Group is Europe’s leading two-wheeled manufacturer. With something for everyone, Piaggio Group America’s booth includes highlights of eco-sustainable transportation, category leading performance and electronics, and the ever-present style the Italian manufacturer has become known for.
THE MOTORCYCLE SHOWS WILL FEATURE THESE NEW 2019 MODELS AND MANY MORE:
Now with wings.
APRILIA Aprilia RSV4 Factory 1100: Aprilia RSV4 1100 Factory – the latest step in this evolutionary line – boasts exceptional performance combined with a racing frame and suspension and an electronic controls package, each evolved even further than before. New for 2019, the RSV4 1100 Factory is the lightest, most powerful, and fastest RSV4 ever created, delivering 217-horsepower and race-championship pedigree, the RSV4 continues to be the superbike par-excellence, and category benchmark.
Aprilia Tuono Factory: The new Aprilia Tuono V4 1100 Factory comes standard with the most advanced and efficient electronic suspension system currently available, the latest technological frontier offered by manufacturer Öhlins, developed in close contact with Aprilia engineers. With the upgraded electronic suspension, adjustable to suit any rider need, and along with the inherited RSV4-style tail section, the Tuono Factory is the model of choice for the performance-demanding rider that will not settle for less.
For complete Aprilia range details, visit: www.aprilia.com/ca_EN/
MOTO GUZZI Moto Guzzi V85 TT Adventure: The new V85 platform, built around an entirely new engine, reflects a construction philosophy in which simplicity, practicality and lightness make for an unfiltered relationship between motorcycle and rider. The TT acronym, meaning “tutto terreno”, or all-terrain, it identifies a motorcycle dedicated to travel in its purest and most original form. Moto Guzzi V85 TT combines style features reminiscent of the golden age of motorcycle adventures with the content and functionality of a modern touring enduro. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder.
Moto Guzzi V9 Bobber Sport: The V9 Bobber is the sport custom that breathed life into the medium engine capacity bobber segment. It is a bike with a unique personality, essential in its form and with aesthetics characterized by the black details and its oversize tires. The new model, adding “sport”, stands out for its single- seat lowered saddle which, combined with the usual low drag bar supported by shorter risers, leads the rider to assuming a more accentuated “low-ride” position, compact and sporty. Frame and suspension qualities, riding pleasure and easy handling are enhanced by the Öhlins shock absorbers, adjustable in spring preload and hydraulic rebound and compression, which ensure a greater capacity to dampen small bumps and at the same time provide greater control when riding at high speeds. The unmistakable sound of the Moto Guzzi 850 twin cylinder is emphasized by the street-legal slip-on exhaust painted matte black and with the bottom in aluminum and characterized in the terminal part by a sleek, oblique shape.
For complete Moto Guzzi range details, visit: www.motoguzzi.com/ca_EN/
VESPA Vespa Elettrica: It is not a new electric scooter, it is Vespa Elettrica; a work of art with a technological heart that is born as the symbol of our modern times and the years to come. Vespa Elettrica is the most modern icon of Italian technology, it is synonymous with advanced connectivity and quiet operation, customization and accessibility, respect for the environment and unique style. These are values that have always belonged to Vespa and which now, in Vespa Elettrica, have been fully accomplished, confirming Vespa as the brand that has always been ahead of its times with respect to its market.
Vespa GTS 300: Vespa GTS will go down in history as one of the world’s best loved two-wheelers, the successor to the legendary “Vespone”, the name given to those Vespas with a larger, strictly steel body. Vespas with which to move elegantly around town but that are also ready to travel, or even take on adventures thanks to their increasingly generous engines. The 2019 GTS comes with a new engine, the 300cc hpe (High Performance Engine), fruit of the latest Piaggio Group technology, which aims to create engines that are increasingly advanced and efficient in terms of limiting emissions and consumption. Able to deliver more than 23 HP, this is the most powerful engine ever adopted by a Vespa.
For complete Vespa range details, visit: www.vespa.com/ca_EN
PIAGGIO Piaggio MP3 500 HPE: With MP3 Piaggio has skillfully reinvented urban mobility. The world’s first three-wheel scooter in 2006, Piaggio MP3 has always stood out for its ability to innovate, remaining as the first three-wheeled scooter to produce hold a hybrid engine, come standard with ABS and traction control systems, and today, Piaggio MP3 also becomes the world’s first three-wheel scooter to have a reverse gear. The MP3 500 is a concrete response to the demand for an easy-to-handle vehicle that can conquer the city center as easy as it manages highway and winding road. The two front wheels and exclusive patented suspension system that connects them combine the safety of a car with the simplicity and practicality of a scooter and the fun of a dynamic motorcycle ride on your favorite road.
Piaggio Liberty: A milestone in two-wheeled mobility development. It is synonymous with independence and freedom. Introduced in its first version in 1997, Liberty is one of those rare products that, model after model, has managed to remain faithful to itself and its name, continuously modernizing and meeting the needs of new generations of customers. Piaggio Liberty has skillfully achieved great success, finding favor with the most advanced customers, because of its ability to meet the needs of mobility and freedom with a formula that combined style, light weight, an easy ride and safety. More than two decades later, the Liberty continues to renew itself but it stays in line with the values that inspired the original project and with the goal of meeting the demand – increasingly stronger – for a vehicle characterized by superior quality levels, lightweight and sturdy, easy to use but with impeccable performance and with high technological content at the service of safety, such as the ABS braking system that comes standard on the 150cc version.
For complete Piaggio range details, visit: www.piaggio.com/ca_EN/
The “La Moto Volante” (the Flying Motorcycle) is based on his Lazareth LM 847 with a 350kW, 4.7-litre Maserati V8 that was unveiled at the Geneva Motor Show in March 2016.
The LM 847 actually worked as you can see in this video.
So while this new video teaser does not show it flying, we fully expect he will have a working model that actually flies.
Lazareth rises
La Moto Volante is planned for release on January 31.
It appears that the bike’s wheels rotate outwards when the bike is on its centre stand and then pivot so that they are horizontal.
Then German Jetcat turbines in each wheel fire directly downward to elevate the bike, like a Harrier Jump Jet or a manned drone.
As he says on his website: “With two, three or four wheels, we do not impose any limit for the realization of each new project.”
Quite frankly we much prefer some of his other more-conventional custom bikes such as this Triumph Bonneville Scrambler.
We ave to ask the question … why a flying motorcycle?
It’s not that this will be the first flying motorcycle nor the first commercially available.
The Russian Hoversurf Scorpion hover bikes are now available for sale at $US150,000 (about $A212,500), which is nearly twice the price of the MV Agusta limited-edition Claudio F4.
However, it seems the Lazareth La Moto Volante might be the first that also rides on the road.
With a Mazerati engine and four jet turbines it should weigh a tonne and probably cost a fortune!
Who remembers the zzzing of an old two-stroke Czech CZ trail bike? For the holidays we are launching a series of articles about our readers’ first bike. We start with this article about an old Czech CZ trail bike from London reader Martin Welsh, 55, who says he hasn’t owned a bike since 1986:
In 1977, when I was a 14-year-old kid in the Adelaide hills, and my next brother down was 11, all our mates had motorbikes, and we wanted one. We didn’t even want one each; we were willing to share. We had no money, and Mum and Dad were spending all their money on our schooling, so we never expected to get one. Then one day in 1977, Dad suddenly showed us this ugly thing; a 1973 CZ 175 Trail bike that he had brought home as a surprise.
He’d bought it for $100. It was a 1973 model, but looked like a 1953 model. We had no idea what it was. It was built in Communist Czechoslovakia, and apparently, was the only vehicle exported from behind the Iron Curtain for 30 years, until the Lada cars appeared from Russia in the 1980s. We didn’t know at the time, why they were exported. We were kids. There was no internet then.
The one in the photo (top of page courtesy of classic.motorbikes.net)is a 125cc. Ours was a 175cc. The 250cc and the 380cc all looked the same, and they also came out in red, but most were like ours — baby shit yellow. In fact, their nickname around the world was “the yellow tanks”.
This is not my bike. I have no photos from the 1970s. They came out in a Sport version pictured, and a Trail version. The only real difference was the exhausts and the mudguard heights. As you can see, it was ugly. Look at that friggin headlight! All our friends had Yammies and Hondas, and they were cooler, smaller, lighter, and had nice colours. Most Yammie trail bikes at the time were yellow too, but they were proper yellow; not baby shit yellow.
Photo courtesy of superhunky.com
This is the Trail version, showing exhaust and kickstart gear lever.
So Dad rode it home, pulled into the garage, showed it to us, and then it wouldn’t start again. He had wanted to take us for a ride. We spent the first night pulling the carburettor apart, and the magneto. Dad was a reluctant mechanic, but willing to have a go. However, he got angry with it and went indoors to watch telly. I started reading the extensive workshop manual that came with it, and there started my own willingness to work on machines. As a 14 year old, with the machine in pieces in my hands, I first realised a thing that has dawned on me over and over again in the 40 years since is that we shouldn’t be surprised that they break down. It’s a wonderful miracle that they actually work in the first place!
I didn’t find the solution at that time, and neither did Dad. It’s a two stroke, and they will never make sense. We cleaned everything and reassembled it and on the following weekend, we found it would start with a push, and we went for the ride with Dad, we were supposed to have a few days before. Dad said it wasn’t ours (me and my brother) but we were to share it with him. He had registered it, and intended to use it on the road. We could borrow it, but we had to look after it, as it always had to be roadworthy. We fell in love with the ugly monster.
It was a monster. At 14, I was just nudging 60kg. The CZ weighed 112kg with no fuel in it. We fell over together, a lot! It was also very fast. When we first went riding with our mates, and their much prettier looking Yammies and Hondas, we were a bit embarrassed about showing up on such an ugly duckling, but we soon found that our feelings were unwarranted. Riders of Japanese bikes knew what it was we were riding (we didn’t) and it was respected everywhere we went. People always wanted to swap rides with us. We thought this was cool, because we got to ride the motorbikes we wished we had, but only for a while.
Finally, someone showed me a Motocross magazine, and pointed out that our bike’s bigger sibling — the CZ 250 — had dominated Motocross all over the world for years. These things were famous! Ugly, heavy, communist, powerful, and famous! That’s why they were exported all over the world; they had Respect!
It taught us respect. The power was really unpredictable. At low revs, it was very much like a 4 stroke, with loads of torque, and very easy to ride and manoeuvre. With two hundred revs more, the front wheel was in the air and your were clinging to the handlebars like the streamers they used to put on the handlegrips of brand new kids bicycles, and you were thrown back so hard, you couldn’t stop the throttle! Many times, I crashed, and kind people stopped and peeled my fingers from the right hand grip, to stop the incessant “ZZZZZInger ZZZinger ZZZInger” noise screaming from the exhaust, as I clung on in fear. CZ motorbikes don’t have a pleasant exhaust note.
The thing was, this ugly beast was so strong and unbreakable, that Dad never knew how many times I crashed it. Only torn clothing and missing skin would give the game away; the CZ never got bent. Occasionally, I bent a mirror, and that was easily fixed. It was also so old fashioned that the footpegs didn’t fold up. They were these enormous old 5 inch heavy duty rigid steel things more akin to a Harley, so although we hit the ground horizontally many times, this 112kg beast never broke my ankle; not once. In fact, I found time and time again, the handlebar and footpeg would take all the force, and the side of the tank never touched the ground, so I didn’t even get my knee squashed, and Dad would never know!
There is a big industrial estate in North East Adelaide in Holden Hill, now known as Jacobson Crescent. In 1977, it was empty land. That’s where we used to go riding. Everyone did it; it was great. Even the cops were good to us, as long as we didn’t go into actual roads with the engines running. To us kids, Holden Hill was paradise in those days. One day, I was there on my own, with the baby shit yellow monster. As I said, it had taught me respect. I knew how to ride it by now, and even knew how to fix it when it stopped, which it did — a lot. I was hooning about, minding my own business, and a bloke caught up with me on a Yamaha XT 500, and waved me down. He was about 20. I was about 15. He was riding the Holy Grail of trail bikes in those days. The Yamaha XT 500 was the first big powerful (ridiculously powerful) trail bike. They were starting to win the Paris Dakar Rally at that point. His was about two years old.
He said “I used to own one of these! Mind if I have a ride?” People did that back then. Maybe they still do, but I was a skinny kid, on my own, and nervous. He saw my discomfort and laughed, and said “No, I mean, you can ride mine too!”
Photo courtesy of uship.com
I did! Although still a skinny, lanky kid, I knew this was like giving me the keys to a Ferrari. This motorbike was the most powerful thing in its class, and was about two years old. It had three times the engine capacity of my CZ175, and probably twice the horsepower. He jumped on mine, and went ZZING ZZING ZZINGIN into the distance, like he’d stolen it, and I went gently VROOM VROOM VROOMING behind on this massive four stroke that weighed about the same as the CZ, but with all that extra power. (the seat was lower, and actually easier to handle) I was terrified of the front wheel coming up, so I treated it with even more respect, and found that each time we came around to the same point, my new friend wanted to disappear into the distance at speed in another cloud of Czechoslovakian communist smoke, and he seemed happy that his own XT500 was in safe hands. I loved that afternoon!
My younger brother was far more courageous than me on the CZ. When I look back now, he was a tiny 11 and 12 year old, and used to wind the hell out of that thing. Even now, he is much smaller than me, but even then, he spent more time in the air than on the ground. He didn’t seem to have learned the Respect Lesson I got from the Czech monster. It had a left side kick start, that also doubled as as the gear lever. If you didn’t gauge the compression right while kick starting, it threw you over the handlebars, or broke your ankle. The gear shift (one up three down) required you to take your foot off the peg because the travel was too great, so unless you had enormous clown shoes, you were in danger in a turn. As I suggested earlier, the power was schizophrenic, and unforgiving. These were MAD motorbikes. When you were totally in control, the feeling was unforgettable. When you locked the front on wet ground, your helmet got filled with snails and you wondered why the “ZZING ZZING” sound wouldn’t stop.
I sold the CZ in about 1985. I never rode it on the road. Even Dad lost the urge. I bought a Suzuki DR 250 4 stroke; a wonderful modern powerful 4 stroke, but only registered it for three months. A couple of near misses sent me back to the safety of my Valiant Charger and Bedford van. Mates by then had discovered the Yamaha RD 250. Yamaha RD 250s and RD 350s were built for mental cases. They made my CZ 175 monster seem tame by the 1980s.
Of course, if I owned it now, it would be worth shedloads. What I take from this is; just like my Valiant Chargers (2), they were MAD machines from their time, that I am proud to have owned, and they taught me respect, and also how to fix the bloody things when they stop being MAD.
Yes, I realised tonight I miss that old communist monster.
Change of class for talented duo in next year’s AORC and A4DE.
Image: John Pearson.
KTM Enduro Racing Team has revealed Daniel Milner and Lyndon Snodgrass will remain with the outfit in the 2019 Australian Off-Road Championship (AORC) and Australian Four-Day Enduro (A4DE).
Milner, who will pilot the KTM 350 EXC-F in E2 next year, is coming off of his most successful campaign to date that saw him clinch the A4DE title overall and AORC E3 crown with a perfect win rate, along with earning the elusive outright honours.
The popular Victorian also played an instrumental role in assisting Team Australia to the World Trophy at the International Six Days Enduro (ISDE) in Chile, where he ranked first in the individual standings.
“It’s really good to be back with the KTM Enduro Racing Team and to be riding the KTM 350 EXC-F is honestly really exciting for me as a rider,” said Milner. “Having the year that I had this year, hopefully we can carry that momentum into 2019 – that’s the goal! I’ve been on the new bike already and the agility of it, being so light, makes it so much fun to ride and my speed has been really competitive already.
“I almost rode the 350 when I first signed with KTM, but we went with the 450 back then and won on that, then won on the 500 this year and now I’m aiming to do the same on a different capacity bike again. It’s always good to change it up and I’m super-happy to be with KTM Australia for another year.”
Fellow Victorian Snodgrass, 20, also embarks on his third season with the in-house KTM Enduro Racing Team, putting a stellar year behind him after securing 10 podiums on his way to runner-up in the AORC E2 series rankings.
He was also alongside Milner as a member of the winning Australian ISDE World Trophy team. For 2019, he’ll challenge the E1 category aboard the KTM 250 EXC-F.
“I’m pumped to be part of the KTM Enduro Racing Team again in 2019,” Snodgrass commented. “We’ve had two good years together, so now to be part of the team for a third year is awesome – it’s a great environment to go racing in.
“Next year I will be on the KTM 250 EXC-F and aiming for that top step, so to be working with everybody from KTM Australia again is a real positive for my career and I’m looking forward to it.”
KTM Australia motorsport manager Glenn Kearney commented: “We’re certainly excited to re-sign Daniel Milner and Lyndon Snodgrass for 2019, which will be the third year that they ride with the KTM Enduro Racing Team. Obviously Milner has been very impressive since joining KTM, topping the AORC outright two years in a row and he’s been very dominant along with his success at the ISDE.
“Young Lyndon as well, he’s improved every year and is our young guy coming through that we really enjoy working with. Together and with our major partners back on-board – Motorex, Troy Lee Designs, Dunlop and WP – it’s all looking good for the season ahead. To have Daniel on the KTM 350 EXC-F in E2 will be great to see, while Lyndon will be on the KTM 250 EXC-F in E1 and we’re really happy with that decision also.”
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