Video Interview: Alan Wilzig and Wilzig Racing Manor

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November 10, 2021

Imagine your wildest motoring fantasy and Alan Wilzig is living it. Check out the Willy Wonka motoring equivalent that is Alan Wilzigs everyday life. Get an insight into every motoring fans dream house in this video!

For most well-heeled New Yorkers, the Taconic State Parkway just outside of the hustle and bustle of the city represents a cathartic path to peace and quiet. But for one, Alan Wilzig, the rolling hills and seclusion of Taghkanic, in Columbia County, would provide catharsis of a different kind, best enjoyed on two wheels, or four and right on the limit of traction.

Check out the full write up and tour of the Wilzig Manor compound here…

Topped out with one of the most impressive private collections of bikes, cars and other racing machines, the Wilzig Manor compound is an impressive display from a man who is living his best life. The Wilzig Manor compound also hosts a bi-directional private race track for Alan and his mates to sharpen their skills whenever they like.

Surprisingly, there aren’t many new bikes in the collection, just lots of awesome classics…

Check out the video above to see what it’s like living on one of the best properties in the world, having your own racetrack and owning some of the rarest motorcycles to ever go on sale. Graeme Warring catches up with Alan to get the full story.

Wilzig Manor

With the sheer volume of bikes to work on, there would always be something to do.

The two floors of bikes and cars are a sight to behold. Something that a lot of people would be lucky to see.

The Honda NR750 is the holy grail if his motorcycle collection, with one of the most interesting engine designs ever.

If real life driving is too scary, Alan has you covered with a simulator set-up.

The track is simple yet challenging, with multiple layouts available to tackle, with the option to reverse it too.

But, the track and property have been designed to keep the noise to an absolute minimum to avoid complaints from the neighbours.

Alan is an experienced four and two wheel racer.

“I counted 28 of them ranging from the first generations to the most current.”

New Products: IXON Vendetta Evo Jacket

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November 10, 2021

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IXON say their new Vendetta Evo Jacket is just as efficient and even more versatile than it’s racing counterpart. Check out the video Cassons have put together on this great leather jacket that will keep you safe on the road and even at track day events!

The new Vendetta Evo jacket benefits from all the same innovations of IXON’s racing development in MotoGP while providing optimised ventilation and freedom of movement, without any compromise to the riders’ safety. Featuring a thick & supple cowhide, highly ventilated Aerodynamic hump with air extractors, dual density shoulder cups and certified to level AAA. Contact Cassons for stock availability information!

The Vendetta Evo Jacket is on sale in Australia now for an RRP $799.95, contact Cassons for more info!

IXON Vendetta Evo Jacket Features

RRP $799.95
CE model- AAA
Elbow-shoulder CE protectors Level 1
Securized stitching
Thick and supple cow leather
Compatible with Ix airbag-U03 vest
Reinforcements with material complexing on areas exposed in case of fall (double layer of leather, 3D AIR SPACER mesh) for safety and and better airflow (chest, biceps, triceps, shoulders)
High abrasion resistance synthetic fabric reinforcements to secure stitching on forearms
Thumb loop straps (which prevent the sleeve from coming up in case of a fall)
Reflective stripes on biceps and bottom back

Riding Tips: Choosing The Right Riding Gear

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November 10, 2021

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One of the most important, but often overlooked areas of motorcycling is the clothes we wear when riding. I use the term clothes; because in its basic form, that is what it really is, it is the garments we put on to go riding.

As dramatic as it sounds, your choice of clothing on the bike could be a matter of life or death when you come off.

Being humans, we are very individual in the way we think, act and appear, clothing is a very personal and individual thing, it is for some a way of expressing who they are, who they follow in racing, what they want to project to another person or they just simply want to have protection from the elements and in the worst case scenario, from a crash.

This thought can then be extended into the different areas of motor cycling, trail riders, Motocross riders, Trials riders, Road racers, weekend riders, commuters, tourers, learners, pillions and casual riders.

It may be daunting at first to choose what you’re going to buy, but there are plenty of trusted brands!

Open any motorcycle magazine and you will find pages of ads that are promoting a certain brand, style, comfort level and safety level in their clothing. Clothing also extends to Helmets, boots, gloves, eye protection, body armour and so on. For all of us this can be quite daunting when trying to work out what may be the best or in many cases the most affordable items to by for your riding style and type.

Looks or Style:
To many riders, this is a very important part of their individuality and motorcycle life. We can have extremes at both ends of this, ie, the outlaw bikie, the tattooed and unwashed of the motorcycle world, they wear nothing but what the club has laid down in their laws, as riders they tend to shun away from safety gear, wear open face, cheap helmets, sunglasses are optional for eye protection, Jeans, boots rarely gloves and plenty of patches.

We can also have the weekend warrior, the Claytons clubbie, they can usually be found in groups outside the local Cafe sipping on latté, they are normally much cleaner, the bikes are cleaner and they also have the open face helmets, although they tend to be less stubborn on this subject and will wear a full face if the weather is bad.

We aren’t saying you need to head out on the road in one piece leathers all the time but it pays off to have every part of you covered with some quality material.

Then we have the Beach rider, thongs, board shorts and singlet, these guys are actually good value, their bikes are always very low in kilometres when they sell them, probably to do with the amount of time they sit in the shed waiting for the owner to re grow skin to 90% of his or her body after the crash on the first day of summer two years ago.

There are also a lot of us that have our hero’s in the racing scene, many of us buy replica leathers, helmets, gloves, boots and so on, even the bikes we ride we copy our hero’s, I swear, last weekend I saw Rossi, Stoner and Baylis on the Old Road! For others, it is nothing more than being very practical in what we wear and ride in, we look for weather protection and safety first and then think about the style of the item.

Worried about the rain while you’re out on track? Don’t stress, you can get wet weather covers to go over your leathers and riding gear.

Weather protection:
Everyone has a comfort zone, everyone has a expected or accepted level of protection they want. We see it every time we go for a ride. On hot days, the guys that wear T shirts because it’s hot, the guys that still wear leather jackets in the heat. The riders that at the first drop of rain stop, normally under a bridge or overpass and put the wet weather suit out, or the rider that will take the gamble and not have a wet weather suit.

The distance of your ride can have a big impact on your choice of weather protection, there’s nothing worse than getting soaked to the skin in the first km’s of a thousand km trip. It can also be just as frustrating to spend 15 mins getting into your wet weather gear to find it turns into a 38 degree day just 10 mins up the road.

Its imperative to get a good quality lid.

Now days you don’t have to break the bank to get something highly protective.

Budget:
One of the biggest influences on what we buy. Everyone has a budget, everyone has an opinion on what is too expensive or too cheap. This is where you have to do your home work, shopping around with different suppliers of product, getting feedback from people about a particular brand or style of clothing or helmet, getting into stores and physically trying stuff on. These things all help to give you a chance to make a valued decision on how much you are prepared to spend.

Safety Helmets are required by law in Australia to meet a certain level of safety, from the very cheap helmet to the most expensive, they all must meet that level of safety to be sold in this country. The more exotic the materials the more you pay, the flasher the paint work, the more you pay. Yes some brands offer a much higher level of protection, but the final choice is yours. There are no regulatory standards for clothing for road use, different suppliers offer certain information on their product, abrasive tests and so on. Try to buy what you can afford but with the highest level of protection for your money.

“You may learn the hard way after a crash that the thongs and shorts weren’t such a good idea after all.”

Understanding:
A strange category. What I mean by this, is an understanding of what you want from your safety gear. Do you want the maximum protection from a crash? The maximum protection from the elements? Clothing that offers some built in protection but not over the top in both price or safety? Do you want to just ride in jeans and T shirt and not be concerned about the consequences? Many riders don’t understand these questions and don’t know how to come to a decision as to what is best or needed by them. Experience is one of the ways to learn how to make that choice, but experience can come at a cost, you may learn the hard way after a crash and then realise that the thongs and shorts weren’t such a good idea after all. Each rider has to make that decision before he rides, and each of us as individuals, will make different decisions. Let’s all hope we make the right ones.

You have to decide what you want out of your gear.

Riders will often have a few different combinations for different styles of riding.

Type of riding:
This goes back to what was said earlier, there are so many different forms of riding, from racing to road riding. If you were doing a track day, you wouldn’t turn up in jeans and runners, you would make sure that you had the appropriate clothing for the day, the same goes for riding down to the corner shop, it’s easier to leave the thongs and shorts on, but is it really the correct way to ride? The old saying, horses for courses is true, pick you clothing to suit the riding. Types of safety gear out there is immense, let’s look at what you can get and what you really need for a particular discipline of riding.

Trail riding / motocross:
Weekend trail riding in one of the biggest actives in the world. Protective clothing is a must, There are very few of us that go all day on the trails without some sort of fall or obstacle being flung at you. Helmets are different to road helmets, usually very light, large peaks and open frontal areas for goggles to fit. Boots are very tough robust and rigid to support the foot, ankle and lower leg from injury and obstacle ( rocks, stumps and the like) that may be in your way or you land on.

Body armour is very extensive, Back, chest, knee, elbow, neck and hands all need to be protected for motocross.

Body armour is very extensive, Back, chest, knee, elbow, neck and hands all need to be protected. The type and style of this can vary, but it is very very different from what you may have as a road rider. Pants and shirts are usually light and offer minimal protection, the armour is relied on quite heavily to do this task. Cuts, grazes, bruising and broken limbs are part of the sport so protection is a must.

The Scratcher
This type of rider is there in big numbers, many have a type of bike that has some form of link to racing or has been modified to be better than stock. The riders usually take pride in what they ride, as a result they know that protection is vital if they are going to have a play on their favourite bit of road. These riders tend to have two piece or one piece leathers, back protectors, armour in their leathers, good quality gloves and good quality helmets.

Just remember, chicks dig scars, tattoos get erased with gravel rash, bones break, sometimes bones don’t heal, but we are only here once, and we should all try to make it a long and happy riding life.

The track rider / racer
At the high end of the sport where speed and pushing to the limits is an everyday occurrence, the need for top quality safety gear is a must. One piece leathers with built in armour, additional back protector and chest protector are the norm, quality gloves, top level boots and helmets are also a must for these riders. Coming off the bike at extreme high speed requires a very, very high level of safety gear.

All The Australian Racing & Track Day Contacts You’ll Need!

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PB

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November 10, 2021

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If you want to kick start your racing career or just head out for a track day then we have you sorted. Check out the list of contacts below, with everyone from Motorcycling Australia to SMSP Ride Days, there’s someone on hand to help out with any questions you may have!

Thinking about getting into racing or just want to do a track day? Check out our list of contacts to help get you started.

Road Racing State Governing Bodies

MOTORCYCLING NEW SOUTH WALES

Address: 9 Parkes Street,
Harris Park NSW 2150
Phone: (02) 9635 9177
Web: motorcycling.com.au

MOTORCYCLING QUEENSLAND

Address: 2/8 Gordon Street,
Ipswich Qld 4305
Phone: (07) 3281 2255
Web: mqld.org.au

MOTORCYCLING WESTERN AUSTRALIA

- Address: 46 Seventh Avenue,
- Marylands WA 6051
- Phone: (08) 9371 5333
- Web: motorcyclingwa.org.au

MOTORCYCLING SOUTH AUSTRALIA

Address: 251 The Parade,
Beulah Park SA 5067
Phone: (08) 8332 9000
Web: motorcyclingsa.org.au

MOTORCYCLING VICTORIA

Address: Suite 125/9 Hall Street
Port Melbourne, Vic 3207
Phone: (03) 9673 0600
Web: motorcyclingvic.com.au

MOTORCYCLING TASMANIA

Postal Address: PO Box 269,
Port Sorell Tas 7307
Phone: (03) 6428 7567
Web: mtas.org.au

MOTORCYCLING NORTHERN TERRITORY

Postal Address: PO Box 154,
Howard Springs NT 0835
Phone: (08) 8983 2200
Web: mant.org.au

RIDE DAY COMPANY CONTACTS

CALIFORNIA SUPERBIKE SCHOOL

Ph: 1300 793 423
phillipislandridedays.com.au
superbikeschool.com.au
Locations: Phillip Island, Vic

CHAMPION’S RIDE DAYS

Ph: (07) 3287 4144
championsridedays.com.au
Locations: Broadford, Winton, Queensland Raceway, Barbagallo, Lakeside, Mallala

TOP RIDER

Ph: 1300 13 13 62
toprider.com.au
Locations: Marulan, Eastern Creek, Gold Coast

TRAKDAYZ

Ph: 0401 484 898
trakdayz.com.au
Locations: Barbagallo, Collie

XTREME RIDE DAYS

Ph: (02) 4823 5711
formula-xtreme.com.au/RideDay
Locations: Wakefield Park, NSW

RIDE DAYS WA

Ph: (08) 9409 1002
ridedayswa.com.au
Locations: Barbagello, Collie

2021 EWC Superstock Championship Round Up

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PB

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November 10, 2021

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BMRT 3D Maxxess Nevers claimed their first FIM Endurance world cup this season ahead of No Limits Motor Team and National Motos Honda. Some other Superstock teams also got noticed in the course of an eventful season.

BMRT 3D Maxxess Nevers won their first FIM Endurance world cup in style. The Kawasaki-mounted privateer French team were the second Superstock at the 24 Heures Motos and won the next two races, Estoril and the Bol d’Or. In fact, BMRT 3D Maxxess Nevers were third overall at this year’s epic Bol d’Or. Having won the world cup before the final race in the Czech Republic, Romain Mangé’s team were keen to compete in the 6 Hours of Most, but they crashed out and were forced to retire.

The Superstock heroes at the final were the Italian Suzuki-mounted No Limits Motor Team. After two podium finishes, at the 24 Heures Motos and the Bol d’Or, they won the 6 Hours of Most. This year too, like last year, No Limits Motor Team were the FIM Superstock world cup runners-up.

This season’s third Superstock team, National Motos Honda, were the favourites after a win at the 24 Heures Motos and a second-place finish at the 12 Hours of Estoril. But the Bol d’Or proved fatal to the Paris dealership’s team and to many other squads. Falcon Racing wrapped up their finest season to date. Thanks to their consistency, the French team on Yamaha finished fourth by scoring important points in each race.

Team 18 Sapeurs-Pompiers CMS Motostore wre hoping for better than fifth place this season. The French team on their red Yamaha were among the favourites, but the season got off to a rocky start at Le Mans. The Yamaha 18 was involved in a collision of several bikes on the first lap. Team 18 Sapeurs-Pompiers CMS Motostore were on the Superstock podium at Estoril, but were forced to retire at Bol d’Or.

An exciting but short season for the Endurance World Championship, with some rounds being cut short due to COVID-19.

Energie Endurance 91 made a leap forward in the Superstock hierarchy. Sixth this season, the French Kawasaki-mounted team finished in style by winning third place in the Superstock class at the 6 Hours of Most. Pitlane Endurance were absent from the final at Most but finished seventh in the 2021 Superstock classification after featuring in the Top 10 in the first three races of the season, including a fourth at the 24 Heures Motos.

Classified eighth in 2021, RAC41 ChromeBurner got off to a shaky start but obtained their finest result at the Bol d’Or. The French Honda team finished fourth overall and second in the Superstock class at Le Castellet. The season was up and down for the squad classified ninth, Team 33 Louit April Moto(Kawasaki), who took 12th place at Le Mans and retired from the Bol d’Or but won a fine 4th place in the Superstock class at Estoril.

It was anyones year for the taking with so few races on the calendar, most teams made a big impact.

OG Motorsport by Sarazin (Yamaha) finished as the 10th Superstock team thanks to a 4th-place finish in the category at the Bol d’Or. JMA Motos Action Bike (Suzuki), eleventh, finished all their races except the Bol d’Or (due to a crash in the very early stages). JMA finished fifth in the Superstock class at Most. They are ahead of TRT27 Bazar 2 la Bécane (Suzuki) and Players (Kawasaki) in the classification. Wójcik Racing Team 2, who made a big impact last season, finished as 15th Superstock this year.

Other noteworthy performances included a 5th place in Superstock at Estoril for Slider Endurance who are classified 17th, a 4th place in Superstock at Most for the Italian team Aviobike who are 18th, a 6th place in Superstock at the Bol d’Or for British team ADSS 97who are 20th and a 7th place in Superstock at Le Mans for LH Racing who are classified 21st. British Endurance Racing Team and Team 202 also scored points, at the 12 Hours of Estoril and the 24 Heures Motos respectively, which enabled them to write their names in the Endurance annals in the Superstock class.

Team Specialist Suzuki To Sit Out ASBK Grand Finale

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November 10, 2021

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While the final round has been confirmed for the COVID-interrupted 2021 Australian Superbike Championship (ASBK), Team Specialist Suzuki say they will instead focus attention on preparing for the 2022 season.

Team Specialist Suzuki have made the decision to miss out on the final round of the 2021 ASBK season.

After many conversations between the team, rider, and sponsors, a tough decision was reached by Team Specialist Suzuki as the team confirms they will not contest the final round of the 2021 Australian Superbike Championship (ASBK) at The Bend Motorsport Park early next month.

Team Specialist Suzuki Principal, Scott Noble: “In our first ASBK season, the goal was progression both with Yanni’s results on the track, and how we worked as a team, and although our season was cut short due to the lockdowns and border closures around the country, I think we saw a lot of improvement on both fronts. We presented well, Yanni continued to improve, and we worked well together to keep improving the bike. The majority of our equipment has been held in Queensland, originally placed there after Darwin in preparation for the Morgan Park round, but essentially trapped there by the escalations in restrictions.”

“Being one of the few Sydney-based teams and the location of our equipment, it really limited Yanni’s ability to ride the Superbike in the five months since Darwin. It was a hard decision to make, but as team we decided that it would be best to forgo the last round of ASBK and instead focus our efforts on the 2022 season. I can’t thank our partners, and each individual that worked to create Team Specialist Suzuki. Their support throughout the year has been terrific, despite so many unknowns about how the season would progress with Covid restrictions across the country. In saying all this, I’m really excited for what 2022 brings!”

#333 Yanni Shaw: “I’m disappointment to not be racing at The Bend for sure, but I completely agree with the decision we made. 2021 was about coming together and growing as a team, in every aspect, and in that respect the consensus to not race is another sign of our commitment to the longer term success of Team Specialist Suzuki. With restrictions easing, I’ll now take the opportunity to get back on our GSXR1000-RR Superbikes to keep working both on the development of the bike and bike fitness.”

Yanni says he will be looking to improve his fitness ready for a full ASBK season, hopefully uninterrupted by COVID.

“Our plan through summer involves as much track time as possible including the St. George Summer Series running this year at Sydney Motorsport Park. The whole Specialist Suzuki Team is amazing and we really have become a family. I can’t thank Scott enough for the opportunity to ride in their inaugural season and Dougie for the countless hours behind the scenes working to get the most from the bikes. Our sponsors have gone above and beyond to help us, I really appreciate the support they’ve shown and the whole team.”

MotoGP: Pecco secures the Constructors’ crown for Ducati

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November 9, 2021

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In an exciting Portimao race weekend, Francesco Bagnaia (Ducati Lenovo Team) was unstoppable at the Grande Prémio Brembo do Algarve and picked up his third victory of the season, with his latest 25-point haul handing Ducati the 2021 Constructors title too.

Joan Mir (Team Suzuki Ecstar) and Jack Miller (Ducati Lenovo Team) completed the podium as the race ended slightly prematurely, with Iker Lecuona (Tech3 KTM Factory Racing) and Miguel Oliveira (Red Bull KTM Factory Racing) crashing at Turn 13 and bringing out the red flags. Riders ok, Oliveira also headed to local hospital for further checks.

Rewinding to the start, Miller propelled his GP21 off the line very well and grabbed the holeshot diving down the hill into Turn 1, but the Australian was slightly wide, allowing polesitter Bagnaia through and into the lead. Lap 1 saw Mir then pass Miller at Turn 8, the Spaniard making his front row start count, with Fabio Quartararo (Monster Energy Yamaha MotoGP) losing a couple of positions in the latter half of the top ten.

Bagnaia and Mir had the hammer down at the front, soon nearly a second clear of Miller. The Australian had Jorge Martin (Pramac Racing), Alex Marquez (LCR Honda Castrol) and Quartararo in hot pursuit too, with a duel followed by a group how it was looking early doors. And Bagnaia really started to get the hammer down on Lap 7, his lead up to seven tenths over Mir, who in turn was a second up the road from Miller. Third place soon went to Alex Marquez though, the double World Champion getting the job done at Turn 1 at the beginning of Lap 12.

As things stood then, with Bagnaia leading and Quartararo seventh, Ducati would be crowned Constructor Champions. And Pecco’s lead was stretching. With 12 laps to go, it was up to nearly two seconds over Mir, who in turn had a second and a half over Alex Marquez. For the Ducati in the lead, it only increased and Bagnaia was nearly two and a half clear with nine to go.

Mir, meanwhile, was holding Alex Marquez and Miller at bay by just over a second, with Martin, Johann Zarco (Pramac Racing) and Quartararo a second and a half down on the podium fight in turn. A fantastic fight between Marquez and Miller was unfolding for the final podium spot too. Turn 1 witnessed Miller dive up the inside of the Honda, but Marquez was able to make the cutback work – so it was as you were with six laps to go. Quartararo was struggling to dismiss Pramac duo Martin and Zarco too, with Pol Espargaro (Repsol Honda Team) soon joining the scrap for P5.

With five to go, at Turn 5, it was done and dusted for the newly-crowned World Champion though. Quartararo slipped out of contention and suffered his first DNF of the season – rider ok after a fairly drama-free lowside. Focus turned then turned to the Miller vs Alex Marquez fight just up ahead, the Aussie still leading that ding-dong, with everything boiling up for a final lap scrap.

The last lap didn’t arrive, however, as a crash involving Lecuona and home hero Oliveira at Turn 13 brought out the Red Flags. Both riders were conscious and eventually up on their feet, but with three-quarters of the race completed, the race was declared a result at the beginning of Lap 24. It was investigated and no further action deemed necessary. Lecuona made his own error and unfortunately made contact thereafter with Oliveira in some pure bad luck for the home hero.

With that thought, it was done: Pecco’s victory ensures Ducati retain their Constructor crown, and it was a fantastic way to bounce back after the disappointment suffered by the Bologna camp at Misano. Mir returns to the rostrum for the first time since Aragon, and from his first MotoGP™ top three in qualifying, also turning his fortunes around after a tough Emilia-Romagna GP. Miller too ends a podium drought that stretched back to the Catalan GP, although the Aussie was ready for a 2014 Moto3™ re-run, with ‘heaps of tyre’ ready to fight it out.

Still, Alex Marquez’ fantastic weekend ended with the Spaniard unluckily missing out on a chance to attack for the podium, but it was nonetheless a brilliant ride from the LCR Honda Castrol rider – a best result of the season for the number 73. Zarco claimed a lonely P5 in the end, but it’s a result that confirms the Frenchman as the top Independent Team rider in 2021. Pol Espargaro’s P6 was a job well done for the Spaniard, and talking of jobs well done, the rookie in seventh impressed.

Only a few months on from his Turn 7 horror crash, Martin returned to Portugal and picked up an impressive result to help Pramac Racing become Independent Team Champions – with Martin now just three points down on Enea Bastianini (Avintia Esponsorama) in the Rookie of the Year fight. Alex Rins (Team Suzuki Ecstar) finished eighth ahead of Bastianini in ninth, with Brad Binder (Red Bull KTM Factory Racing) rounding out the top 10 from the near back of the grid.

Takaaki Nakagami (LCR Honda Idemitsu), Luca Marini (Sky VR46 Avintia), Valentino Rossi (Petronas Yamaha SRT), Andrea Dovizioso (Petronas Yamaha SRT) and Marc Marquez’ stand-in Stefan Bradl (Repsol Honda Team) completed the points, with Maverick Viñales (Aprilia Racing Team Gresini) and Franco Morbidelli (Monster Energy Yamaha MotoGP) the other finishers in Portimão as Aleix Espargaro (Aprilia Racing Team Gresini) and Danilo Petrucci (Tech3 KTM Factory Racing) suffered DNFs.

One round now remains, and Pecco is back on top! The Italian has secured the silver medal in the MotoGP™ World Championship, as well as helping Ducati secure the Constructor crown. Now, Ducati Lenovo Team and Monster Energy Yamaha MotoGP go head-to-head for the Team Championship in Valencia. The season finale is just around the corner – don’t miss out on all the action as MotoGP™ returns next weekend!

Francesco Bagnaia: “I’m very happy, we did an enormous job this weekend. I enjoyed every session, from the start my feeling with the bike was incredible. I enjoyed the race a lot, but the Red Flag was scary but fortunately everyone is ok. I’m happy about that, it was better to finish with the chequered but I’m glad everyone is ok. Enormous job, we won the constructor’s Championship which is so important for us, we’re leading the Team Championship, another great thing. And I think I’m definitely runner up in the Championship now so we did a good job this weekend.”

MotoGP™ podium (Full Results Here)

1 Francesco Bagnaia – Ducati Lenovo Team – Ducati – 38’17.720
2 Joan Mir – Team Suzuki Ecstar – Suzuki – +2.478
3 Jack Miller – Ducati Lenovo Team – Ducati – +6.402

Moto2
Remy Gardner (Red Bull KTM Ajo) secured what’s likely the most important victory of his career at the Grande Prémio Brembo do Algarve and now takes a 23-point lead into the final round in Valencia. The Australian got the better of rival and teammate Raul Fernandez as the Spaniard had to settle for P2 despite an early lead. Sam Lowes (Elf Marc VDS Racing Team) completed the podium, ultimately less than a second away from Fernandez.

As the lights went out, Raul Fernandez and Gardner both made good starts and they launched into Turn 1 as they lined up on the grid – P1 and P2. Marco Bezzecchi (Sky Racing Team VR46) made a lightning start from seventhto push his way up into P3 in the opening exchanges too, and the Italian was soon ahead of Gardner to boot. The top three – Raul Fernandez, Bezzecchi and Gardner – were split by just over a second in the early stages, with Cameron Beaubier (American Racing) in an impressive fourth, two seconds down on the podium fight.

After shadowing Bezzecchi for a few laps, Gardner was back up into P2 on Lap 9, with Raul Fernandez’ lead standing at just over a second. As things were, the gap between the Red Bull KTM Ajo pair would have been 13 points heading to Valencia, but Gardner was starting to reel his teammate in…

Turn 1, Lap 13. Gardner, with more grip, was truly on the scene and passed Raul Fernandez down the hill. Bezzecchi was three seconds further behind, so it looked set to send in a duel, but Gardner wasn’t pulling away. The number 25 of his teammate was latched onto his rear tyre, with Lowes the new threat in P3 as the Brit caught and passed Bezzecchi. Heading into the final five laps, Raul Fernandez was still hanging in there but couldn’t get close enough to make a move. But with three to go, the gap went up over a second, and it only increased from there…

By the last lap, Lowes was lapping nearly a second a lap quicker than Raul Fernandez too, and if the number 22 overtook the number 25, that would hand the title to Gardner. And the Brit got close but not quite close enough, with Gardner taking 25 points under extreme pressure and in a fair bit of pain after his crash on Friday. Fernandez hung on in second, and Lowes completed the podium after another good ride at the front, pulling a little more clear in fourth overall heading to Valencia.

Aron Canet (QuieroCorredor Aspar Team) ultimately pipped Beaubier to P4 but the duo crossed the line just 0.005 apart, and the American equalled his best Moto2™ result. Celestino Vietti (Sky Racing Team VR46) claimed P6 as the Italian once again impresses, the rookie beating Jorge Navarro (Termozeta Speed Up) by eight tenths. Bezzecchi slipped from P2 to P8 at the chequered flag. Augusto Fernandez (Elf Marc VDS Racing Team) and Marcel Schrötter (Liqui Moly Intact GP) rounded out the top 10.

Fabio Di Giannantonio (Federal Oil Gresini Moto2) couldn’t covert a front row start into a podium, finishing P11, with Hector Garzo (Flexbox HP40), Stefano Manzi (Flexbox HP40), Marcos Ramirez (American Racing) and Bo Bendsneyder (Pertamina Mandalika SAG Team) grabbed the final points.

Gardner’s victory sees him have one hand and four fingers on the 2021 Moto2™ World title, but it’s not over until it’s over. A phenomenal season finale is coming up in Valencia between the Red Bull KTM Ajo duo… so who comes out on top after a thrilling season?

Moto2™ podium (Full Results Here)

1 Remy Gardner – Red Bull KTM Ajo – Kalex – 39’36.275
2 Raul Fernandez – Red Bull KTM Ajo – Kalex – +3.014
3 Sam Lowes – Elf Marc VDS Racing Team – Kalex – +3.899

Moto3
In an unbelievable Moto3™ Grande Prémio Brembo do Algarve, Pedro Acosta (Red Bull KTM Ajo) took both victory and the 2021 World Championship in a dramatic penultimate round of the season. Dennis Foggia (Leopard Racing) was taken out at Turn 3 on the final lap after leading for much of the race, the Italian experiencing some late heartbreak after a sensational run of form. After that incident, Andrea Migno (Rivacold Snipers Team) and Niccolo Antonelli (Avintia VR46 Academy) came through to complete the podium behind Acosta.

Polesitter Sergio Garcia (MuchoNeumatico GASGAS Aspar Team) grabbed the holeshot into Turn 1, with Adrian Fernandez (Sterilgarda Max Racing Team) getting the better of John McPhee (Petronas Sprinta Racing) down the hill. Foggia lost a couple of places on the first lap but the pocket rocket slipstreamed his way to P1 at the beginning of Lap 2, with Acosta 12th at the end of the first lap.

However, Acosta was carving his way through the pack and soon enough was 6th. Foggia, up front, had a stellar Lap 3 to set the fastest lap of the race and stretch a lead over Darryn Binder (Petronas Sprinta Racing) to over half a second, but Acosta remained on the march and was up to P4 after passing Fernandez and McPhee – the latter crashing unhurt at Turn 13 on Lap 5.

By Lap 9, Acosta finally got the better of Binder into Turn 5 and the top two in the title chase were now 1-2, with Foggia leading Acosta. Diving down the hill into Turn 1 on Lap 10, the number 37 then led for the first time. However, he was wide, allowing Foggia and Binder to get back past. Now though, Acosta had his teammate Jaume Masia with him in the fight at the front too…

Just like that, Masia was past Acosta at the start of Lap 13, then shoved his way up the inside of Foggia at Turn 3. Masia sat Foggia up, the Spaniard taking the lead and Acosta following him through. Turn 5 on the same lap saw the Championship leader then take the lead again too, but Masia returned the favour on the front straight. Acosta then looked behind him and lost some time, dropping to sixth as Foggia got back into the lead.

Five to go it was Foggia-Binder-Acosta, and at his favoured Turn 13, the number 37 grabbed second from Binder and once again the two title contenders were leading the group. With four to go, it was as you were. With three to go, not quite. Turn 3 saw Acosta overtake Foggia, and Turn 5 then saw Masia crash out of the battle.

Two to go. Foggia reeled in Acosta and a brilliant move up the inside at Turn 11 gave the Italian the lead once more as the riders clocked onto the final lap: Foggia 1st, Acosta 2nd. But then the drama came at Turn 3. Acosta dived up the inside for the lead, and behind them Binder was in hot. The South African collided with the back of Foggia, who crashed, with Garcia also getting caught up in the incident. And that, ultimately, was all she wrote for Foggia’s title chances.

Acosta kept it pinned up ahead and making no mistake on the last lap, took victory. From P14 on the grid to the top step, he is the 2021 World Champion. Migno and Antonelli avoided the Turn 3 drama to come through, the Italians getting the better side of luck this time around to complete the podium.

Jeremy Alcoba (Indonesian Racing Gresini Moto3) picked up P4 ahead of Izan Guevara (MuchoNeaumatico GASGAS Aspar Team) and Ayumu Sasaki (Red Bull KTM Tech3) – the latter duo producing fine performances after taking Long Lap penalties in the race. Romano Fenati (Sterilgarda Max Racing Team), Xavier Artigas (Leopard Racing), Tatsuki Suzuki (SIC58 Squadra Corse) and Filip Salač (CarXpert PrüstelGP) rounded out the top 10.

Fernandez, Carlos Tatay (Avintia Esponsorama Moto3), FIM Moto3™ Junior World Championship riders Daniel Holgado (Red Bull KTM Tech3) and Joel Kelso (CIP Green Power), and Alberto Surra (Rivacold Snipers Team) completed the points. Binder, after causing the crash that saw Foggia and Garcia go down on the last lap, crossed the line in P4 but was then disqualified from the race.

So there we have it – Pedro Acosta is the 2021 Moto3™ World Champion. A young Spaniard taking the world by storm, Acosta has been nothing short of phenomenal this season and becomes the first rookie lightweight class Champion since Loris Capirossi in 1990. Commiserations to Foggia, who now heads to Valencia hoping to end his classy campaign on a high, but both riders have given us a title chase to remember. As has Garcia in the earlier season – and the Aspar rider’s record at the Circuit Ricardo Tormo teases a highflying end to the season….

Moto3™ podium (Full Results Here)

1 Pedro Acosta – Red Bull KTM Ajo – KTM – 38’04.339
2 Andrea Migno – Rivacold Snipers Team – Honda – +0.354
3 Niccolo Antonelli – Avintia VR46 Academy – KTM – +0.880

Leatt GPX 3.5 Neck Braces Back In Stock At Cassons

By

PB

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November 3, 2021

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Cassons have just received their latest stock containing the popular Leatt GPX 3.5 Neck Braces. A neck brace is a must have in any motocross riders gear bag, stay safe while out on the dirt with the GPX 3.5. You can pick one up through Cassons now for an RRP of $459.95!

Check out the video above to see the amount of work that Leatt put into their neck braces to ensure your safety. Vigorous testing and manufacturing standards all go into making a top quality product.

Cassons say they understand the need for products for all pockets, the Leatt 3.5 neck brace is lightweight, has an adjustable rear thoracic and is super stylish, this makes the 3.5 a great buy. The brace is designed to allow the forces during an accident to be reduced and transferred through the brace into the strong muscles of the body rather than the small fragile bones in the neck.

The Leatt GPX 3.5 Neck Brace is available now from Cassons in either black or white for an RRP of $459.95.

The RRP of $459.95 is a small price to pay for a product that will keep one of the most important parts of your body protected and ensure that the brace stands the test of time. Head to the Cassons website here to find out more, or check with your local motorcycle store for stock availability.

New Products: O’Neal 5 SRS Helmets

By

PB

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November 3, 2021

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Cassons have the latest stock of O’Neal Helmets including the new 5 SRS lid. The helmet has everything you need to stay safe out on the dirt, plenty of colour and livery options are available. The new O’Neal helmet comes in at a very affordable price, check out all the options below!

“The new O’Neal helmet has everything you need to stay safe out on the dirt, plenty of colour options are available.”

The racing inspired lid has a Polycarbonate/ABS shell construction and weighs in at just 1380grams! The Coolmax liner is ultra-plush and is easily removed to be washed.

The adjustable visor design helps you set the 5 SRS how you like and the multiple air vents will keep you cool and dry!

The O’Neal 5 SRS is available through Cassons here or at your local motorcycle store. Sizing starts at XS and goes up to 2XL while pricing is set at $179.95! Check out the 2021 O’Neal catalogue here. It includes plenty of high quality and affordable riding gear to keep you safe out on the dirt without breaking the bank, grab a new lid today!

Launch Report: 2020 Yamaha YZF-R1 & R1M

By

PB

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November 3, 2021

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In 2015 the current generation YZF-R1 and YZF-R1M models were launched to the World’s press at the iconic SMSP Raceway here in Australia. After the first then second generations of the crossplane crankshaft R1, which never really set the tracks on fire like the previous (and now sought after) screamer models did, it was crucial that Yamaha came up with something special to regain the status that the mighty R1 had enjoyed since it blew our minds in 1998.

The 2020 Yamaha YZF-R1 and R1M, major engine updates and some small chassis changes for the new bikes.

Litre sportsbikes are nowhere near as popular as they once were thanks to the fun police and the price. For most manufacturers, though, their 1000cc or superbike class models are, thankfully, still their premium and most celebrated models and the YZF-R1 remains Yamaha’s pride and joy – a chance for them to showcase engineering, electronic and race-bred wizardry. And they do it well…

Check out our other street bike tests here…

I recently attended the Australian launch of the new models. It was held at a Yamaha R Series ride day, with half a dozen 2020 R1s on hand and the opportunity to do some sessions. It was a good chance to run through the additional electronics, get a feel for the revised suspension and brakes and see how the engine stacks up now that is is Euro 5…

Jeff headed out to the 2020 R1 and R1M launch at the fabulous SMSP to see how they handled track riding…

The only changes to the engine seem to me on paper to be for environmental reasons – Cat converters (four of them) moved closer towards the exhaust ports/headers so they get hotter quicker and burn more poison earlier, a more restrictive muffler, injectors moved and with fewer holes, revised camshaft profiles and rocker arm/valve acceleration ratio for improved efficiency and full cable-less RbW to give the software engineers complete control over how much juice is burned versus how much juice the rider wants to burn. So nothing too major engine-wise but still a cracker of a motor…

Take that huge exhaust system off and the new R1 engine will come to life…

What Yamaha have managed to do though is to meet Euro 5 while maintaining the same output as before, which is a massive feat for them. It still has the same power and with a full system fitted it will be way, way more powerful so they have done right by the racers and track punters out there… While being forced to choke the engine to meet the strict laws, Yamaha have been able to retain performance and being a bolt-on part owners can liberate that inline-four exhaust and enjoy the spoils of 2020…

The electronics package is impressive. Combined with the CP4 character, traction off turns is first rate.

In the chassis department, the standard model KYB forks are revised internally and the overall set-up is softer, designed to improve feedback and feel for the average YZF-R1 rider, with the same treatment out the back. The brakes have new pad material. The bodywork is a semi redesign, mainly around the front, and looks fantastic. The electronics package is upped, now including Brake Control and Engine Brake Management to take the rider aids up to a total of seven. The mighty R1M now wears the incredible Ohlins NPX gas ERS forks up the front and a revised Ohlins ERS shock at the back and bodywork is all carbon-fibre – check out the tech breakout below for the full info…

The R1 Ride
The ergonomics (rider triangle) remain unchanged. Also, the frame, wheels, sub-frame and geometry all stay as per previous model so there is not a huge difference in riding the new models. One problem I had with the previous model that was a common issue at the World Launch for any taller riders, was trying to lock-on to the tank properly for braking and cornering, meaning I was fatiguing faster than usual and also finding it difficult under hard braking into the hairpins. I also felt the brakes were not quite up to scratch…

Changes were made to the rider triangle.

Rolling out of pit lane on the all-new YZF-R1, those two areas are front of mind. I am not 100 per cent sure of the exact changes to the fuel tank/seat/bar area, however, the 2020 model for me proves to be easier to hang on to and lock-on to than the outgoing one. I can hardly see any difference with the fuel tank sides, so can’t completely explain the improvement, but even braking for T2 for the first time, the bike feels different to sit on and hang off…

I’m riding a stock R1 with OEM Bridgestone RS11 street tyres and stock suspension settings. Before I even get any heat into the hoops or start to push it is clear that the suspension is soft and that the electronics are intrusive. I ride on and decided to use the session as an ‘out of the crate’ stock test.

The standard R1 settings were quite soft for track duties but the bike is less tiring to ride than it was.

With warm rubber I up the pace. The bike is in Mode A, with Full Power, and the all-new completely RbW throttle is super snappy on initial opening. It is unnerving and making me think I’m about to get flicked over the top… With the soft suspension as well, opening the throttle unsettles the balance of the bike and that sudden kick is exaggerated. The traction control is then kicking in and dulling everything down. It’s making for frustrating progress. I slow up and the bike feels OK for a few laps at an average track day pace. After a more laps I decide to come in to try again with a different set-up for the electronics and the suspension before I can fully test the bike.

Once I softened the throttle response and backed off the traction control the YZF-R1 was a much better track day bike on the standard tyres and suspension. The slide and traction control are sublime.

Heading out for my second session, I change to Mode B, Full Power, and reduce TCS intervention. I am sharing the bike, so unable to make suspension changes, but with the smoother throttle and me having more control of the rear wheel slip I can keep the bike tracking much nicer than before and I’m loving the way it drives hard off turns. With the RS11 tyres half worn already, this session is my best opportunity to really have a crack on the bike so I put my head down for some quick laps.

Engine-wise, there is little to tell between the previous model and this one, at least for me anyway, aside from some extra oomph off the slower corners, it feels very similar and I’d have to ride the two models back-to-back to feel the extra grunt in the middle. The R1 is blindingly fast but in a smooth progressive way thanks to that glorious CP4, an engine that just wants to keep on giving. Top-end is still stunning – 197hp helps. I’m getting well over 285km/h into T1 and tucking in is easier with the revised bodywork. I can hide on the chute now, while on the 2015 I was hanging out in the breeze at high speed and could not quite fit in.

It might be under 200hp but the CP4 is one hell of a cracker motor. The way it drives off turns is unique and with the improved electronics, very controllable even as the tyres begin to fall away.

The quickshifter is smooth and precise. Back-shifting for the hairpins, the engine braking control keeps the back stable while still helping pull the heavy bike up, while into the fast turns it is rolling in with the entry speed of a two-stroke. I am really impressed with the system. And this is where I need all the help I can get stopping the bike because as the laps go on the front brake ever is coming further and further back. The brakes are vague, weak and into turns nine and two, there have been a few times I almost didn’t get the R1 stopped. Decent lines, fluid, race pads and maybe a master-cylinder upgrade should be high on the list for track riders… or it could be electronics.

The tyres are an improvement on the old ones and are starting to scream enough as I head out for my third session. The TCS and slide control (SCS) is really working hard, particularly around Corporate Hill – a long, off camber fast turn at SMSP. What is impressing me is that I am not having to ride any differently, at all, to how I was riding when the rubber was new. The electronics as a package are doing an excellent job at keeping me and the bike on the track not the grass. The slide control is the most fun, the back slides out around Corporate Hill and also onto the chute but the system just lets it hang a bit and as you keep the throttle pinned it all just comes back inline.

The suspension changes are subtle, overall a softer set-up standard. Feel and feedback from the front RS11 is fantastic.

I was able to push on fairly hard on the bike on the worn RS11s, however, there was one thing that was holding me back and taking my confidence away – those front brakes. As mentioned, each session, the lever was back all the way to the grip by the end and there was excessive travel after just a few laps. It is a shame really, as the rest of the bike is as stunning as ever and the changes have refined the other areas of the machine…

The R1M Ride
The R1M does almost everything right. It is identical to the R1 aside from Ohlins ERS and carbon-fibre bodywork and comes at an $8450 premium. The rear has been refined and the forks are now NPX Gas pressurised forks. The suspension is truly next level stuff…

The R1M remains one of the most capable and finely-tuned sportsbikes ever produced.

On a rear tyre that is on the way out, I set the CP4 to Mode B, Full Power, TCS on the second least intrusive setting. The engine is the same, the ergo’s as well, but as soon as I roll into T2 for the out lap I felt I was on a very different machine to the stocker. The M has a 200-section rear tyre, which will change the steering characteristics (usually the 190s are better) but aside from that all of the awesomeness comes down to that drool-worthy ERS…

On already warm tyres, I am straight into it on the R1M. By turn three I’m comfortable, like I have been on the bike all day. I love the reverse quickshifter and the way the forks keep the bike stable and tracking over the few bumps into the fast turn four entry is incredible. Plenty of support while I brake and lean but still absorbing the bumps in a way only top spec Ohlins ERS can. Flicking the bike left for five, I am able to hold a tight line here, where the standard model was squatting and pushing the front wide. On the gas hard up the hill, the rear pumping of the R1 is not there on the M. Instead, it hooks up the 200-section hoop and drives to the crest of the hill, the front wheel in inch off the deck.

Engine Brake Management and suspension upgrades for 2020.

Map out what you want through the TFT dash.

Braking deep into seven, the fade and lack of power of the front brakes gives me a heart stopping moment where I think I am not going to get into the corner but the feel and grip from the front-end gives me the confidence to check it in there. No dramas and again, superb stomp off the corner. Around Corparate Hill I get a nice slide, the left side of the rear tyre is totally shagged, so the back hangs out. The electronics control it and I love it – so much fun. In fact, I stay out for another 10-minutes just to lay blackies there and look at them next lap around…

My session finishes and I have a chat to Steve Martin in the pits. Steve suggests trying what he did with rear anti-squat and he makes some changes to the shock in the ERS menu. I head back out in the next session and the bike, which is already good, is now handling as close to perfect as I have ever experienced for an out of the crate litre sportsbike – on road tyres and flogged ones at that!

The R1M is an insane bike, it handles like it’s on rails! We would choose the M over the standard any day of the week.

For me personally, if I could afford it, I’d go for the M any day of the week over the stock R1 but in saying that, I am yet to ride the stock 2020 set-up properly at the track. I’ll save that for the New Year when we get our test bike and head to our proving ground. For now I will keep dreaming about the R1M… those forks are so god damn sexy…

Tech Talk
The new 2020 R1M and R1 come equipped with the next generation of Yamaha’s unique 998cc inline four-cylinder crossplane crankshaft engine for refined performance. Returning features such as titanium fracture-split connecting rods and offset cylinders contribute to a responsive and potent character, while the cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles are new for 2020.

New camshaft profiles are a feature of the crossplane engine for 2020.

An all-new Accelerator Position Sensor with Grip (APSG) ride-by-wire system featuring Yamaha’s Chip Controlled Throttle (YCC-T) eliminates throttle cables and reduces weight while providing smoother throttle operation.

The new R1 has the most advanced Yamaha electronic aids yet.

Augmented Electronics Package for More Rider Control
The most technologically advanced electronics package in Yamaha’s supersport lineup complements the evolutionary engine of the new 2020 R1M and R1. Yamaha’s proprietary six-axis Inertial Measurement Unit (IMU) continues to be the key feature of the package, and processes real-time vehicle attitude and wheel speed data for new Brake Control (BC) technology that gives riders the option to choose between two intervention modes for enhanced braking control. Riders can select a BC1 setting for enhanced upright, straight-line braking, or a BC2 setting for enhanced braking into corners, where intervention timing grows faster the deeper the lean angle becomes.

A new Engine Brake Management (EBM) system also allows the rider to select between three levels of engine braking force to suit their individual preference or riding situation on the road or track. Both the BC and EBM settings are adjustable through onboard Yamaha Ride Control (YRC) and Yamaha’s Y-TRAC smartphone (Android only) and tablet app (Android and iOS).

Enhanced Suspension Performance
Premium Öhlins Electronic Racing Suspension (ERS) has been a staple of the R1M’s chassis performance, and a new NPX pressurised front fork with a gas cylinder built into the front fork axle bracket, along with revised rear shock settings to complement the performance of the front fork, are features of the new 2020 model. With rider adjustability options through YRC settings and Y-TRAC, the new Öhlins ERS suspension package takes the R1M to the next level of performance.

The 2020 YZF-R1 also receives suspension performance enhancements courtesy of a new KYB front fork with a new internal shim stack design, and a KYB rear shock with revised internal settings. Together, the changes result in smoother suspension dampening paired with an improved feeling of contact and grip with the street or track surface.

Advanced Bodywork with Next Generation R-Series Design
Redesigned bodywork contributes to higher-quality performance and a more comfortable rider fit. The new design creates a 5.3% increase in aerodynamic efficiency while reducing wind noise and pressure on the rider when in a tucked position, and improved comfort comes from smoother side sections where the rider’s legs contact the bike. The 2020 R1M also receives a new carbon fibre tail cowl to accompany the existing carbon-fibre passenger seat cowl.

New lightweight, compact LED twin headlights optimise illumination for both the low and high beam, and combine with the redesigned body styling to create a new front face symbolising the next-generation of R-Series design.

New Features:

Redesigned cylinder-head, fuel injectors, finger-follower rocker arms, and camshaft profiles
APSG ride-by-wire system with YCC-T
Brake Control (BC) and Engine Brake Management (EBM) for a total of seven electronic control rider aids
Öhlins ERS NPX front fork with integrated gas cylinder and optimised rear shock settings (R1M)
KYB upside-down front fork with new internal shim stack design (R1)
Optimised settings for linked-type Monocross KYB rear shock (R1)
Next-generation R-Series redesigned bodywork with outstanding aerodynamic efficiency
Carbon fibre tail cowl (R1M)
Bridgestone RS11 Battlax Racing Street tyres with updated tread design
New front brake pad friction material for excellent control while braking

Engine

Compact combustion chamber and large-diameter intake/exhaust valves (intake 33mm, exhaust 26.5mm)
Twin-injector fuel injection
Forged aluminium bridge-box pistons
Titanium fracture-split (FS) connecting rods
Offset cylinders
Crank inertial moment engineered to achieve linear throttle response
4-2-1 midship muffler with two variable exhaust routes (based on rpm)
A&S clutch

Chassis

Aluminium Deltabox frame
Forced air intake
Aluminium fuel tank with 17.0 litre capacity
Cast magnesium wheels
320mm front brake discs and four-piston monobloc calipers
Öhlins Electronic Racing Suspension (ERS) (R1M only)

Electronics

Six-axis Inertial Measurement Unit (IMU) for three-dimensional attitude detection
Yamaha Ride Control (YRC) technology
Traction Control System (TCS)
Slide Control System (SCS)
Lift control system (LIF)
Launch Control System (LCS)
Quick Shift System (QSS) with upshift and downshift function
Power mode selection system (PWR)
Electronic Racing Suspension (ERS) (R1M only)
Digital thin-film transistor (TFT) liquid crystal display
Communication Control Unit (CCU) (standard equipment for R1M, optional for R1)

SPECIFICATIONS: 2020 Yamaha YZF-R1 (M spec’s in brackets)

Price: $26,399 ($34,849) Ride Away.

Warranty: Two-years unlimited km
Colours: Yamaha Blue and Midnight Black (Icon Performance)

Claimed power: 147kW[197hp]@13500rpm
Claimed torque: 112Nm[83ft-lbs]@11500rpm
Wet weight: 201kg (202kg)

Engine: Liquid-cooled, four-stroke, crossplane forward-inclined parallel four-cylinder, four-valve per cylinder, DOHC, 79 x 50.8mm bore x stroke, 998cc, 13.0:1 compression, banking sensitive TCS/SCS, LIF, LCS, QSS, PWR power modes, YCC-I, YCC-T, six-axis IMU, (CCU), magnesium oil pan, titanium four-into-two-into-one exhaust
Gearbox: Constant mesh, six-speed, quickshifter bi-directional QS
Clutch: Assist and Slipper clutch, wet, multiple-disc

Chassis: Aluminium Deltabox frame, aluminium upward-truss swingarm, magnesium sub-frame, Rake: 24, Trail: 102mm

Suspension: 43mm KYB fully adjustable telescopic forks, KYB rear shock, (Ohlins Electronic Racing Suspension forks and rear shock)

Brakes: Banking sensitive Racing ABS, dual 320mm front rotors, dual monobloc four-piston calipers, 220mm rear rotor, single-piston pin-slide caliper

Wheels & tyres: Cast magnesium 10-spoke wheels, 120/70 – 17 (f), 190/55 – 17 (r) (200/55 ZR17), Bridgestone RS11 Battlax

Dimensions:
Seat height: 860mm
Overall height: 1165mm
Overall length: 2055mm
Width: 690mm
Wheelbase: 1405mm

INSTRUMENTS: TFT LCD display

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